MSC 1151-1175 PDF

INTERNATIONAL MARITIME ORGANIZATION
4 ALBERT EMBANKMENT
LONDON SE1 7SR E
Telephone: 020 7735 7611
Fax: 020 7587 3210
IMO
Ref. T3/2.01 FAL.2/Circ.87

MEPC/Circ.426
MSC/Circ.1151
17 December 2004
REVISED LIST OF CERTIFICATES AND DOCUMENTS REQUIRED TO BE

CARRIED ON BOARD SHIPS
1 The Facilitation Committee, at its nineteenth session, developed a list of certificates and
documents required to be carried on board ships together with a brief description of the purpose
of the certificates and other relevant documents. This work was carried out in connection with
the provisions of section 2 of the annex to the FAL Convention concerning formalities required
of shipowners by public authorities on the arrival, stay and departure of ships. The Facilitation
Committee considered that these provisions should not be read as precluding a requirement for
the presentation for inspection by the appropriate authorities of certificates and other documents
carried by the ship pertaining to its registry, measurement, safety, manning, classification and
other related matters.
2 The list, as approved by the Maritime Safety Committee, the Facilitation Committee and
the Marine Environment Protection Committee, at their respective sessions, was circulated under
symbol FAL.2/Circ.35-MEPC/Circ.207-MSC/Circ.593. The list was later revised and circulated
under symbol FAL.2/Circ.42-MEPC/Circ.303-MSC/Circ.704, dated 21 September 1995 and
FAL/Circ.90-MEPC/Circ.368-MSC/Circ.946, dated 3 July 2000.
3 Due to amendments to the 1974 SOLAS Convention, as amended, which entered into
force on 1 January 2002, 1 July 2002, 1 January 2004 and 1 July 2004, respectively; and
amendments to MARPOL 73/78, which entered into force on 1 September 2002, as well as the
entry into force of Annex IV of that Convention on 27 September 2003, the list has been revised
to take account of the relevant provisions of the aforementioned amendments. The revised list of
certificates and documents required to be carried on board ships, approved by FAL 31 (19 to
23 July 2004), MEPC 52 (11 to 15 October 2004) and MSC 79 (1 to 10 December 2004), is set
out at annex.
4 The certificates and documents this circular lists are only those required under
IMO instruments and it does not include certificates or documents required by other international
organizations or governmental authorities.
5 Member Governments are invited to note the information provided in the annex and take
action as appropriate.
6 This circular supersedes FAL/Circ.90-MEPC/Circ.368-MSC/Circ.946.
***
I:\CIRC\FAL\02\87.doc
FAL.2/Circ.87
MEPC/Circ.426
MSC/Circ.1151
ANNEX
CERTIFICATES AND DOCUMENTS REQUIRED TO BE CARRIED

ON BOARD SHIPS
(Note: All certificates to be carried on board must be originals)
1 All ships Reference

International Tonnage Certificate (1969) Tonnage Convention,
An International Tonnage Certificate (1969) shall be issued article 7
to every ship, the gross and net tonnage of which have been
determined in accordance with the Convention.
International Load Line Certificate LL Convention,

An International Load Line Certificate shall be issued under article 16;
the provisions of the International Convention on Load 1988 LL Protocol,
Lines, 1966, to every ship which has been surveyed and article 18
marked in accordance with the Convention or the
Convention as modified by the 1988 LL Protocol, as
appropriate.
International Load Line Exemption Certificate LL Convention,

An International Load Line Exemption Certificate shall be article 6;
issued to any ship to which an exemption has been granted 1988 LL Protocol,
under and in accordance with article 6 of the Load Line article 18
Convention or the Convention as modified by the
1988 LL Protocol, as appropriate.
Intact stability booklet SOLAS 1974,

Every passenger ship regardless of size and every cargo ship regulations II-1/22
of 24 metres and over shall be inclined on completion and and II-1/25-8;
the elements of their stability determined. The master shall 1988 LL Protocol,
be supplied with a Stability Booklet containing such regulation 10
information as is necessary to enable him, by rapid and
simple procedures, to obtain accurate guidance as to the
stability of the ship under varying conditions of loading.
For bulk carriers, the information required in a bulk carrier
booklet may be contained in the stability booklet.
Damage control plans and booklets SOLAS 1974,

On passenger and cargo ships, there shall be permanently regulations II-1/23,
exhibited plans showing clearly for each deck and hold the 23-1, 25-8;
boundaries of the watertight compartments, the openings MSC/Circ.919
therein with the means of closure and position of any
controls thereof, and the arrangements for the correction of
any list due to flooding. Booklets containing the
aforementioned information shall be made available to the
officers of the ship.
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Minimum safe manning document SOLAS 1974

Every ship to which chapter I of the Convention applies (2000 amendments),
shall be provided with an appropriate safe manning regulation V/14.2
document or equivalent issued by the Administration as
evidence of the minimum safe manning.
Fire safety training manual SOLAS 1974

A training manual shall be written in the working language (2000 amendments),
of the ship and shall be provided in each crew mess room regulation II-2/15.2.3
and recreation room or in each crew cabin. The manual
shall contain the instructions and information required in
regulation II-2/15.2.3.4. Part of such information may be
provided in the form of audio-visual aids in lieu of the
manual.
Fire Control plan/booklet SOLAS 1974

General arrangement plans shall be permanently exhibited (2000 amendments),
for the guidance of the ship’s officers, showing clearly for regulation II-2/15.2.4
each deck the control stations, the various fire sections
together with particulars of the fire detection and fire alarm
systems and the fire-extinguishing appliances etc.
Alternatively, at the discretion of the Administration, the
aforementioned details may be set out in a booklet, a copy
of which shall be supplied to each officer, and one copy
shall at all times be available on board in an accessible
position. Plans and booklets shall be kept up to date; any
alterations shall be recorded as soon as practicable.
A duplicate set of fire control plans or a booklet containing
such plans shall be permanently stored in a prominently
marked weathertight enclosure outside the deckhouse for the
assistance of shore-side fire-fighting personnel.
On board training and drills record SOLAS 1974

Fire drills shall be conducted and recorded in accordance (2000 amendments),
with the provisions of regulations III/19.3 and III/19.5. regulation II-2/15.2.2.5
Fire safety operational booklet SOLAS 1974

The fire safety operational booklet shall contain the (2000 amendments),
necessary information and instructions for the safe operation regulation II-2/16.2
of the ship and cargo handling operations in relation to fire
safety. The booklet shall be written in the working language
of the ship and be provided in each crew mess room and
recreation room or in each crew cabin. The booklet may be
combined with the fire safety training manuals required in
regulation II-2/15.2.3.
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Certificates for masters, officers or ratings STCW 1978, article VI,

Certificates for masters, officers or ratings shall be issued to regulation I/2;
those candidates who, to the satisfaction of the STCW Code, section A-I/2
Administration, meet the requirements for service, age,
medical fitness, training, qualifications and examinations in
accordance with the provisions of the STCW Code annexed
to the International Convention on Standards of Training,
Certification and Watchkeeping for Seafarers, 1978.
Formats of certificates are given in section A-I/2 of the
STCW Code. Certificates must be kept available in their
original form on board the ships on which the holder is
serving.
International Oil Pollution Prevention Certificate MARPOL 73/78,

An international Oil Pollution Prevention Certificate shall Annex I,
be issued, after survey in accordance with regulation 4 of regulation 5
Annex I of MARPOL 73/78, to any oil tanker of 150 gross
tonnage and above and any other ship of 400 gross tonnage
and above which is engaged in voyages to ports or offshore
terminals under the jurisdiction of other Parties to
MARPOL 73/78. The certificate is supplemented with a
Record of Construction and Equipment for Ships other than
Oil Tankers (Form A) or a Record of Construction and
Equipment for Oil Tankers (Form B), as appropriate.
Oil Record Book MARPOL 73/78,

Every oil tanker of 150 gross tonnage and above and every Annex I,
ship of 400 gross tonnage and above other than an oil tanker regulation 20
shall be provided with an Oil Record Book, Part I
(Machinery space operations). Everyoil tanker of 150 gross
tonnage and above shall also be provided with an
Oil Record Book, Part II (Cargo/ballast operations).
Shipboard Oil Pollution Emergency Plan MARPOL 73/78,

Every oil tanker of 150 gross tonnage and above and every Annex I,
ship other than an oil tanker of 400 gross tonnage and above regulation 26
shall carry on board a Shipboard Oil Pollution Emergency
Plan approved by the Administration.
International Sewage Pollution Prevention Certificate MARPOL 73/78,

An International Sewage Pollution Prevention Certificate Annex IV,
shall be issued, after an initial or renewal survey in regulation 5;
accordance with the provisions of regulation 4 of Annex IV MEPC/Circ.408
of MARPOL 73/78, to any ship which is required to comply
with the provisions of that Annex and is engaged in voyages
to ports or offshore terminals under the jurisdiction of other
Parties to the Convention.
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Garbage Management Plan MARPOL 73/78,

Every ship of 400 gross tonnage and above and every ship Annex V,
which is certified to carry 15 persons or more shall carry a regulation 9
garbage management plan which the crew shall follow.
Garbage Record Book MARPOL 73/78,

Every ship of 400 gross tonnage and above and every ship Annex V,
which is certified to carry 15 persons or more engaged in regulation 9
voyages to ports or offshore terminals under the jurisdiction
of other Parties to the Convention and every fixed and
floating platform engaged in exploration and exploitation of
the sea-bed shall be provided with a Garbage Record Book.
Voyage data recorder system-certificate of compliance SOLAS 1974,

The voyage data recorder system, including all sensors, regulation V/18.8
shall be subjected to an annual performance test. The test
shall be conducted by an approved testing or servicing
facility to verify the accuracy, duration and recoverability of
the recorded data. In addition, tests and inspections shall be
conducted to determine the serviceability of all protective
enclosures and devices fitted to aid location. A copy of the
certificate of compliance issued by the testing facility,
stating the date of compliance and the applicable
performance standards, shall be retained on board the ship.
Cargo Securing Manual SOLAS 1974

All cargoes, other than solid and liquid bulk cargoes, cargo (2002 amendments),
units and cargo transport units, shall be loaded, stowed and regulations VI/5..6 and
secured throughout the voyage in accordance with the Cargo VII/5;
Securing Manual approved by the Administration. In ships MSC/Circ.745
with ro-ro spaces, as defined in regulation II-2/3.41, all
securing of such cargoes, cargo units and cargo transport
units, in accordance with the Cargo Securing Manual, shall
be completed before the ship leaves the berth. The Cargo
Securing Manual is required on all types of ships engaged in
the carriage of all cargoes other than solid and liquid bulk
cargoes, which shall be drawn up to a standard at least
equivalent to the guidelines developed by the Organization.
Document of Compliance SOLAS 1974,

A document of compliance shall be issued to every regulation IX/4;
company which complies with the requirements of the ISM Code,
ISM Code. A copy of the document shall be kept on board. paragraph 13
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Safety Management Certificate SOLAS 1974,

A Safety Management Certificate shall be issued to every regulation IX/4;
ship by the Administration or an organization recognized by ISM Code,
the Administration. The Administration or an organization paragraph 13
recognized by it shall, before issuing the Safety
Management Certificate, verify that the company and its
shipboard management operate in accordance with the
approved safety management system.
International Ship Security Certificate (ISSC) or Interim SOLAS 1974

International Ship Security Certificate (2002 amendments),
An International Ship Security Certificate (ISSC) shall be regulation XI-2/9.1.1;
issued to every ship by the Administration or an ISPS Code part A,
organization recognized by it to verify that the ship section 19 and appendices.
complies with the maritime security provisions of SOLAS
chapter XI-2 and part A of the ISPS Code. An interim ISSC
may be issued under the ISPS Code part A, section 19.4.
Ship Security Plan and associated records SOLAS 1974

Each ship shall carry on board a ship security plan approved (2002 amendments),
by the Administration. The plan shall make provisions for regulation XI-2/9;
the three security levels as defined in part A of the ISPS ISPS Code part A,
Code. Records of the following activities addressed in the sections 9 and 10
ship security plan shall be kept on board for at least the
minimum period specified by the Administration:
.1 training, drills and exercises;

.2 security threats and security incidents;
.3 breaches of security;
.4 changes in security level;
.5 communications relating to the direct
security of the ship such as specific threats to
the ship or to port facilities the ship is, or has
been, in;
.6 internal audits and reviews of security
activities;
.7 periodic review of the ship security
assessment;
.8 periodic review of the ship security plan;
.9 implementation of any amendments to the
plan; and
.10 maintenance, calibration and testing of any
security equipment provided on board,
including testing of the ship security alert
system.
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Continuous Synopsis Record (CSR) SOLAS 1974

Every ship to which chapter I of the Convention applies (2002 amendments),
shall be issued with a Continuous Synopsis Record. The regulation XI-1/5
Continuous Synopsis Record provides an on-board record of
the history of the ship with respect to the information
recorded therein.
2 In addition to the certificates listed in section 1 above,

passenger ships shall carry:
Passenger Ship Safety Certificate1 SOLAS 1974,
A certificate called a Passenger Ship Safety Certificate shall regulation I/12, as
be issued after inspection and survey to a passenger ship amended by the
which complies with the requirements of GMDSS amendments;
chapters II-1, II-2, III and IV and any other relevant 1988 SOLAS Protocol,
requirements of SOLAS 1974. A Record of Equipment for regulation I/12,
the Passenger Ship Safety Certificate (Form P) shall be (2000 amendments),
permanently attached. appendix
Exemption Certificate2 SOLAS 1974,

When an exemption is granted to a ship under and in regulation I/12;
accordance with the provisions of SOLAS 1974, a 1988 SOLAS Protocol,
certificate called an Exemption Certificate shall be issued in regulation I/12
addition to the certificates listed above.
Special Trade Passenger Ship Safety Certificate, Special STP 71, rule 5
Trade Passenger Ship Space Certificate
A Special Trade Passenger Ship Safety Certificate issued
under the provisions of the Special Trade Passenger Ships
Agreement, 1971.
A certificate called a Special Trade Passenger Ship Space SSTP 73,

Certificate shall be issued under the provisions of the rule 5
Protocol on Space Requirements for Special Trade
Passenger Ships, 1973.
Search and rescue co-operation plan SOLAS 1974

Passenger ships to which chapter I of the Convention (2000 amendments),
applies shall have on board a plan for co-operation with regulation V/7.3
appropriate search and rescue services in event of an
emergency.
1
The form of the Certificate and its Record of Equipment may be found in the GMDSS amendments to
SOLAS 1974.
2
SLS.14/Circ.115 and Add.1 refers to the issue of exemption certificates.
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List of operational limitations SOLAS 1974

Passenger ships to which chapter I of the Convention 2000 amendments),
applies shall keep on board a list of all limitations on the regulation V/30
operation of the ship, including exemptions from any of the
SOLAS, regulations, restrictions in operating areas, weather
restrictions, sea state restrictions, restrictions in permissible
loads, trim, speed and any other limitations, whether
imposed by the Administration or established during the
design or the building stages.
Decision support system for masters SOLAS 1974,

In all passenger ships, a decision support system for regulation III/29
emergency management shall be provided on the navigation
bridge.
3 In addition to the certificates listed in section 1 above,

cargo ships shall carry:
Cargo Ship Safety Construction Certificate3 SOLAS 1974,
A certificate called a Cargo Ship Safety Construction regulation I/12,
Certificate shall be issued after survey to a cargo ship of as amended by the
500 gross tonnage and over which satisfies the requirements GMDSS amendments;
for cargo ships on survey, set out in regulation I/10 of 1988 SOLAS Protocol,
SOLAS 1974, and complies with the applicable regulation I/12
requirements of chapters II-1 and II-2, other than those
relating to fire-extinguishing appliances and fire control
plans.
Cargo Ship Safety Equipment Certificate4 SOLAS 1974,

A certificate called a Cargo Ship Safety Equipment regulation I/12,
Certificate shall be issued after survey to a cargo ship of as amended by the
500 gross tonnage and over which complies with the GMDSS amendments;
relevant requirements of chapters II-1 and II-2 and III and 1988 SOLAS Protocol,
any other relevant requirements of SOLAS 1974. A Record regulation I/12
of Equipment for the Cargo Ship Safety Equipment (2000 amendments),
Certificate (Form E) shall be permanently attached. appendix
3
The form of the Certificate may be found in the GMDSS amendments to SOLAS 1974.
4
SOLAS 1974.
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Cargo Ship Safety Radio Certificate5 SOLAS 1974,

A certificate called a Cargo Ship Safety Radio Certificate regulation I/12,
shall be issued after survey to a cargo ship of 300 gross as amended by the
tonnage and over, fitted with a radio installation, including GMDSS amendments;
those used in life-saving appliances, which complies with 1988 SOLAS Protocol,
the requirements of chapters III and IV and any other regulation I/12
relevant requirements of SOLAS 1974. A Record of
Equipment for the Cargo Ship Safety Radio Certificate
(Form R) shall be permanently attached.
Cargo Ship Safety Certificate 1988 SOLAS Protocol,

A certificate called a Cargo Ship Safety Certificate may be regulation I/12
issued after survey to a cargo ship which complies with the (2000 amendments),
relevant requirements of chapters II-1, II-2, III, IV and V appendix
and other relevant requirements of SOLAS 1974 as
modified by the 1988 SOLAS Protocol, as an alternative to
the above cargo ship safety certificates. A Record of
Equipment for the Cargo Ship Safety Certificate (Form C)
shall be permanently attached.
Exemption Certificate6 SOLAS 1974,

When an exemption is granted to a ship under and in regulation I/12 ;
accordance with the provisions of SOLAS 1974, a 1988 SOLAS Protocol,
certificate called an Exemption Certificate shall be issued in regulation I/12
addition to the certificates listed above.
Document of authorization for the carriage of grain SOLAS 1974,

A document of authorization shall be issued for every ship regulation VI/9;
loaded in accordance with the regulations of the International Code for the
International Code for the Safe Carriage of Grain in Bulk Safe Carriage of Grain in
either by the Administration or an organization recognized Bulk, section 3
by it or by a Contracting Government on behalf of the
Administration. The document shall accompany or be
incorporated into the grain loading manual provided to
enable the master to meet the stability requirements of the
Code.
5
SOLAS 1974.
6
SLS.14/Circ.115 and Add.1 refers to the issue of exemption certificates.
FAL.2/Circ.87
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MSC/Circ.1151
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Certificate of insurance or other financial security in CLC 1969,

respect of civil liability for oil pollution damage article VII
A certificate attesting that insurance or other financial
security is in force shall be issued to each ship carrying
more than 2,000 tons of oil in bulk as cargo. It shall be
issued or certified by the appropriate authority of the State
of the ship's registry after determining that the requirements
of article VII, paragraph 1, of the CLC Convention have
been complied with.
Certificate of insurance or other financial security in CLC 1992,

respect of civil liability for oil pollution damage article VII
A certificate attesting that insurance or other financial
security is in force in accordance with the provisions of the
1992 CLC Convention shall be issued to each ship carrying
more than 2,000 tons of oil in bulk as cargo after the
appropriate authority of a Contracting State has determined
that the requirements of article VII, paragraph 1, of the
Convention have been complied with. With respect to a
ship registered in a Contracting State, such certificate shall
be issued by the appropriate authority of the State of the
ship’s registry; with respect to a ship not registered in a
Contracting State, it may be issued or certified by the
appropriate authority of any Contracting State.
Enhanced survey report file SOLAS 1974

Bulk carriers and oil tankers shall have a survey report file (2002 amendments),
and supporting documents complying with paragraphs 6.2 regulation XI-1/2;
and 6.3 of annex A and annex B of resolution A.744 (18) – resolution A.744(18)
Guidelines on the enhanced programme of inspections
during surveys of bulk carriers and oil tankers.
Record of oil discharge monitoring and control system MARPOL 73/78,

for the last ballast voyage Annex I,
Subject to provisions of paragraphs (4), (5), (6) and (7) of regulation 15(3)(a)
regulation 15 of Annex I of MARPOL 73/78, every oil
tanker of 150 gross tonnage and above shall be fitted with
an oil discharge monitoring and control system approved by
the Administration. The system shall be fitted with a
recording device to provide a continuous record of the
discharge in litres per nautical mile and total quantity
discharged, or the oil content and rate of discharge. This
record shall be identifiable as to time and date and shall be
kept for at least three years.
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Cargo Information SOLAS 1974,

The shipper shall provide the master or his representative regulations VI/2
with appropriate information, confirmed in writing, on the and XII/10;
cargo, in advance of loading. In bulk carriers, the density of MSC/Circ.663
the cargo shall be provided in the above information.
Bulk Carrier Booklet SOLAS 1974,

To enable the master to prevent excessive stress in the ship's regulations VI/7 and;
structure, the ship loading and unloading solid bulk cargoes XII/8;
shall be provided with a booklet referred to in SOLAS Code of Practice for the
regulation VI/7.2. The booklet shall be endorsed by the Safe Loading and
Administration or on its behalf to indicate that SOLAS Unloading of Bulk Carriers
regulations XII/4, 5, 6 and 7, as appropriate, are complied (BLU Code)
with. As an alternative to a separate booklet, the required
information may be contained in the intact stability booklet.
Dedicated Clean Ballast Tank Operation Manual MARPOL 73/78,

Every oil tanker operating with dedicated clean ballast tanks Annex I,
in accordance with the provisions of regulation 13(10) of regulation 13A
Annex I of MARPOL 73/78 shall be provided with a
Dedicated Clean Ballast Tank Operation Manual detailing
the system and specifying operational procedures. Such a
Manual shall be to the satisfaction of the Administration and
shall contain all the information set out in the Specifications
referred to in paragraph 2 of regulation 13A of Annex I of
MARPOL 73/78.
Crude Oil Washing Operation and Equipment MARPOL 73/78,

Manual (COW Manual) Annex I,
Every oil tanker operating with crude oil washing systems regulation 13B
shall be provided with an Operations and Equipment
Manual detailing the system and equipment and specifying
operational procedures. Such a Manual shall be to the
satisfaction of the Administration and shall contain all the
information set out in the specifications referred to in
paragraph 2 of regulation 13B of Annex I of
MARPOL 73/78.
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Condition Assessment Scheme (CAS) Statement of MARPOL 73/78,

Compliance, CAS Final Report and Review Record Annex I
A Statement of Compliance shall be issued by the (2001 amendments
Administration to every oil tanker which has been surveyed (resolution MEPC.95(46)),
in accordance with the requirements of the Condition regulation 13G;
Assessment Scheme (CAS) (resolution MEPC.94(46), as resolution MEPC.94(46)
amended) and found to be in compliance with these
requirements. In addition, a copy of the CAS Final Report
which was reviewed by the Administration for the issue of
the Statement of Compliance and a copy of the relevant
Review Record shall be placed on board to accompany the
Statement of Compliance.
Hydrostatically Balanced Loading (HBL) Operational MARPOL 73/78,

Manual Annex I
Every oil tanker which, in compliance with (2001 amendments
regulation 13G(6)(b), operates with Hydrostatically (resolution MEPC.95(46)),
Balanced Loading shall be provided with an operational regulation 13G
manual in accordance with resolution MEPC.64(36).
Oil Discharge Monitoring and Control (ODMC) MARPOL 73/78,

Operational Manual Annex I,
Every oil tanker fitted with an Oil Discharge Monitoring regulation 15(3)(c)
and Control system shall be provided with instructions as to
the operation of the system in accordance with an
operational manual approved by the Administration.
Subdivision and stability information MARPOL 73/78,

Every oil tanker to which regulation 25 of Annex I of Annex I,
MARPOL 73/78 applies shall be provided in an approved regulation 25
form with information relative to loading and distribution of
cargo necessary to ensure compliance with the provisions of
this regulation and data on the ability of the ship to comply
with damage stability criteria as determined by this
regulation.
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4 In addition to the certificates listed in sections 1 and 3

above, where appropriate, any ship carrying noxious
liquid chemical substances in bulk shall carry:
International Pollution Prevention Certificate for the MARPOL 73/78,
Carriage of Noxious Liquid Substances in Bulk Annex II,
(NLS Certificate) regulations 11 and 12A
An international pollution prevention certificate for the
carriage of noxious liquid substances in bulk
(NLS certificate) shall be issued, after survey in accordance
with the provisions of regulation 10 of Annex II of
MARPOL 73/78, to any ship carrying noxious liquid
substances in bulk and which is engaged in voyages to ports
or terminals under the jurisdiction of other Parties to
MARPOL 73/78. In respect of chemical tankers, the
Certificate of Fitness for the Carriage of Dangerous
Chemicals in Bulk and the International Certificate of
Fitness for the Carriage of Dangerous Chemicals in Bulk,
issued under the provisions of the Bulk Chemical Code and
International Bulk Chemical Code, respectively, shall have
the same force and receive the same recognition as the
NLS certificate.
Cargo record book MARPOL 73/78,

Every ship to which Annex II of MARPOL 73/78 applies Annex II,
shall be provided with a Cargo Record Book, whether as regulation 9
part of the ship's official log book or otherwise, in the form
specified in appendix IV to the Annex.
Procedures and Arrangements Manual (P & A Manual) Resolution MEPC.18(22),

Every ship certified to carry noxious liquid substances in chapter 2;
bulk shall have on board a Procedures and Arrangements MARPOL 73/78,
Manual approved by the Administration. Annex II,
regulations 5, 5A and 8
Shipboard Marine Pollution Emergency Plan for MARPOL 73/78,

Noxious Liquid Substances Annex II,
Every ship of 150 gross tonnage and above certified to carry regulation 16
noxious liquid substances in bulk shall carry on board a
shipboard marine pollution emergency plan for noxious
liquid substances approved by the Administration.
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above, where applicable, any chemical tanker shall
carry:
Certificate of Fitness for the Carriage of Dangerous BCH Code,
Chemicals in Bulk section 1.6;
A certificate called a Certificate of Fitness for the Carriage BCH Code as modified by
of Dangerous Chemicals in Bulk, the model form of which resolution MSC.18(58),
is set out in the appendix to the Bulk Chemical Code, should section 1.6
be issued after an initial or periodical survey to a chemical
tanker engaged in international voyages which complies
with the relevant requirements of the Code.
Note: The Code is mandatory under Annex II of

MARPOL 73/78 for chemical tankers constructed
before 1 July 1986.
or
International Certificate of Fitness for the Carriage of IBC Code,

Dangerous Chemicals in Bulk section 1.5;
A certificate called an International Certificate of Fitness for IBC Code as modified by
the Carriage of Dangerous Chemicals in Bulk, the model resolutions MSC.16(58)
form of which is set out in the appendix to the International and MEPC.40(29),
Bulk Chemical Code, should be issued after an initial or section 1.5
periodical survey to a chemical tanker engaged in
international voyages which complies with the relevant
requirements of the Code.
Note: The Code is mandatory under both chapter VII of

SOLAS 1974 and Annex II of MARPOL 73/78 for
chemical tankers constructed on or after 1 July 1986.

above, where applicable, any gas carrier shall carry:
Certificate of Fitness for the Carriage of Liquefied Gases GC Code,
in Bulk section 1.6
A certificate called a Certificate of Fitness for
the Carriage of Liquefied Gases in Bulk, the model form of
which is set out in the appendix to the Gas Carrier Code,
should be issued after an initial or periodical survey to a gas
carrier which complies with the relevant requirements of the
Code.
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International Certificate of Fitness for the Carriage of IGC Code,

Liquefied Gases in Bulk section 1.5;
A certificate called an International Certificate of Fitness IGC Code as modified by
for the Carriage of Liquefied Gases in Bulk, the model form resolution MSC.17(58),
of which is set out in the appendix to the International Gas section 1.5
Carrier Code, should be issued after an initial or periodical
survey to a gas carrier which complies with the relevant
requirements of the Code.
Note: The Code is mandatory under chapter VII of SOLAS

1974 for gas carriers constructed on or after 1 July
1986.
7 In addition to the certificates listed in sections 1, and 2

or 3 above, where applicable, any high-speed craft shall
carry:
High-Speed Craft Safety Certificate SOLAS 1974,
A certificate called a High-Speed Craft Safety Certificate regulation X/3;
shall be issued after completion of an initial or renewal 1994 HSC Code,
survey to a craft which complies with the requirements of section 1.8;
the 1994 HSC Code or the 2000 HSC Code, as appropriate. 2000 HSC Code,
section 1.8
Permit to Operate High-Speed Craft 1994 HSC Code,
A certificate called a Permit to Operate High-Speed Craft section 1.9;
shall be issued to a craft which complies with the 2000 HSC Code,
requirements set out in paragraphs 1.2.2 to 1.2.7 of the 1994 section 1.9
HSC Code or the 2000 HSC Code, as appropriate.

or 3 above, where applicable, any ship carrying
dangerous goods shall carry:
Document of compliance with the special requirements SOLAS 1974,
for ships carrying dangerous goods (2000 amendments),
regulation II-2/19.4
The Administration shall provide the ship with an
appropriate document as evidence of compliance of
construction and equipment with the requirements of
regulation II-2/19 of SOLAS 1974. Certification for
dangerous goods, except solid dangerous goods in bulk, is
not required for those cargoes specified as class 6.2 and 7
and dangerous goods in limited quantities.
FAL.2/Circ.87
MEPC/Circ.426
MSC/Circ.1151
ANNEX
Page 15

dangerous goods in packaged form shall carry:
Dangerous goods manifest or stowage plan SOLAS 1974,
Each ship carrying dangerous goods in packaged form shall (2002 amendments),
have a special list or manifest setting forth, in accordance regulations VII/4.5 and
with the classification set out in the IMDG Code, the VII/7-2;
dangerous goods on board and the location thereof. Each MARPOL 73/78,
ship carrying dangerous goods in solid form in bulk shall Annex III,
have a list or manifest setting forth the dangerous goods on regulation 4
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 a
special list or manifest. A copy of one of these documents
shall be made available before departure to the person or
organization designated by the port State authority.

INF cargo shall carry:
International Certificate of Fitness for the Carriage of SOLAS 1974,
INF Cargo regulation VII/16;
A ship carrying INF cargo shall comply with the INF Code
requirements of the International Code for the Safe Carriage (resolution MSC.88(71)),
of Packaged Irradiated Nuclear Fuel, Plutonium and paragraph 1.3
High-Level Radioactive Wastes on Board Ships (INF Code)
in addition to any other applicable requirements of the
SOLAS regulations and shall be surveyed and be provided
with the International Certificate of Fitness for the Carriage
of INF Cargo.

or 3 above, where applicable, any Nuclear Ship shall
carry:
A Nuclear Cargo Ship Safety Certificate or Nuclear SOLAS 1974,
Passenger Ship Safety Certificate, in place of the Cargo regulation VIII/10
Ship Safety Certificate or Passenger Ship Safety
Certificate, as appropriate.
Every Nuclear powered ship shall be issued with the

certificate required by SOLAS chapter VIII.
FAL.2/Circ.87
MEPC/Circ.426
MSC/Circ.1151
ANNEX
Page 16
Other certificates and documents which are not mandatory
Special purpose ships

Special Purpose Ship Safety Certificate Resolution A.534(13) as
In addition to SOLAS certificates as specified in amended by
paragraph 7 of the Preamble of the Code of Safety for MSC/Circ.739;
Special Purpose Ships, a Special Purpose Ship Safety SOLAS 1974,
Certificate should be issued after survey in accordance with regulation I/12;
the provisions of paragraph 1.6 of the Code for Special 1988 SOLAS Protocol,
Purpose Ships. The duration and validity of the certificate regulation I/12
should be governed by the respective provisions for cargo
ships in SOLAS 1974. If a certificate is issued for a special
purpose ship of less than 500 gross tonnage, this certificate
should indicate to what extent relaxations in accordance
with 1.2 were accepted.
Offshore support vessels

Certificate of Fitness for Offshore Support Vessels Resolution A.673(16);
When carrying such cargoes, offshore support vessels MARPOL 73/78,
should carry a Certificate of Fitness issued under the Annex II,
"Guidelines for the Transport and Handling of Limited regulation 13(4)
Amounts of Hazardous and Noxious Liquid Substances in
Bulk on Offshore Support Vessels". If an offshore support
vessel carries only noxious liquid substances, a suitably
endorsed International Pollution Prevention Certificate for
the Carriage of Noxious Liquid Substances in Bulk may be
issued instead of the above Certificate of Fitness.
Diving systems
Diving System Safety Certificate Resolution A.536(13),
A certificate should be issued either by the Administration section 1.6
or any person or organization duly authorized by it after
survey or inspection to a diving system which complies with
the requirements of the Code of Safety for Diving Systems.
In every case, the Administration should assume full
responsibility for the certificate.
Dynamically supported craft

Dynamically Supported Craft Construction and Resolution A.373(X),
Equipment Certificate section 1.6
To be issued after survey carried out in accordance with
paragraph 1.5.1(a) of the Code of Safety for Dynamically
Supported Craft.
FAL.2/Circ.87
MEPC/Circ.426
MSC/Circ.1151
ANNEX
Page 17
Mobile offshore drilling units

Mobile Offshore Drilling Unit Safety Certificate Resolution A.414(XI),
To be issued after survey carried out in accordance with the section 1.6;
provisions of the Code for the Construction and Equipment Resolution A.649(16)
of Mobile Offshore Drilling Units, 1979, or, for units section 1.6;
constructed on or after 1 May 1991, the Code for the Resolution A.649(16) as
Construction and Equipment of Drilling Units, 1989. modified by
resolution MSC.38(63),
section 1.6
Wing-In-Ground (WIG) Craft
Wing–in–ground Craft Safety Certificate MSC/Circ.1054,
A certificate called a WIG Craft Safety Certificate should be section 9
issued after completion of an initial or renewal survey to a
craft, which complies with the provisions of the Interim
Guidelines for WIG craft.
Permit to Operate WIG Craft MSC/Circ.1054,

A permit to operate should be issued by the Administration section 10
to certify compliance with the provisions of the Interim
Guidelines for WIG craft.
Noise levels
Noise Survey Report Resolution A.468(XII),
A noise survey report should be made for each ship in section 4.3
accordance with the Code on Noise Levels on Board Ships.
___________
4 ALBERT EMBANKMENT
LONDON SE1 7SR E
Telephone: 020 7735 7611
Fax: 020 7587 3210
IMO
Ref. T4/3.01 MSC/Circ.1152

15 December 2004
HELICOPTER FACILITIES ON BOARD SHIPS -

AMENDMENTS TO ANNEX 14 (AERODROMES), VOLUME II (HELIPORTS),
TO THE CONVENTION ON INTERNATIONAL CIVIL AVIATION
1 The Maritime Safety Committee, at its seventy-ninth session (1 to 10 December 2004),

noted that the Council of the International Civil Aviation Organization (ICAO), on
27 February 2004, had adopted amendment no.3 to Annex 14 - Aerodromes, Volume II -
Heliports, to the Convention on International Civil Aviation. The ICAO Council prescribed
12 July 2004 as the date on which the amendment would become effective and resolved that it
would be applicable from 25 November 2004. The amendment also contains a provision stating
that the replacement of existing installations shall not be required before 1 January 2009.
2 The Committee noted that the adopted amendment impacted on the IMO Code for the
Construction and Equipment of Mobile Offshore Drilling Units (MODU Code), in particular
chapter 13 (Helicopter facilities), and agreed that necessary amendments to the MODU Code
should be prepared.
3 The Committee noted further that ICAO’s Air Navigation Commission authorized the
ICAO Secretariat to undertake a review of Annex 14, Volume II, and the related guidance
material in the Heliport Manual. To this end, a Heliport Design Study Group (HDSG) was
established in 2003. The group will additionally consider the introduction of certification
requirements for heliports and helidecks. It is expected that the group will finalize the review in
2006 with the preparation of a formal proposal for further amendments.
4 Member Governments are invited to bring the above information to the attention of
shipping companies, shipowners, ship operators, drilling contractors and all parties concerned,
pending finalization of appropriate amendments to the MODU Code.
___________
I:\CIRC\MSC\1152.doc
4 ALBERT EMBANKMENT
LONDON SE1 7SR E
Telephone: 020 7735 7611
Fax: 020 7587 3210
IMO

MEPC.6/Circ.10
31 December 2004
NATIONAL CONTACT POINTS

FOR SAFETY AND POLLUTION PREVENTION
1 The Maritime Safety Committee, at its sixty-seventh session (2 to 6 December 1996) and the
Marine Environment Protection Committee, at its thirty-eighth session (1 to 10 July 1996), approved
the issuance of a new circular (MSC/Circ.781 - MEPC.6/Circ.2) combining the lists of addresses,
telephone and fax numbers and electronic mail addresses of national contact points responsible for
safety and pollution prevention.
2 The present circular is an updated version of MSC/Circ.1103 - MEPC.6/Circ.9, and contains

information received by the Secretariat up to the date of this circular and consists of the following
annexes:
- Annex 1 - amalgamated list of national inspection services - head offices (originally

MSC/Circ.630), national inspection services - local offices (originally
MSC/Circ.630), inspection services acting as representatives of flag
States for port State control matters and responsible authorities in charge
of casualty investigation (originally MSC/Circ.542), as well as the
Secretariats of Memoranda of Understanding on Port State Control; and
- Annex 2 - list of national operational contact points responsible for the receipt,
transmission and processing of urgent reports on incidents involving
harmful substances including oil from ships to coastal.
3 Member Governments are invited to:
- inform the Secretariat of any changes or additions to the annexes;
- provide information on addresses, telephone, fax numbers and electronic mail

addresses of inspection services acting as representatives of flag States in case of port
States interventions; and
- notwithstanding the provisions of the 1974 SOLAS Convention, as amended, with

regard to communication of an intervention, port State Authorities are requested, in
order to expedite communications, to additionally convey information, related to port
State control interventions, to those flag State inspection services - Head Offices -
listed in annex 1 or to the inspection services acting as representatives of flag States,
when available.
MSC/Circ.1153
MEPC.6/Circ.10 -2-
4 The two annexes mentioned above are also available on the Internet as follows:
http://www.imo.org (select ‘IMO Circulars/Contact points’ or ‘National Contacts’). The lists on the
Internet will be up-dated as changes and amendments are received, but the printed copy of the list will
only be revised and re-issued annually. To facilitate the incorporation of any changes to the existing
entries, the Secretariat should be advised as follows:
1 Updating of annex 1 of the circular:
Maritime Safety Division

4 Albert Embankment Fax: +44 (0) 20 7587 3210
London SE1 7SR E-mail: bmcastex@imo.org
2 Updating of annex 2 of the circular:
Marine Environment Division

4 Albert Embankment Fax: +44 (0) 20 7587 3210
London SE1 7SR E-mail: jmitchell@imo.org
***
The annexes are not reproduced.
4 ALBERT EMBANKMENT
LONDON SE1 7SR E
Telephone: 020 7735 7611
Fax: 020 7587 3210
IMO
Ref. T2-MSS/2.11.1 MSC/Circ.1154

T2/4.2 23 May 2005
GUIDELINES ON TRAINING AND CERTIFICATION

FOR COMPANY SECURITY OFFICERS
1 The Maritime Safety Committee (the Committee), at its seventy-seventh session (28 May
to 6 June 2003), instructed the Sub-Committee on Standards of Training and Watchkeeping
(STW) to develop training and certification requirements for company security officers.
2 The STW Sub-Committee, at its thirty-fifth session (26 to 30 January 2004), agreed that
neither the STCW Convention nor the STCW Code were appropriate instruments for including
training and certification requirements for company security officers. STW 35, in view of the fact
that company security officers were shore-based, invited the Committee to clarify its instruction
relating to development of training and certification requirements for company security officers.
3 The Committee, at its seventy-eighth session (12 to 21 May 2004), advised the STW
Sub-Committee that instead of developing mandatory requirements, the Sub-Committee should
develop guidelines on training and certification requirements.
4 The STW Sub-Committee, at its thirty-sixth session (10 to 14 January 2005), developed
guidance for training and documentation for company security officers (the Guidance).
5 The Committee, at its eightieth session (11 to 20 May 2005), approved the Guidance, as
set out in annex.
6 SOLAS Contracting Governments, international organizations and non-governmental

organizations with consultative status which encounter difficulties with the implementation of the
Guidance should bring, at the earliest opportunity, the matter to the attention of the Committee
for consideration of the issues involved and decision on the actions to be taken.
***
MSC/Circ.1154
ANNEX
GUIDELINES ON TRAINING AND CERTIFICATION

FOR COMPANY SECURITY OFFICERS
1 Every person designated as a Company security officer (CSO) should be able to

demonstrate competence to undertake the tasks, duties and responsibilities listed in column 1 of
the annex to this Circular.
2 The level of knowledge of the subjects listed in column 2 of the annex should be
sufficient to enable the person to act as the designated CSO.
3 Persons who have satisfactorily completed an approved course based on IMO Model
Course 3.20 on Company security officer, or who have attended a course based on the attached
knowledge, understanding and proficiency (KUP), should be considered to have met the
requirements for service as a CSO.
4 As many of the training objectives in IMO Model Courses 3.19 and 3.20 are common to
both CSO and SSO and further, that many of the KUPs in the competence tables are similarly
common, SOLAS Contracting Governments should therefore take them into account when
setting criteria for the re-training and assessment of those SSOs moving toward CSO
qualifications.
5 Those completing CSO training should provide documentary evidence to this effect to the
relevant SOLAS Contracting Government, and to the satisfaction of that Government when
requested to do so.
MSC/Circ.1154
ANNEX
Page 2
Annex
KNOWLEDGE, UNDERSTANDING AND PROFICIENCIES (KUPS)
RELEVANT TO THE COMPANY SECURITY OFFICER
Column 1 Column 2 Column 3 Column 4
Methods for Criteria for
Knowledge, understanding and
Competence demonstrating evaluating
proficiency
competence competence
Develop, • Knowledge of international Assessment of Procedures and actions
maintain and maritime security policy and evidence are in accordance with
supervise the responsibilities of Governments, obtained from the principles
implementation Companies and designated approved established by the
of a Ship persons training or ISPS Code and
Security Plan examination. SOLAS as amended.
• Knowledge of the purpose for and
the elements that make up a ship Legislative
security plan requirements relating
to security are
• Knowledge of procedures to be
correctly identified.
employed in developing,
maintaining, and supervising the
Procedures achieve a
implementation of, and the
state of readiness to
submission for approval of a ship
respond to changes in
security plan
maritime security
levels.
• Knowledge of the procedures for
the initial and subsequent
Communications
verification of the ship’s
within the CSO’s area
compliance
of responsibility are
clear and understood.
• Knowledge of maritime security
levels and the consequential
security measures and procedures
aboard ship and in the port facility
environment
• Knowledge of the requirements

and procedures involved with
arranging for internal audits and
review of security activities
specified in a ship security plan
• Knowledge of the requirements

and procedures for acting upon
reports by the SSO to the CSO
concerning any deficiencies or
non-conformities identified
during internal audits, periodic
reviews, and security inspections
• Knowledge of the methods and

procedures used to modify the
ship security plan
• Knowledge of security related

contingency plans and the
procedures for responding to
security threats or breaches of
security including provisions for
maintaining critical operations of
the ship/port interface
MSC/Circ.1154
ANNEX
Page 3

proficiency
• Working knowledge of maritime
security terms and definitions
Ensuring • Knowledge of the various types Assessment of Procedures and actions

security of security equipment and evidence are in accordance with
equipment and systems and their limitations obtained from the principles
systems, if any, approved established by the
are properly training or ISPS Code and
operated examination. SOLAS Convention.
state of readiness to
respond to changes in
the maritime security
levels.
Communications
Assess security • Knowledge of risk assessment, Assessment of Procedures and actions
risk, threat, and assessment tools, and procedures evidence are in accordance with
vulnerability for conducting security obtained from the principles
assessments approved established by the
training; or ISPS Code and
• Knowledge of security SOLAS Convention.
assessment documentation assessment of
including the Declaration of evidence Procedures achieve a
Security obtained from state of readiness to
examination respond to changes in
• Knowledge of techniques used to and practical
circumvent security measures demonstration
levels.
of ability to:
• Knowledge enabling recognition,
on a non-discriminatory basis, of .1 conduct Communications
persons posing potential security physical within the CSO’s area
risks searches of responsibility are
• Knowledge enabling recognition .2 conduct
of weapons, dangerous non-intrusive
substances, and devices and inspections
awareness of the damage they can
cause
• Knowledge of crowd
management and control
techniques, where appropriate.
• Knowledge in handling sensitive

security related information and
security related communications
• Knowledge of methods for

implementing and co-ordinating
searches
• Knowledge of the methods for

physical searches and
non-intrusive inspections
MSC/Circ.1154
ANNEX
Page 4

proficiency
Ensure • Knowledge of the requirements Assessment of Procedures and actions

appropriate and methods for designating and evidence are in accordance with
security monitoring restricted areas obtained from the principles
measures are approved established by the
implemented • Knowledge of methods for training or ISPS Code and
and maintained controlling access to the ship and examination. SOLAS Convention.
to restricted areas on board ship
• Knowledge of methods for state of readiness to
effective monitoring of deck areas respond to changes in
and areas surrounding the ship
levels.
• Knowledge of security aspects
relating to the handling of cargo
Communications
and ship’s stores with other
shipboard personnel and relevant within the CSO’s area
port facility security officers
• Knowledge of methods for
controlling the embarkation,
disembarkation and access while
on board of persons and their
effects
Encourage • Knowledge of training, drill and Assessment of Procedures and actions

security exercise requirements under evidence are in accordance with
awareness and relevant conventions and codes obtained from the principles
vigilance approved established by the
training or ISPS Code and
• Knowledge of the methods for examination. SOLAS Convention.
enhancing security awareness and
vigilance on board Communications
• Knowledge of the methods for of responsibility are
assessing the effectiveness of
drills and exercises
• Knowledge of instructional
techniques for security training
and education
______________
4 ALBERT EMBANKMENT
LONDON SE1 7SR E
Telephone: 020 7735 7611
Fax: 020 7587 3210
IMO

23 May 2005
GUIDANCE ON THE MESSAGE PRIORITY AND THE TESTING

OF SHIP SECURITY ALERT SYSTEMS
1 The Maritime Safety Committee (the Committee), at its seventy-eighth session (12 to
21 May 2004), instructed the Sub-Committee on Radiocommunications and Search and Rescue
(COMSAR Sub-Committee) to consider questions relating to the message priority and the testing
of ship security alert systems and to develop, if necessary, guidance to this end.
2 The COMSAR Sub-Committee, at its ninth session (7 to 11 February 2005), considered

the matter and submitted its recommendations on the issue to the Committee.
3 The Committee, at its eightieth session (11 to 20 May 2005), considered the
recommendation of the COMSAR Sub-Committee and approved the Guidance on the message
priority and the testing of ship security alert systems (the Guidance), as set out at annex.
4 SOLAS Contracting Governments are invited to bring the Guidance to the attention of all
parties concerned with matters relating with ship security alerts and systems.

***
MSC/Circ.1155
ANNEX
GUIDANCE ON THE MESSAGE PRIORITY AND THE TESTING

OF SHIP SECURITY ALERT SYSTEMS
I Message priority
1 The Committee, being aware of the message priority requirements applicable to satellite
communications, and given the diversity of ship security alert systems, agreed that there was no
need to develop a message priority requirement for ship security alerts.
2 Ship security alert system communication service providers should deliver the ship
security alert messages without delay so as to permit the relevant competent authorities to take
appropriate action.
3 Ship security alerts may be addressed to more than one recipient, as designated by the
Administration, in order to enhance the resilience of the ship security alert system.
4 The Committee urged once more those SOLAS Contracting Governments that had yet to
establish criteria for the delivery of ship security alerts, to do so as a matter of priority.
5 SOLAS regulation XI-2/13.1.3 requires SOLAS Contracting Governments to

communicate to the Organization and to make available to Companies and ships the names and
contact details of those who have been designated to be available at all times (twenty-four hours
a day seven days a week) to receive and act upon ship security alerts.
6 Administrations should ensure that their designated recipients of ship security alerts are
capable of processing the information received with the highest priority and taking appropriate
actions.
II Testing
1 The Committee agreed that there was a need for ship security alert systems to be subject
to testing.
2 However, given the multiplicity of ship security alert systems and the fact that a number
of systems in use already had test procedures in place, the Committee decided that it would be
impractical to develop a test protocol to cover all systems.
3 The Committee thus agreed that the development of procedures and protocols for testing
ship security alert systems were a matter for individual Administrations.
4 Ships, Companies, Administrations and recognized security organizations should ensure

that when ship security alert systems are to be tested those concerned are notified so that the
testing of the ship security alert system does not inadvertently lead to unintended emergency
response actions.
5 When the ship security alert system accidentally transmits, during testing, a ship security
alert, ships, Companies, Administrations and recognized security organizations should act
expeditiously to ensure that all concerned parties are made aware that the alert is false and that no
emergency response action should be taken.
______________
4 ALBERT EMBANKMENT
LONDON SE1 7SR E
Telephone: 020 7735 7611
Fax: 020 7587 3210
IMO

23 May 2005
GUIDANCE ON THE ACCESS OF PUBLIC AUTHORITIES, EMERGENCY

RESPONSE SERVICES AND PILOTS ON BOARD SHIPS TO WHICH
SOLAS CHAPTER XI-2 AND THE ISPS CODE APPLY
1 The Maritime Safety Committee (the Committee), at its seventy-ninth session

(1 to 10 December 2004) agreed that under certain circumstances the strict application of access
control measures by a ship might not be conducive to the safety of the ship or of persons on
board, or of other ships in the vicinity, and might even be construed as preventing officials from
exercising their statutory functions.
2 The Committee, at its eightieth session (11 to 20 May 2005), in an effort to assist those
concerned with the matter, approved the Guidance on the access of public authorities, emergency
response services and pilots on board ships to which SOLAS chapter XI-2 and the ISPS Code
apply (the Guidance) as set out at annex.
3 SOLAS Contracting Governments are invited to bring the Guidance to the attention of all
parties concerned with matters addressed therein.

5 The present circular should be read in conjunction with MSC/Circ.1112 on Shore leave
and access to ships under the ISPS Code to which it relates.
***
MSC/Circ.1156
ANNEX
GUIDANCE ON THE ACCESS OF PUBLIC AUTHORITIES,

EMERGENCY RESPONSE SERVICES AND PILOTS ON
BOARD SHIPS TO WHICH SOLAS CHAPTER XI-2
AND THE ISPS CODE APPLY
1 INTRODUCTION
1.1 The purpose of this guidance is to provide recommended practice in relation to the access
of public authorities, emergency response services and pilots on board ships to which SOLAS
chapter XI-2 and the ISPS Code apply, in order to facilitate the activities and responsibilities of
ships, ports facilities and of the authorities of SOLAS Contracting Government.
1.2 During routine and normal ship/port interface and ship-to-ship activities it is usual for a
variety of commercial, private and Governmental personnel to require access to a ship. Access
control measures incorporated in Ship Security Plans (SSPs) that implement the requirements of
the ISPS Code should, during routine ship/port interface and ship-to-ship activities, normally be
respected by everyone, including officials seeking access to ships and restricted areas on
board them.
1.3 In addition to routine and normal access, under ordinary circumstances, there are a variety
of situations where law enforcement or emergency response personnel need to conduct law
enforcement functions to address specific security problems or to respond to emergency
situations such as fires. In such situations it may not be possible or reasonable for the ship’s
security personnel to implement the normal access control provisions required by the SSP. The
security and safety of the ship and of the port facilities require that practices be established that
expedite access control for public authorities, emergency response services and pilots. The
observance of such practices should not be construed as a failure of the ship to implement or to
maintain appropriate security measures nor used by officials as an excuse for circumventing a
ship's security measures when conducting routine and normal operations requiring access
to ships.
1.4 It is noted that paragraph B/9.12 of the ISPS Code states that those unwilling or unable to
establish their identity and/or to confirm the purpose of their visit when requested to do so should
be denied access to the ship and their attempt to obtain access should be reported, as appropriate,
to the Ship Security Officer, the Company Security Officer, the Port Facility Security Officer and
to the national or local authorities with security responsibilities.
2 DEFINITIONS
2.1 For the purpose of this guidance:
.1 Public authorities means the agencies or officials in a State responsible for the
application and enforcement of the laws, regulations, orders and decrees of that
State; and
.2 Emergency response services means the medical, paramedical and ambulance

personnel, fire and rescue personnel, and at sea search and rescue (SAR) units
responding to or participating in SAR operations.
MSC/Circ.1156
ANNEX
Page 2
2.2 Public authorities include but are not limited to immigration, customs and health officials,
police, military and coast guard officers, surveyors and inspectors authorized by that State to
exercise - pursuant to the provision of international treaties the State is party to control (port State
control) or control and compliance measures (in accordance with SOLAS regulation XI-2/9) or to
carry out investigations into alleged violations of the provisions of the national legislation or to
carry out marine accident investigations or judicial enquiries. Public authorities also include the
security services of the State. In addition, public authorities include surveyors, inspectors,
auditors, marine accident investigators and persons investigating alleged violations of the
international treaties and the provision of the national legislation of the State the flag of which is
entitled to fly, directly employed by the flag State.
2.3 Public authorities and emergency response services and pilots may be uniformed officials
or persons in civilian clothing.
Related reference: MSC/Circ.1132, paragraphs 18, 19, 20 and 21.
3 THE POSITION OF SOLAS CHAPTER XI-2 AND OF THE ISPS CODE
3.1 The Special measures to enhance maritime security contained in SOLAS chapter XI-2
and in the ISPS Code have been developed for the purpose of enhancing the security in the
international maritime transport sector and should not be used to unnecessary or unjustified delay
or inhibit the access on board of public authorities and emergency response services.
3.2 The ISPS Code, in order to achieve its objectives, embodies a number of functional
requirements. These include, but are not limited to preventing unauthorized access to ships, port
facilities and their restricted areas (section A/1.3.3 of the ISPS Code).
3.3 The fact that a ship security plan (SSP) has been approved by the Administration or by a
recognized security organization acting on its behalf does not create a right for either the ship or
for those on board to invoke its provisions, and to claim, in any circumstance and regardless
of what is required by the applicable security level, that they have authority to prevent any public
authority from boarding the ship when that ship is within the territory of another
SOLAS Contracting Government or of another State.
3.4 It should be noted that SOLAS regulation XI-2/8 on Master’s discretion for ship safety
and security provides that:
“The master shall not be constrained by the Company, the charterer or any other person
from taking or executing any decision which, in the professional judgement of the master,
is necessary to maintain the safety and security of the ship. This includes denial of access
to persons (except those identified as duly authorized by a Contracting Government) or
their effects and refusal to load cargo, including containers or other closed cargo transport
units.”
3.5 Delaying unnecessarily the arrival of the pilot on the bridge, especially when the ship is
underway, is detrimental to the safety of navigation and may lead to situations where the safety
of the ship and of other ships or of people in the vicinity may be jeopardized.
MSC/Circ.1156
ANNEX
Page 3
3.6 Inhibiting the access of public authorities on board may be construed as obstructing them
from executing their duties or obstructing judicial or other statutory proceedings or the
administration of justice, when public authorities are lawfully seeking to board a ship. In such a
case, the public authority should inform the master of the ship of the laws, regulations, decrees or
orders which gives the public authority the legal right to access the ship in accordance with
international or national law. In accordance with the paragraphs 4.4 and 9.1.5 the public
authority should present an identity document when seeking to board a ship and the ship may
seek to verify its authenticity.
4 IDENTIFICATION
4.1 SOLAS Contracting Governments should issue appropriate identification documents,

which should include a photograph of the holder, where appropriate, to Government officials
entitled to board ships or enter port facilities when performing their official duties and to
establish procedures whereby the authenticity of such documents might be verified. Government
officials should present their identification documents when requested to do so at access control
points to port facilities and ships and if challenged when on board.
4.2 SOLAS Contracting Governments should ensure that the method of verifying the
authenticity of identification documents carried by public authorities and emergency response
services is available to ships directly through information provided by the port State or the
coastal State.
4.3 The form, format and language of identity documents, of public authorities, and of
emergency response services and of pilots are regulated by national or local legislations and there
is no international standard to this end. In some cases, such identity documents do not bear the
name of the individual but simply an identification number which may be alphanumeric or may
not include the name of the individual but simply a photograph of the holder. If the language of
the identity documents is not in English, French or Spanish these should have a translation, in
one of the three, preferably English, included in the same document of identity.
4.4 Public authorities, emergency response services and pilots whether in uniform or not,
should present an identity document when seeking to board a ship. Section A/17.2.13 of the
ISPS Code requires the port facility security officer (PFSO) to assist ship security officer (SSOs)
in confirming the identity of those seeking to board the ship when requested and the port facility
plan (PFSP) should, in accordance with paragraph B/16.8.13 of the ISPS Code, establish for all
security levels, the procedures for assisting SSOs in confirming the identity of those seeking to
board the ship. When presenting identity documents the person concerned should be ready to
provide contact details which allow the validity of the identification document to be verified, in
addition to the information provided to the ship, in accordance with the paragraph 4.2 above.
4.5 Emergency response services need to show only the identity document of the
person-in-charge of the team responding to the incident, where practicable. The person-in-charge
should be able to inform the ship the number of emergency response personnel who are boarding.
4.6 The issue of visitor identification documents by the ship to public authorities, emergency
response services and pilots who have provided, when seeking to board the ship, verifiable
identity may not be warranted and may exhibit, in lieu of visitor identification documents issued
by the ship, their official identification documents. If the aforesaid do not display visitor
identification documents issued by the ship, this fact should not be construed as a failure of the
MSC/Circ.1156
ANNEX
Page 4
ship to implement or to maintain appropriate security measures. Public authorities, emergency

response services and pilots should not be required to surrender their official identification
documents when boarding a ship.
Related reference: Section A/17.2.13 and paragraphs B/4.18, B/9.11 and B/16.8.13 of the ISPS
Code and paragraph 2.7 of the Interim guidance on control and compliance measures to enhance
maritime security (resolution MSC.159(78)).
5 SEARCHES
5.1 Public authorities properly identified and acting in the course of their duties should not be
subject to searches by the shipboard personnel when boarding the ship.
5.2 At the discretion of the master or of the SSO, properly identified emergency response
personnel who are responding to an emergency, for example a fire onboard, should not be subject
to search by shipboard personnel when boarding the ship.
5.3 The engagement of pilots is in various locations compulsory and pilotage is subject in
certain countries to local regulations and practices. Pilots boarding at sea and at the dock are
subject to access control measures at the discretion of the master or the SSO in accordance with
the provisions of SSP. The master or the SSO should communicate with the pilots to ensure that
access control measures for pilots boarding at sea are conducted in such a way that the pilot is not
precluded from reaching the bridge in time to conduct the master-pilot information exchange and
begin providing piloting services necessary for the safety of the ship and for the safety of
navigation. If necessary to ensure that the pilot has timely access to the bridge, verifications of
employment and other access control measures, such as searches, in accordance with the
provisions of the SSP may be waived once the identity of the pilot has been verified to the
satisfaction of the master or SSO. Pilot organizations are encouraged to develop
pre-authorization and pre-clearance procedures with ships to facilitate the boarding of pilots.
Related reference: Paragraphs B/9.14, B/9.15 and B/9.16.5 of the ISPS Code.
6 ESCORTING
6.1 It is a customary practice to escort the pilot from the deck to the navigation bridge on
arrival and from the navigation bridge to the deck during the departure of the pilot.
6.2 It is reasonable to expect that public authorities and emergency response service may not
be familiar with the layout of the ship and thus escorting them whilst on board might be the
prudent course of action. However, it is recognized that in certain cases, either due to the number
of the shipboard personnel or due to the prevailing circumstances at the time, it might not be
possible or practicable to escort public authorities through the duration of their stay on board. In
such a case, the master and/or the SSO should have a general understanding as to the movements
of public authorities and emergency response services on board. The fact that public authorities
and emergency response services might conduct their duties unescorted should not be construed
as a failure of the ship to implement appropriate security measures, neither a case to prevent
public authorities and emergency response services to perform their duties.
MSC/Circ.1156
ANNEX
Page 5
6.3 When the arrangements to be made for the escort of public authorities and of emergency
response services and of the pilots are provided, they should be such as not to unnecessarily
delay, in any way, the performance of their duties.
Related reference: Paragraph B/9.16.6 of the ISPS Code.
7 ACCESS TO RESTRICTED AREAS ON BOARD
7.1 In the course of routine, emergency, or law enforcement duties, public authorities and
emergency response services may require access to restricted areas identified by the SSP
according to the paragraph B/9.1of the ISPS Code, it is expected, once the reasons for seeking
access to a restricted area have been established or if they indicate that such establishment would
amount the obstruction of the performance of their duties, that the ship would immediately make
arrangements for the access to such areas.
7.2 Although the navigation bridge is likely designated as a restricted area, pilots require
access to the bridge to perform their essential safety activities. Pilots should be granted access to
the bridge without the need to establish any other reason once the identity of the pilot has been
established to the satisfaction of the master and/or SSO.
Related reference: Paragraph B/9.20 of the ISPS Code.
8 FIREARMS
8.1 The national legislation of each State provides which public authorities and under what
circumstances are to carry firearms during the performance of their duties. The master and the
SSO should expect that various public authorities will be armed when on board.
8.1.1 These officials should not be asked to surrender their firearms when boarding a ship.
8.2 Paragraph B/16.7 of the ISPS Code recommends that the use of firearms on or near ships
and in port facilities may pose particular and significant safety risks, in particular in connection
with certain dangerous or hazardous substances and should be considered very carefully. Armed
public authority officials should seek, when boarding a ship, to be advised whether the ship is
carrying any dangerous goods or hazardous substance and if unfamiliar with the hazards
associated with such materials, should seek specific advice on safety precautions to be observed.
SOLAS Contracting Governments should ensure that public authorities that are authorized to
carry weapons are aware of the specific risks to safety that are present in respect to the carriage
of dangerous goods or hazardous substances on board ships and port facilities.
8.3 The presence of any firearms on board belonging to public authorities, whether such arms
were declared or not when boarding the ship, should not be construed as a failure of the ship to
implement or to maintain appropriate security measures.
MSC/Circ.1156
ANNEX
Page 6
9 RECOMMENDED PRACTICE
9.1 The shipboard personnel responsible for controlling the access to the ship should:
.1 unless other arrangements have been previously made by, or through, the agent of
the ship, seek from the public authorities, the emergency response services and the
pilots when boarding the ship, the presentation of their identification document
and from the public authorities and the emergency response services the purpose
of their intended visit;
.2 record the details of the identification document presented, if such a recording

would not amount to obstruction of the person in question in the performance of
his or her duties;
.3 escort, when necessary and without unnecessary delay, the public authorities or
emergency response services to their intended destination on board;
.4 advise, if appropriate, without delay, the master and the SSO as to the arrival of
the public authorities, the emergency response services or of the pilot; and
.5 verify the authenticity of the identity, or identification document if the ship has
serious reasons for doubting the authenticity of the identification document
presented, without obstructing any public authority or the emergency response
services from the performance of their duties.
______________
4 ALBERT EMBANKMENT
LONDON SE1 7SR E
Telephone: 020 7735 7611
Fax: 020 7587 3210
IMO

23 May 2005
INTERIM SCHEME FOR THE COMPLIANCE OF CERTAIN CARGO SHIPS WITH

THE SPECIAL MEASURES TO ENHANCE MARITIME SECURITY
1 The Maritime Safety Committee (the Committee), at its eightieth session

(11 to 20 May 2005), noted that in a number of cases, cargo ships engaged on international
voyages of 500 gross tonnage and upwards were not required to comply with the provisions of
SOLAS chapter XI-2 and part A of the ISPS Code on the grounds that the provisions of
resolution A.494(XII) on the Revised Interim Scheme for Tonnage Measurement for Certain
Ships were applicable to them and thus they were allowed to use the gross tonnage, as
determined under national tonnage rules which were in effect prior to the coming into force of
the International Convention on Tonnage Measurement of Ships, 1969 (TONNAGE 69), for
establishing the applicability of SOLAS chapter XI-2 and of part A of the ISPS Code.
2 The Committee agreed that the gross tonnage to be used for determining whether a cargo
ship engaged on international voyages is required to comply with the provisions of SOLAS
chapter XI-2 and part A of the ISPS Code shall be that determined in accordance with the
provisions of TONNAGE 69.
3 The Committee recognized that immediate compliance of the cargo ships which have not
been required to comply with the provisions of SOLAS chapter XI-2 and part A of the ISPS
Code presented practical difficulties and would affect the owners and the Companies operating
such ships and the port facilities serving them. As a result the Committee adopted the Interim
Scheme for the compliance of certain cargo ships with the Special measures to enhance maritime
security (the Interim Scheme) as set out at annex.
4 SOLAS Contracting Governments are invited to bring the Interim Scheme to the attention
of owners and of Companies operating cargo ships entitled to fly their flag as well as to the
attention of Designated Authorities, port facility owners and operators and port facility security
officers and to request the latter to respond positively when ships request the conclusion of
Declaration of Security.

Interim Scheme should bring, at the earliest opportunity, the matter to the attention of the
Committee for consideration of the issues involved and decision on the actions to be taken.
***
MSC/Circ.1157
ANNEX
INTERIM SCHEME FOR THE COMPLIANCE OF CERTAIN CARGO SHIPS WITH

THE SPECIAL MEASURES TO ENHANCE MARITIME SECURITY
(adopted on 20 May 2005)
The Maritime Safety Committee decided that:
1 For the purpose of this Scheme:
.1 “Gross tonnage” means the gross tonnage of the ship as determined under the
provisions of the International Convention on the Tonnage Measurement of Ships,
1969 and shown on the International Tonnage Certificate (1969) of the ship;
.2 “Requirements” means the requirements of SOLAS chapter XI-2 and part A of the
ISPS Code, taking into account the provisions of part B of the ISPS Code; and
.3 “Cargo ship” means a cargo ship, irrespective of the date on which the keel of the
ship was laid, of 500 gross tonnage and upwards engaged on international voyage
which has not been required by the Administration to comply with the
Requirements on the grounds of national tonnage rules.
2 Terms not otherwise defined in this Scheme shall have the same meaning as the meaning
attributed to them in SOLAS chapters I and XI-2 or the ISPS Code.
3 Cargo ships and Companies operating such ships which have not been required to comply
with the Requirements shall comply with the Requirements not later than 1 July 2008.
4 Until 30 June 2008, cargo ships not complying with the Requirements whilst within a port
facility which is required to comply with the Requirements shall acknowledge the measures to
enhance maritime security established by the Contracting Government within whose territory the
port facility is located and, irrespective of the provisions of SOLAS regulation XI-2/10.31
(relating to the submission of the Declaration of Security) and sections A/5.1 and A/5.2 of the
ISPS Code, shall request a Declaration of Security2 as from 1 October 2005. Contracting
Governments are urged to facilitate such requests and to issue appropriate guidance on this
1
This provision implies that neither the Contracting Government nor the port facility concerned have the right to
decline the conclusion of a Declaration of Security when a cargo ship makes a request to this end and that the ship is
obliged to conclude one when it is requested to do so.
2
Paragraph B/16.56.2 of the ISPS Code recommends that the port facility security plan (PFSP) should establish
details of the procedures and security measures the port facility should apply when it is interfacing with a ship to
which the ISPS Code does not apply.
Paragraph B/16.57 of the ISPS Code recommends that the PFSP should establish the procedures to be followed when
on the instructions of the Contracting Government the port facility security officer (PFSO) requests a Declaration of
Security or when a Declaration of Security is requested by a ship.
If the approved PFSP already includes appropriate provisions to this end then those security measures and
procedures should be applied unless the Contracting Government concerned decides otherwise. If the PFSP does not
contain such provisions, then the PFSO should contact the authorities who approved the PFSP and the authorities
responsible for the exercise of control and compliance measure pursuant to SOLAS regulation XI-2/9 and seek their
advice and guidance.
MSC/Circ.1157
ANNEX
Page 2
Scheme to port facilities located within their territories. If the port facility security officer refuses
the request of the ship for a Declaration of Security then the ship shall use the Declaration of
Security to record the security measures3 and shall complete and sign, on behalf of the ship alone,
the Declaration of Security. If the cargo ship does not have a designated ship security officer, the
Declaration of Security shall be concluded by the master.
5 If an Administration has issued to a cargo ship entitled to fly its flag a statement attesting
that the ship is not required to comply with the Requirements, that statement shall be withdrawn
and cancelled. An Administration may issue to a cargo ship entitled to fly its flag, which it did
not require to comply with the Requirements, a statement attesting that the ship is subject to the
provisions of this Scheme.
6 Without prejudice to the provisions of SOLAS regulation XI-2/2.2 to XI-2/2.2.1, port

facilities which have not been required by the Contracting Government within whose territory
they are located to comply with the Requirements because they serve cargo ships as defined
above shall comply with the Requirements not later than 1 July 2008.
7 Cargo ships which, on the date of adoption of this Scheme, were holding either a valid
International or a valid Interim International Ship Security Certificate shall not be entitled to any
benefits under this Scheme and shall maintain compliance with the Requirements. In addition,
port facilities serving cargo ships which on the date of adoption of this Scheme were
implementing security measures in accordance with an approved port facility security plan shall
not be entitled to any benefits under this Scheme and shall maintain compliance with the
Requirements.
8 Contracting Governments when exercising control and compliance measures pursuant to

the provisions of SOLAS regulation XI-2/9 in relation to cargo ships shall adhere to the
provisions of this Scheme4.
9 Contracting Governments may, when implementing this Scheme, conclude written

bilateral or multilateral agreements with other Contracting Governments on alternative security
agreements covering cargo ships operating on short international voyages between port facilities
located within their territories. Any such agreement shall not compromise the level of security of
other ships or of port facilities not covered by the agreement.
10 This Scheme shall cease to apply on 1 July 2008.
___________
3
For the purposes of SOLAS regulation XI-2/9, it is recommended that cargo ships to which this Scheme applies
retain the Declarations of Security for the last ten ports of call. The ship should start retaining the Declarations of
Security as from 1 October 2005.
4
In the event of the ship being refused a Declaration of Security, Declarations of Security which have been
completed and signed on behalf of the ship alone should be accepted as being equally valid to Declarations of
Security concluded between a ship and a port facility.
4 ALBERT EMBANKMENT
LONDON SE1 7SR E
Telephone: 020 7587 3152
Fax: 020 7587 3210
IMO

24 May 2005
UNIFIED INTERPRETATION OF SOLAS CHAPTER II-1
1 The Maritime Safety Committee, at its eightieth session (11 to 20 May 2005), with a view
to providing assistance to the Administrations in the implementation of the requirements of the
1974 SOLAS Convention and in order to ensure the uniform application thereof, approved the
unified interpretations of the Convention, as set out in the annex.
2 Member Governments are invited to:
.1 take note of the annexed unified interpretations and use them when applying the
relevant requirements of the 1974 SOLAS Convention; and
.2 bring the annexed unified interpretations to the attention of all interested parties.
***
MSC/Circ.1158
ANNEX
UNIFIED INTERPRETATION OF SOLAS CHAPTER II-1
Regulation II-1/22 – Stability information for passenger ships and cargo ships
Lightweight check
1 A sister ship is a ship built by the same yard from the same plans.
2 A lightweight check is considered the acceptable means of being satisfied that the data
from a lead sister ship’s inclining test can be used for a subsequent ship. The Administration
may request regular repeats of inclining tests and/or require each individual passenger ship to be
inclined, as detailed below.
3 For any newly built sister ship with known differences from the lead sister ship, a detailed
weights and centres calculation to adjust the lead ship’s lightship properties should be carried
out. The validity of the calculated lightship properties should be assessed by carrying out a
lightweight check unless the implications regarding the stability of the ship indicate that an
inclining test should be performed. The acceptable deviation of lightship displacement should be:
For L≤50m 2% of the lightship displacement of the lead ship.

For L≥160m 1% of the lightship displacement of the lead ship.
For intermediate length by linear interpolation.
In addition, the deviation of lightship longitudinal centre of gravity should not exceed 0.5% of
the LBP of the lead ship. Where the deviation exceeds either of these limits, an inclining test
should be carried out. Where the deviation is within these limits the actual lightship weight and
longitudinal centre of gravity derived from the lightship check should be used in conjunction
with the higher of either the lead ship’s vertical centre of gravity or the calculated value.
4 For a ship in service which undergoes alterations with calculable differences in lightship
properties which materially affect the stability information supplied to the master, a detailed
weights and centres calculation to adjust the lightship properties should be carried out. To avoid
an inclining test, the deviation of lightship displacement should not exceed 2% of the original
approved lightweight or 2 tonnes, whichever is greater, or that approved following the most
recent major alteration or conversion. In addition, the deviation of lightship longitudinal centre
of gravity from the original or that approved following the most recent major alteration or
conversion should not exceed 1% of the LBP of the ship. Where the deviation exceeds either of
these limits, an inclining test should be carried out. Where a ship is within these limits the
calculated values of lightweight, lightship LCG and lightship VCG should be used in all
subsequent stability information supplied to the master.
5 For all passenger ships, a lightship survey should be carried out at periodical intervals not
exceeding five years to verify any changes in lightship displacement and longitudinal centre of
gravity. The ship should be re-inclined whenever, in comparison with the originally approved
stability information or that approved following the most recent major alteration or conversion,
the deviation of the lightweight and/or lightship longitudinal centre of gravity exceeds the limits
in paragraph 4 above. Where a ship is within these limits, the values of lightweight and lightship
LCG derived from the lightship survey should be used in conjunction with the VCG derived from
the most recent inclining experiment in all subsequent stability information supplied to the
master.
___________
4 ALBERT EMBANKMENT
LONDON SE1 7SR E
Telephone: 020 7587 3152
Fax: 020 7587 3210
IMO

24 May 2005
GUIDELINES ON THE PROVISION OF STABILITY-RELATED INFORMATION

FOR BULK CARRIERS
1 The Maritime Safety Committee (MSC), at its seventy-sixth session (2 to

13 December 2002), having considered the results of various FSA studies on bulk carrier safety,
agreed that the risk control option calling for the provision of detailed, comprehensive and
user-friendly information covering stability and strength characteristics of the ship’s hull during
loading and unloading should be applied to new bulk carriers. Furthermore, MSC 76 noted that the
above-mentioned risk control option was more relevant for smaller ships with respect to stability and
for larger ships with respect to structural strength, and instructed the Sub-Committee on Stability and
Load Lines and on Fishing Vessels Safety (SLF) and the Sub-Committee on Ship Design and
Equipment (DE) to develop relevant guidelines.
2 Subsequently, the SLF Sub-Committee, at its forty-sixth session (8 to 12 September 2003),

prepared draft SOLAS amendments to address the stability issues on bulk carriers of less than 150 m
in length, and at its forty-seventh session (13 to 17 September 2004), prepared the Guidelines on the
provision of stability-related information for bulk carriers, for all new bulk carriers.
3 The Maritime Safety Committee, at its eightieth session (11 to 20 May 2005), following the
recommendation of SLF 47, approved the Guidelines on the provision of stability-related
information for bulk carriers, as set out in the annex.
4 Member Governments are invited to bring the annexed Guidelines to the attention of stability
instrument manufacturers, related computer software developers, mariners, dry cargo terminal
operators and other parties involved in cargo operations.
***
MSC/Circ.1159
ANNEX
GUIDELINES ON THE PROVISION OF STABILITY-RELATED

INFORMATION FOR BULK CARRIERS
1 PURPOSE
The aim of this document is to provide detailed, comprehensive and user-friendly guidance on
provision of stability-related information and stability computing software supporting for the safe
operation of bulk carriers and, in particular, those bulk carriers to which SOLAS regulation XII/11.3
applies.
2 DEFINITIONS
2.1 Stability data
Stability data is a set of data resulting from ship design process. It covers stability characteristics
pertaining to a specific ship. Stability data is the base for ship stability calculation in operation,
especially stability assessment, by means of hand made calculations or by stability instrument.
2.2 Stability instrument
2.2.1 A stability instrument is an instrument, either analogue or digital, provided for ships, by
means of which all relevant stability information is provided and all calculations or checks can be
easily and quickly performed, as necessary, to ensure compliance with the applicable stability
requirements.
2.2.2 In this context, the stability instrument comprises the hardware and software.
3 INFORMATION TO BE PROVIDED
3.1 Stability data and other information
Stability data should include the data and information outlined here under.
3.1.1 General information:
.1 ship’s name;
.2 type of ship (i.e. bulk carrier);
.3 name of builders and new building number;
.4 date of build (keel laying) or conversion;
.5 class notation;
.6 nationality, port of registry and IMO number;
.7 principal dimensions (length, breadth and depth);
MSC/Circ.1159
ANNEX
Page 2
.8 type of load line assigned (type A, B, B-60, etc);
.9 maximum mean permissible draught corresponding to the summer freeboard

assigned;
.10 maximum mean permissible draught corresponding to the summer timber freeboard
(if appropriate);
.11 displacement in salt water (at stated density) corresponding to .9 and .10 at the
designed (level) trim;
.12 maximum permissible draught at the forward perpendicular for bow height
considerations;
.13 the minimum recommended draught at the forward perpendicular for any sailing
condition;
.14 stability limitations of the ship’s design, both for loading operation and, where
applicable, associated with undertaking ballast water exchange at sea; and
.15 lightship particulars obtained from inclination test or lightship survey.
3.1.2 A scaled arrangement drawing showing clearly the use and distribution of the various cargo
compartments, tanks, stores as well as machinery and accommodation spaces. Names of
compartments used in the text of the document should be clearly indicated.
3.1.3 A table of capacities with centres of volume (longitudinal, vertical and transverse) for every
compartment available for the carriage of cargo, fuel, stores, feed water, domestic water and water
ballast. Where applicable, such as for cargo holds, tables or curves giving capacity and centre of
volume as functions of compartment depth or ullage should be included. When ullage is used, the
ullage reference point should be clearly stated. The reference planes and the positive direction in all
six degrees of freedom for centres of volume should be the same as those used for any computer or
other information provided as an aid to the safe loading of the ship.
3.1.4 Free surface effect tables and/or curves for every tank and cargo hold that may contain liquid,
as a function of volume showing the effect on the stability of the ship of liquids in partially filled
tanks. These tables/curves should give the free surface moments necessary to correct the initial
metacentric height and those to correct the righting lever values when the ship is inclined. In the
case of tanks containing liquids which may be consumed, discharged or transferred to and from other
compartments while the ship is at sea, including anti-rolling tanks and/or heeling tanks, the
maximum free surface moments which may be developed should be given. When holds or deep
tanks containing liquids are maintained partially filled while the ship is at sea, the free surface
moments used may be based on the actual quantity of fluid contained.
3.1.5 Hydrostatic particulars for the ship at designed trim, in curve or tabulated form, to a base of
mean draught measured to the bottom of the keel over a range covering the lightship and maximum
draughts. When tabulated, these should correspond to evenly-rounded units of draught at intervals
appropriate to the size of ship. The particulars should include:
.1 extreme displacement in salt water at stated density;

MSC/Circ.1159
ANNEX
Page 3
.2 immersion (displacement per unit interval of draught);
.3 moment to change trim one unit;
.4 transverse metacentre height above baseline;
.5 transverse centre of buoyancy;
.6 vertical centre of buoyancy;
.7 longitudinal centre of floatation; and
.8 longitudinal centre of buoyancy.
Position of reference planes should be stated in the case of items specified in paragraphs 3.1.5.4 to
3.1.5.8 and should be the same as the corresponding reference planes for centres of gravity.
3.1.6 Details of load line, draught marks and deadweight particulars. A diagram should be
provided showing the load line marks including:
.1 position of the deck line relative to the upper extreme of the ship’s depth;
.2 draught to the summer load waterline;
.3 draught to the summer timber load waterline (if appropriate);
.4 corresponding freeboards,
this or other diagram or tabular presentation should also give the relationships between:
.5 mean draught;
.6 extreme displacement;
.7 immersion (displacement per unit interval of draught); and
.8 deadweight.
The positions of the draught marks should be defined in relation to both the ship’s perpendiculars
and the longitudinal reference plane mentioned above.
3.1.7 Form stability particulars (Cross curves of stability). Data in the form of curves or tables
showing the relationship between form righting lever, angle of heel and displacement at the designed
trim over the full operational range of displacement. Where the operating trim or form and
arrangement of the ship are such that a change in trim has an appreciable effect on righting arms,
additional form stability data should be included for a suitable range of trim. The form stability
information should be presented in a form that enables righting arms to be readily determined to the
nearest centimetre.
MSC/Circ.1159
ANNEX
Page 4
3.1.8 Set of stability criteria required by the Administration.
3.1.9 Limiting envelope curves resulting from intact stability and damage stability, when
appropriate. These curves should be clearly stated as being GM required curves or KG maximum
curves.
3.1.10 Auxiliary data which are necessary to prove compliance with the relevant stability criteria
and, when appropriate, icing data.
3.1.11 Master’s instructions should precisely and unambiguously detail how the information
provided in the stability data and elsewhere is to be used to obtain the draught, trim and stability
characteristics of a new loading condition and determine whether that condition fulfils the relevant
stability criteria.
3.1.12 Loading conditions
3.1.12.1 The loading conditions covered by the stability data should include:
.1 lightship;
.2 docking;
.3 fully loaded departure, with cargo homogeneously distributed throughout all cargo
spaces and with full stores and fuel;
.4 fully loaded arrival, with cargo homogeneously distributed throughout all cargo
spaces and with 10% stores and fuel remaining;
.5 ballast departure, without cargo but with full stores and fuel;
.6 ballast arrival, without cargo but with 10% stores and fuel remaining;
.7 other departure and arrival conditions typical of the ship’s intended service, such as
alternate hold loading, ore loading, deep ballast, etc. as applicable; and
.8 where appropriate, other conditions used for ballast water exchange.
3.1.12.2 For each loading condition, the following should be shown:
.1 a sketch of the ship indicating, pictorially, the main items of deadweight included in
the displacement;
.2 a table showing the lightship particulars, the distribution of all components of the
deadweight, the positions of their centres relative to the defined reference planes,
corresponding static moments and a summation giving the result which should show
the full displacement mass and the position of its centre;
.3 a table listing the free surface effects of liquids in all compartments which may be
partially filled;
MSC/Circ.1159
ANNEX
Page 5
.4 a diagram showing the curve of righting levers (GZ), corrected for free surface
effects, plotted against angle of inclination. The scales used should be the same for
each loading condition; and
.5 a summary of the condition giving:
.5.1 displacement and related sea water density;
.5.2 corresponding draught at longitudinal centre of floatation;
.5.3 corresponding draught at freeboard mark;
.5.4 moment to change trim one unit;
.5.5 longitudinal and transverse positions of centre of buoyancy;
.5.6 longitudinal and transverse positions of centre of gravity;
.5.7 trimming lever;
.5.8 total trim over perpendiculars;
.5.9 longitudinal position of centre of floatation;
.5.10 trim at forward perpendicular;
.5.11 trim at aft perpendicular;
.5.12 draught at forward perpendicular;
.5.13 draught at aft perpendicular;
.5.14 draught at forward draught mark;
.5.15 draught at aft draught mark;
.5.16 mean draught amidships;
.5.17 total free surface moment for initial stability;
.5.18 vertical position of the transverse metacentre;
.5.19 vertical position of the ship’s centre of gravity, both uncorrected and corrected for
free surface effects; and
.5.20 a statement giving the limiting value or values of stability parameters for each
stability criterion together with corresponding values achieved.
MSC/Circ.1159
ANNEX
Page 6
3.2 Stability instrument
A stability instrument installed onboard should cover all stability requirements applicable to the
ships as follows:
3.2.1 The input/output format of the stability instrument should, as far as practicable, be easily
comparable in information and format to the stability booklet so that the operators will easily gain
familiarity with the loading calculations.
3.2.2 The stability instrument should readily provide any information that may be obtained from
the stability booklet by incremented calculation, reflecting the operation scenario in a clearly
presented format.
3.2.3 A simple and straightforward user manual written in the same language as the stability
booklet should be provided. The user manual should contain the approved test conditions and be
written in a language with which the ship's officers responsible for cargo operations are familiar. If
this language is not English, the ship should be provided with a manual written also in the
English language.
3.2.4 The calculation program should present relevant parameters of each loading condition in
order to assist the master in his judgement on whether the ship is loaded within the approved limits
(refer to paragraphs 3.1.8, 3.1.9 and 3.1.11).
____________
4 ALBERT EMBANKMENT
LONDON SE1 7SR E
Telephone: 020 7587 3152
Fax: 020 7587 3210
IMO

16 May 2005
MANUAL ON LOADING AND UNLOADING OF SOLID BULK CARGOES FOR

TERMINAL REPRESENTATIVES
1 The Maritime Safety Committee (MSC), at its seventy-sixth session, in considering the
Report of the Working Group on Bulk Carrier Safety concerning the issue of the risk control
options for the improvement of the ship/terminal interface for bulk carriers noted the need to
harmonize training programmes for terminal personnel worldwide.
2 The Maritime Safety Committee, at its seventy-sixth session, further noted that the above
concern could be addressed by the application of the Code of Practice for the Safe Loading and
Unloading of Bulk Carriers (BLU Code) and that the risk control options in the Manual on
loading and unloading of solid bulk cargoes for terminal representatives under development
would address the concerns referred to above.
3 The Maritime Safety Committee, at its seventy-eighth session (12 to 21 May 2004),
agreed that the application of the BLU Code would address the concerns on risk control options
above and urges Member Governments, shipowners, ship operators and terminals to apply the
guidance contained therein.
4 The Maritime Safety Committee, at its seventy-eighth session (12 to 21 May 2004),
agreed to continue the development of the Manual on loading and unloading of solid bulk
cargoes for terminal representatives, taking into account the guidance in the IBTA guidelines for
terminal representatives at ship/shore interface, when finalizing the Manual.
5 The Maritime Safety Committee, at its eightieth session (11 to 20 May 2005), approved
the Manual on loading and unloading of solid bulk cargoes for terminal representatives set out in
the annex and agreed that the application of the guidance contained therein would address the
concerns on risk control options and urged Member Governments, shipowners, ship operators
and terminals to apply the guidance contained therein.
6 Member Governments are invited to implement the BLU Code and to bring the annexed
Manual on loading and unloading of solid bulk cargoes for terminal representatives, to the
attention of terminals, shipowners, ship operators, shipmasters, shippers, receivers and other
parties concerned.
MSC/Circ.1160
ANNEX
TABLE OF CONTENTS
Page
Foreword 2
Introduction 3
Section 1 Definitions 5
Section 2 Suitability of ships and terminals 6
Section 3 Procedures between the ship and the terminal prior to the
ship’s arrival. 12
Section 4 Procedures between the ship and the terminal prior to cargo
loading/unloading 18
Section 5 Cargo loading and handling of ballast 23
Section 6 Unloading cargo and handling of ballast 26
Annex 1 Pre-arrival ship/shore exchange of information 33

Annex 2 Avoidance of damage during cargo handling 37
Annex 3 Repair of damage incurred during loading and unloading 41
Annex 4 Training of terminal personnel involved in loading and/or
unloading bulk carriers 43
Annex 5 Hazards 45
Annex 6 Emergency procedures 48
MSC/Circ.1160
ANNEX
Page 2
MANUAL ON LOADING AND UNLOADING OF SOLID BULK CARGOES FOR

TERMINAL REPRESENTATIVES
FOREWORD
1 In response to the continuing loss of ships carrying solid bulk cargoes – sometimes
without trace and with heavy loss of life - the Code of Safe Practice for the Safe Loading and
Unloading of Bulk Carriers (BLU Code) was developed by IMO as one of a number of measures
to enhance the operational and structural safety of bulk carriers. It was adopted as a
recommendatory instrument by the International Maritime Organization’s Assembly at its
twentieth session in November 1997.
2 Possible stress and damage imposed by cargo handling throughout the life of a ship was
considered to be a possible contributory cause of structural failure of bulk carriers leading to
casualties and losses. The purpose of the BLU Code, therefore, is to provide guidance to ship
masters of bulk carriers, terminal operators and other parties for the safe handling, loading and
unloading of solid bulk cargoes.
3 To augment the BLU Code, the Manual on Loading and Unloading of Solid Bulk Cargoes
for Terminal Representatives (BLU Manual) is intended to provide more detailed guidance to
Terminal Representatives (as defined in the BLU Code) and others involved in the handling of
solid bulk cargoes; including those responsible for the training of personnel.
4 It should be noted that in this Manual, a reference to an appendix is a reference to an

appendix in the BLU Code and a reference to an annex is to an annex in this Manual.
5 Further guidance on the safe loading and unloading of solid bulk cargoes is contained in
the following publications: "Bulk carriers, Handle with Care", IACS Ltd. 1998, 36 Broadway,
London SW1H 0BH, United Kingdom, Tel: +44 (0)207 976 0660, Fax +44 (0)207 808 1100,
E-mail: permsec@iacs.org.uk, Website: www.iacs.org.uk; "The Loading and Unloading of
Solid Bulk Cargoes, ICHCA International Ltd., Suite 2, 85 Western Road, Romford,
Essex, RM1 3LS, United Kingdom, Tel: +44 (0)1708 735 295, Fax: +44 (0)1708 735 225,
E-mail: info@ichcainternational.co.uk.
MSC/Circ.1160
ANNEX
Page 3
INTRODUCTION
1 The BLU Code applies to the loading and unloading of solid bulk cargoes, to or from
bulk carriers of more than 500 gross tonnage. The BLU Code does not apply to: Ships which
are not bulk carriers, by definition, ships which are loading, carrying or unloading grain and ships
which are being loaded or unloaded using shipboard equipment only.
2 The guidance in this Manual is intended to complement the BLU Code by providing
guidance on good practice, regardless of ship size, terminal capacity or cargo quantity. This
should assist terminal representatives to implement the Code.
3 Although this Manual is written primarily in the context of the operation of major bulk
terminals operating ship loaders and unloaders, smaller bulk facilities and non specialist
terminals may also load and/or unload solid bulk cargoes by grabs, conveyors, chutes or even
directly from vehicles etc. Not all the guidance in the Manual may be appropriate to such smaller
terminals and facilities and the ships they serve but the general principles should still apply and
be followed.
4 The guidance in this Manual is intended primarily to assist Terminal Representatives to

understand the key issues to be dealt with at the interface between the ship and the terminal. It
should also assist relevant ships’ personnel to understand the issues involved from the terminal’s
perspective.
5 It should be noted that in this Manual, a reference to an appendix is a reference to an

appendix in the BLU Code and a reference to an annex is to an annex in this Manual.
MSC/Circ.1160
ANNEX
Page 4
LAYOUT OF GUIDELINES
The Guidelines have been written so that the left hand column contains the specific language of
the BLU Code, and the right hand column contains the guidelines for the Terminal
Representative. These guidelines are further expanded as necessary in the attached annex.
DEFINITIONS
Definitions contained in the BLU Code are on page 6. In addition, the following definitions
refer to a number of other expressions used in these Guidelines.
• “BLU Code” means the Code of Practice for the Safe Loading and Unloading of Bulk
Carriers, as contained in the annex to IMO Assembly resolution A.862(20) of
27 November 1997.
• “Bulk carrier” means a ship which is constructed generally with single deck, top-side
tanks and hopper side tanks in cargo spaces, and is intended primarily to carry dry cargo
in bulk, and includes such types as ore carriers and combination carriers∗.
• "Cargo air draught" means the distance from the surface of the water to the lowest point
of the loader or unloader when in a fully raised position.
• “Dry or solid bulk cargo” means any material, other than liquid or gas, consisting of a
combination of particles, granules, or any larger pieces of material, generally uniform in
composition, which is loaded directly into the cargo spaces of a ship without any
intermediate form of containment.
• “Terminal” means any fixed, floating or mobile facility equipped and used for the
loading and/or unloading of bulk cargo. The term includes that part of a dock, pier, berth,
jetty, quay, wharf or similar structure at which a ship may tie up.
• “Shipper/receiver” means any person in whose name or on whose behalf a contract of

carriage of goods by sea has been concluded, or on whose behalf the goods are delivered
to or received from the ship in relation to the contract of carriage by sea.
• “Stowage factor” is the number of cubic metres which one tonne of the material will
occupy.
∗ Refer to resolution MSC.79(70) relating to interpretation of provision of SOLAS chapter XII on additional
safety measures for bulk carriers.
MSC/Circ.1160
ANNEX
Page 5
Section 1 – Definitions
BLU Code Guidelines

1.1 Air draught means the vertical distance 1.1
from the surface of the water to the highest
point of mast or aerial.
1.2 Combination carriers (OBO or O/O) 1.2

means a ship whose design is similar to a
conventional bulk carrier but is equipped with
pipelines, pumps and inert gas plant so as to
enable the carriage of oil cargoes in designated
spaces.
1.3 Conveyor system means the entire 1.3

system for delivering cargo from the shore
stockpile or receiving point to the ship.
1.4 Hot work means the use of open fires 1.4

and flames, power tools or hot rivets, grinding,
soldering, burning, cutting, welding or any
other repair work involving heat or creating
sparks which may lead to a hazard because of
the presence or proximity of flammable
atmosphere.
1.5 List indication lights means lights, 1.5

visible from the deck, which light up to show
that a ship is listing.
1.6 Master means the master of the ship or 1.6 Standard shipping industry practise is
a ship's officer designated by the master. that the Chief Officer (First Mate) is the
designated officer in charge of cargo operations,
and is the person with whom the terminal
representative will normally liaise.
1.7 Pour means the quantity of cargo 1.7

poured through one hatch opening as one step
in the loading plan, i.e. from the time the spout
is positioned over a hatch opening until it is
moved to another hatch opening.
1.8 Terminal representative means a 1.8 For reasons of practicality it is accepted

person appointed by the terminal or other that the role of terminal representative cannot
facility where the ship is loading or unloading, be limited to one person throughout the entire
who has responsibility for operations loading or unloading period, and that provision
conducted by that terminal or facility with must be made for shift patterns and compliance
regard to the particular ship. with hours of work agreements and regulations.
MSC/Circ.1160
ANNEX
Page 6
1.9 Trimming (loading cargo) is the partial 1.9

or total levelling of the cargo within the holds,
by means of loading spouts or chutes, portable
machinery, equipment or manual labour.
1.10 Trimming (unloading cargo) is the 1.10

shovelling or sweeping up of smaller quantities
of the cargo in the holds by mechanical means
(such as bulldozers) or other means to place
them in a convenient position for discharge.
1.11 Trimming (ship) is the adding, removal 1.11

or shifting of weight in a ship to achieve the
required forward and aft draughts.
Section 2 – Suitability of ships and terminals
2.1 General 2.1

2.1.1 All ships nominated for loading should 2.1.1
hold the appropriate valid statutory
certification including, if required, the
document of compliance* for ships carrying
solid dangerous goods in bulk. It is
recommended that the period of validity of the
ship’s certificates be sufficient to remain valid
during loading, voyage and unloading times,
plus a reserve to allow for delays in berthing,
inclement weather or both.
2.1.2 The ship owner, manager or operator, 2.1.2 Terminals should determine the
when offering a ship for a particular cargo or suitability of a ship for compatibility with both
service, should ensure that the ship: loading and/or unloading terminal infrastructure
as appropriate.
- is maintained in a sound, seaworthy
condition;
- has on board a competent crew;
- has on board at least one officer
proficient in the languages used at both
the loading and unloading ports, or has
an officer available who is proficient in
the English language; and
- is free of defects that may prejudice the
ship’s safe navigation, loading or
unloading.
* Applicable to ships constructed on or after 1 September 1984.
MSC/Circ.1160
ANNEX
Page 7
2.1.3 It is essential that a ship selected to 2.1.3 It is important that the terminal operator
transport a solid bulk cargo be suitable for its keeps its relevant customers informed of current
intended purpose taking into account the terminal standards, limitations and operating
terminals at which it will load or unload. conditions in terms of any changes to relevant
navigational conditions, water depths,
loading/unloading equipment and rates.
2.1.4 The charterer and shipper when 2.1.4 In addition to the checks carried out by
accepting a ship for a particular cargo or the charterer and/or shipper and/or receiver, the
service should ensure that the ship: terminal operator should take reasonable steps
to assure that all bulk carriers nominated for
- is suitable for access to the planned loading/unloading at the terminal are
loading or unloading facilities; and operationally suitable in all respects for the
- does not have cargo handling purpose.
equipment which would inhibit the
safety of the loading and unloading The following checks are examples of
operations. the type of checks that may be carried out:
.1 Check appropriate sources of

information to confirm that ship meets
berth maximum and minimum size limits.
- Length overall/Beam/Draft.
- Number of holds.
- Hatch lengths and widths. Compare
dimensions with the most suitable
hatch openings on the basis of the
terminal’s own experience. If
hatches are less than the preferred
size, loader/unloader operators
should be informed and appropriate
precautions taken.
- Gearless/Geared/Gear Type. Location
of gear.
- Working length from foreward end
No.1 hold to aft end aft hold.
- Any equipment, design details or
performance limitations that could
affect the safety or efficiency of the
operation.
.2 The ship’s owner, master or agent and
the terminal representative should
exchange Pre-arrival Ship/Shore
Information, as per the examples in
annex 1.
2.2 Ships 2.2

2.2.1 Ships nominated for bulk loading 2.2.1 The ship should ensure the hatches are
should be suitable for the intended cargo. adequately identified.
Suitable ships should be:
MSC/Circ.1160
ANNEX
Page 8
.1 weather tight, and efficient in all

respects for the normal perils of the sea
and the intended voyage;
.2 provided with an approved stability and

loading booklet written in a language
understood by the ship's officers
concerned and using standard
expressions and abbreviations. If the
language is neither English, nor French,
nor Spanish, a translation into one of
these languages should be included;
.3 provided with hatch openings of

sufficient size to enable the cargo to be
loaded, stowed and unloaded
satisfactorily; and
.4 provided with the hatch identification

numbers used in the loading manual
and loading or unloading plan. The
location, size and colour of these
numbers should be chosen so that they
are clearly visible to the operator of the
loading or unloading equipment.
2.2.2 It is recommended that all ships which are

required to carry out stress calculations should
have on board an approved loading instrument
for the rapid calculation of such stresses.
2.2.3 All propulsion and auxiliary machinery

should be in good functional order. Deck
equipment related to mooring and berthing
operations, including anchors, cables, mooring
lines, hawsers and winches, should be operable
and in good order and condition.
2.2.4 All hatches, hatch operating systems

and safety devices should be in good
functional order, and used only for their
intended purpose.
2.2.5 List indication lights, if fitted, should

be tested prior to loading or unloading and
proved operational.
2.2.6 Ship’s own cargo-handling equipment

should be properly certificated and maintained,
and used only under the general supervision of
suitably qualified ship’s personnel.
MSC/Circ.1160
ANNEX
Page 9
2.3 Terminals 2.3

2.3.1 Terminal operators should ensure that 2.3.1.1 Terminal representatives should ensure
they only accept ships that can safely berth that the following matters are considered:
alongside their installation, taking into
consideration issues such as: .1 Tidal situation for the period concerned.
.1 water depth at the berth; .2 Weather forecasts.
.2 maximum size of the ship; .3 Whether ship will berth port or starboard
side–to.
.3 mooring arrangements;
.4 Tug and line boat requirements.
.4 fendering;
.5 Mooring requirements taking into
.5 safe access; and account:
.6 obstructions to loading/unloading .1 The size and type of ship;

operations.
.2 Local tidal conditions and
foreseeable weather conditions;
.3 The nature of the cargo and

ballasting operations;
.6 Any obstructions to berthing/unberthing

operations.
.7 The terminal operator should assure an

unobstructed and safe passage between
the ship's gangway and the entrance
(gate) of the terminal.
2.3.1.2 Pre-arrival Ship/Shore Exchange of

Information should clarify:
.1 Whether ship or terminal will provide the

gangway. Responsibility for providing
safety net, lighting and care of gangway.
Generally the master is responsible for
ensuring that there is safe access to and
from the ship. Normally the ship
provides the gangway and master and
terminal representative jointly confirm
that it is safe and suitable. Where the
ship’s own gangway is not suitable the
terminal may provide one. However, the
master is still obliged to ensure that it is
maintained in a safe condition at all
times.
MSC/Circ.1160
ANNEX
Page 10
.2 If ship is geared, the ship/charterer

should provide a plan of the ship giving
the positions of the derricks or cranes,
and the distances between them. The
terminal representative should check the
validity of test reports and certificates
for cranes.
.3 Loader/unloader booms should be raised

clear of berth in good time when a ship
is berthing/unberthing.
.4 Loaders/unloaders should be parked

clear of the normal angle of approach of
a berthing ship, in case the bow
overshoots the jetty.
2.3.2 Terminal equipment should be properly 2.3.2 Maintenance refers not just to running
certificated and maintained in accordance with repairs and upkeep of equipment, but to the
the relevant national regulations and/or planned and systematic inspection and
standards, and only operated by duly qualified maintenance of equipment at periodic intervals.
and, if appropriate, certificated personnel. This is normally carried out in accordance with
manufacturer’s recommendations, national
2.3.2.1 Where automatic weighing equipment requirements, and industry codes of practice.
is provided, this should be calibrated at regular
intervals. 2.3.2.1 Examination and testing means the
thorough examination of the crane or equipment
at regular intervals, in accordance with relevant
legislation and insurance requirements. Items
needing particular attention include:
.1 Lifting equipment.
.2 Rotating equipment.
.3 Access equipment.
.4 Safety devices – alarms, anemometers,

limit switches and controls, emergency
stops, emergency escape and fire control
equipment.
.5 Structural steelwork for corrosion,

fatigue or cracking.
.6 Travel drive motors and braking systems,

inc. storm anchoring arrangements.
.7 Lubrication – adequate and regular

application of correct lubricants.
MSC/Circ.1160
ANNEX
Page 11
2.3.2.2 Good housekeeping means that the

entire terminal area and all the equipment on it
should be:
.1 Kept in a clean and tidy manner, with

everything in its place and a place for
everything
.2 Maintained to a high standard of safety

and safety awareness.
.3 Kept to a high standard of mechanical,

electrical and structural maintenance.
2.3.3 Terminal personnel should be trained in 2.3.3 Commensurate with their responsibilities,
all aspects of safe loading and unloading of terminal personnel should be able to:
bulk carriers, commensurate with their
responsibilities. .1 Understand the basic principles of bulk
carrier construction.
.2 Understand how loading/unloading

operations can over stress and damage a
ship and know why and how this must
be avoided.
.3 Understand the roles and

responsibilities, as required under the
BLU Code, of:
.1 The terminal representative.
.2 The ship loader/unloader operator, as

applicable.
.3 Ship’s master, chief officer and

crew.
.4 Know the standard procedures and plans

by which bulk carriers are loaded and
unloaded.
.5 Know the ship/shore communications

and emergency procedures applicable.
.6 Know how to access and work safely on

board a bulk carrier.
.7 Understand and know how to safely start

up, operate and shut down the ship
MSC/Circ.1160
ANNEX
Page 12
loading/unloading equipment on the

terminal for which they are responsible.
(See annex 4).
.8 Terminal personnel should be

knowledgeable of their responsibilities
under other relevant codes for example
the ISPS Code (International Ship and
Port Facility Security Code), IMO/ILO
Code of Practice on Security in Ports
and the ILO Code of Practice on Safety
and Health in Ports.
2.3.4 Terminal operators should ensure that 2.3.4 In addition to assuring that terminal
personnel involved in the loading and personnel are duly rested, terminal personnel
unloading operations are duly rested to avoid involved in cargo handling work should be
fatigue. provided with personal protective equipment
such as safety helmets, safety footwear, high
visibility jackets, gloves, hearing and
respiratory protection, as required.
Section 3 – Procedures between ship and shore prior to ship’s arrival
3.1 Information exchange: General 3.1

3.1.1 It is important that the ship be provided 3.1.1 (See annex 1).
with information about a terminal so the
loading or unloading can be planned.
Similarly, the terminal will need information
about the ship to enable preparations to be
made to load or unload the ship. It is important
that the information be exchanged in sufficient
time to allow preparations to be made.
3.1.2 Before loading commences there 3.1.2 The master should forward the proposed
should be an agreement between the master loading/unloading plan to the terminal before the
and the terminal representative as to the rate of ship arrives:
loading and order in which the cargo is to be
distributed so as to achieve the final loading .1 The terminal representative should check
plan. In general, this agreement should be the plan and ensure it corresponds to its
based on one or more of the following options: expectations. If it does not the terminal
may revert to the ship requesting a review
.1 the limitations or restrictions on of the proposed plan.
loading procedures, if such are
specified in the ship's Loading Manual .2 By giving the ship adequate time to
or Trim and Stability Booklet, or both; prepare an alternative plan, in compliance
with the ship’s stability booklet and
.2 if the restrictions mentioned in .1 do loading manual or instrument, it should be
not exist, and the ship has a loading possible to identify a mutually acceptable
instrument which has been approved, loading sequence.
MSC/Circ.1160
ANNEX
Page 13
the loading plan should be prepared on

the instrument and there should be a .3 However, even where the load plan is not
protocol in place so that the loading the terminal’s preferred option, the
remains, at all times, within the terminal representative should co-ordinate
approved stress limits of the ship; and agree to a plan before starting
and/or operations. Operations should not start
until agreement has been obtained.
.3 if neither .1 or .2 can be satisfied, then
a conservative procedure should be
followed.
3.1.3 Details should be provided of any 3.1.3 The terminal should be informed if any
necessary repairs which may delay berthing, proposed visits by ship repair contractors or
the commencement of loading or unloading, or service personnel, or if cranes or other equipment
may delay the ship sailing on completion of are required on the jetty.
loading or unloading.
3.1.4 The master should ensure he receives 3.1.4 Before commencement of loading of a
from the shipper of the intended cargo details solid bulk cargo, the shipper must provide the
of the nature of the cargo required by master with the characteristics and properties of
chapter VI of SOLAS 1974, as amended*. the cargo, including:
Where additional details, such as trimming or
continuous measurement of the water in the .1 Stowage factor, angle of repose, trimming
cargo, etc., are required, the master should procedures, and likelihood of shifting.
inform the terminal accordingly.
.2 The transportable moisture limit and
average moisture content where
Appendix A of the BC Code (Code of
Safe Practice for Solid Bulk Cargoes)
applies.
.3 Flammability, toxicity, corrosiveness,

chemical, oxygen depletion and any other
hazards of the cargo, as applicable.
3.1.5 The terminal representative should verify

that the master has received the relevant cargo
declaration form information, as applicable, in
good time. (See BLU Code - Appendix 5)
3.1.6 The master should inform the terminal

representative of any particular precautions to be
taken with the loading or unloading of the cargo.
* Refer to MSC/Circ.663 and to the form for cargo information, which is set out in appendix 5 to the BLU Code.
MSC/Circ.1160
ANNEX
Page 14
3.2 Information given by the ship to the 3.2

terminal
3.2.1 In order to plan the proper disposition 3.2.1 See example of Pre-arrival exchange of
and availability of the cargo so as to meet the information checklist (Annex 1)
ship's loading plan, the loading terminal should
be given the following information: .1 It is important that the terminal receives
updated ETAs.
.1 The ship’s estimated time of arrival
(ETA) off the port as early as possible. .2 Notifying the terminal of the proposed
This advice should be updated as load or unload plan well in advance of
appropriate. arrival gives the terminal the opportunity
to check that the information on which it
.2 At the time of initial ETA advice, the is based is correct. For example, a plan
ship should also provide details of the may be based on a terminal having two
following: loaders/unloaders where there is actually
only one available. It also allows the
.2.1 name, call sign, IMO Number of terminal to check the plan against its
the ship, its flag State and port of preferred rotation, and to request a
registry; modification.
.2.2 a loading plan stating the .3 The master then has the opportunity to
quantity of cargo required, re-calculate the plan and clarify any
stowage by hatches, loading questions so that a safe, correct and
order and the quantity to be mutually acceptable plan is agreed
loaded in each pour, provided the preferably before the ship berths.
ship has sufficient information to
be able to prepare such a plan; .4 If the terminal’s suggested plan is
unsuitable for the ship, and does not meet
.2.3 time required for de-ballasting; its stability and hull stress criteria, then
the terminal representative and master
.2.4 the ship’s length overall, beam, should co-ordinate and agree on a plan
and length of the cargo area from before operations begin.
the forward coaming of the
forward-most hatch to the after .5 Other items of information requested by
coaming of the aft-most hatch the terminal may include:
into which cargo is to be loaded
or from which cargo is to be .5.1 Confirmation that ballast water is
removed; clean sea water ballast.
.2.5 distance from the water line to .5.2 Any ship defects which could affect
the first hatch to be loaded or operations.
unloaded and the distance from
the ship's side to the hatch .5.3 Ship’s operational and navigational
opening; equipment safety status.
.2.6 the location of the ship's .5.4 Details of any planned bunkering and
accommodation ladder; storing operations, or repairs to be
carried out.
.2.7 air draught;
MSC/Circ.1160
ANNEX
Page 15
.5.5 Ballast handling rates.

.2.8 details and capacities of ship's
cargo handling gear; .6 Terminals should require both a cargo
stowage plan and a plan indicating the
.2.9 number and type of mooring order of loading/unloading and the quantity
lines; and to be loaded/unloaded into/from each hold.
.2.10 any other item related to the ship

requested by the terminal.
.3 Similar information in respect of ETA,

unloading plan and details of the ship
are required by unloading terminals.
3.2.2 Ships arriving at loading or unloading 3.2.2 Ship should provide the terminal with a
terminals in a part loaded condition should also load or unloading plan stating the cargo
advise: distribution plan for the cargo to be
loaded/unloaded, the hold rotation and quantities
.1 berthing displacement and draughts. to be loaded/unloaded per run.
.2 previous loading or unloading port.
.3 nature and stowage of cargo already on

board and, when dangerous goods in
bulk are on board, the name of the
material, IMO Class and UN Number
or BC Number.∗
.4 distribution of cargo on board,

indicating that to be unloaded and that
to remain on board.
3.2.3 Combination carriers (OBO or O/O) 3.2.3 During the unloading of dry bulk cargo it
should advise of the following additional may be necessary to ballast one or more holds to
information: reduce the cargo air draught of the ship. This is
unlikely to introduce hazards if the pipeline
.1 nature of the preceding three cargoes; system has been well washed. However if a
pump or pipeline has not been adequately
.2 date and place at which the last oil washed, the ballasting operation may discharge
cargo was discharged; residual oil into the hold. Atmospheric tests in
the hold should therefore be made before any hot
.3 advice as to content of slop tanks and work is carried out in, adjacent to, or above a
whether fully inerted and sealed; and ballasted hold.
.4 date, place and name of authority that

issued the last gas free certificate which
includes pipelines and pumps.
∗ The BC Numbers have been deleted in the revised Code of Safe Practice for Solid Bulk Cargoes (BC Code),
2004, as adopted by resolution MSC.193(79).
MSC/Circ.1160
ANNEX
Page 16
3.2.4 As soon as possible the ship should 3.2.4

confirm that all holds into which cargo is to be
loaded are clean, and free from previous cargo
residues which in combination with the cargo
to be loaded could create a hazard.
3.2.5 Information on the loading or 3.2.5

unloading plan and on intended arrival and
departure draughts should be progressively
updated, and passed to the terminal as
circumstances change.
3.3 Information given by the terminal to 3.3

the ship
3.3.1 On receipt of the ship’s initial 3.3.1 The terminal should furnish as applicable:
notification of its ETA, the terminal should (See example of Pre-arrival exchange of
give the ship the following information as soon information Annex 1)
as possible:
.1 The expected maximum and average
.1 the name of the berth at which loading
loading/unloading rates may be discussed
or unloading will take place and the
and clarified during completion of the
estimated times for berthing and
ship/shore checklist at the arrival meeting
completion of loading or unloading;
between the terminal representative and
the master.
.2 characteristics of the loading or
unloading equipment, including the
terminal's nominal loading or .2 Information regarding draught survey
unloading rate and the number of requirements where applicable.
loading or unloading heads to be used;
.3 Information regarding any draught
.3 features of the berth or jetty the master surveys to be carried out, usually
may need to be aware of, including the requesting ballast tanks to be either full or
position of fixed and mobile empty, containing clean seawater ballast
obstructions, fenders, bollards and where possible.
mooring arrangements;
.4 Usual anchorage and pilot embarkation
.4 minimum depth of water alongside the area.
berth and in approach or departure
channels; .5 Whether ships may berth/depart at any
time, or if it is necessary to wait for
.5 water density at the berth; certain tidal conditions.
.6 the maximum distance between the .6 If ship or shore gangway is to be used,

water line and the top of cargo hatch clarification of responsibility for ensuring
covers or coamings, whichever is that it is maintained in a safe manner
relevant to the loading operation, and throughout the ship’s stay in port.
the maximum air draft;
.7 Information on precautions regarding
.7 arrangements for gangways and access; strong tides or currents, swell, “stand-off”
effect at piled jetties, passing traffic, or
high winds.
MSC/Circ.1160
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.8 which side of the ship is to be

alongside the berth; .8 Arrangements for immobilization of
ship’s engines alongside.
.9 maximum allowable speed of approach
to the jetty and availability of tugs, .9 Information on the characteristics and
their type and bollard pull; properties of the cargo to be loaded.
.10 the loading sequence for different

parcels of cargo, and any other
restrictions if it is not possible to take
the cargo in any order or any hold to
suit the ship;
.11 any properties of the cargo to be loaded

which may present a hazard when
placed in contact with cargo or residues
on board;
.12 advance information on the proposed

cargo handling operations or changes to
existing plans for cargo handling;
.13 if the terminal's loading or unloading

equipment is fixed, or has any limits to
its movement;
.14 mooring lines required;
.15 warning of unusual mooring

arrangements;
.16 any restrictions on de-ballasting;
.17 maximum sailing draught permitted by

the port authority; and
.18 any other items related to the terminal

requested by the master.
3.3.2 Information on estimated times for 3.3.2

berthing and departure and on minimum water
depth at the berth should be progressively
updated and passed to the master on receipt of
successive ETA advices.
3.3.3 The terminal representative should be 3.3.3 The shipper of the cargo is responsible for
satisfied that the ship has been advised as early ensuring that this information is provided to the
as possible of the information contained in the master in good time.
cargo declaration as required by chapter VI of
SOLAS 1974, as amended.
MSC/Circ.1160
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Section 4 – Procedures between the ship and the terminal prior to cargo loading/unloading
4.1 Principles 4.1

4.1.1 The master is responsible at all times 4.1.1 The loading/unloading plan should
for the safe loading and unloading of the ship, preferably be agreed in principle prior to the
the details of which should be confirmed to the arrival of the ship.
terminal representative in the form of a
loading or unloading plan. In addition, the .1 The terminal representative should ensure
master should: the loader/unloader operators and/or
terminal control room personnel receive a
.1 ensure that the check list in appendix 3 copy of the agreed load/unload plan.
is completed in consultation with the They should also be immediately notified
terminal before loading or unloading is of any subsequently agreed changes.
commenced; Copies should be retained in the
terminal’s file for that ship.
.2 ensure that the loading or unloading of
cargo and the discharge or intake of .2 The total quantity to be kept for trimming
ballast water is under the control of the should be clearly stated in the loading
ship's officer in charge; plan.
.3 ensure that the disposition of cargo and .3 The quantity remaining on the belt should
ballast water is monitored throughout be accurately known, or else the belts
the loading or unloading process to should run off before trimming
ensure that the ship's structure is not commences.
overstressed;
.4 Where loading terminals insert empty
.4 ensure that the terminal representative gaps into the flow of material to allow for
is made aware of the requirements for changing hatches, these gaps should be
harmonization between deballasting adequate and there should be good
and cargo loading rates for his ship; communications between loader and
stockyard to ensure the loader can move
.5 ensure that ballast water is discharged safely.
at rates which conform to the agreed
loading plan and do not result in .5 For multi-unloader or loader operations
flooding of the quay or of adjacent the terminal should inform the master of
craft; its procedures for preventing collisions
between the loaders/unloaders. The cargo
.6 retain on board sufficient officers and plans should normally ensure that the
crew to attend to the adjustment of machines will be separated by at least one
mooring lines or for any normal or unworked hatch.
emergency situation, having regard to
the need of the crew to have sufficient .6 The actual quantities to be trimmed should
rest periods to avoid fatigue; be determined by the master in good time
as loading completes, and the distribution
.7 ensure the loading or unloading plans clearly specified to the terminal
have been passed to and agreed with representative and to the loader operator.
the terminal representative;
.7 Due allowance should be made for the belt
.8 ensure that the terminal representative run off on completion.
is made aware of the cargo trimming
MSC/Circ.1160
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requirements;
.8 Where load/unload plans are programmed
.9 ensure that appropriate information into the computerized control system of
about the cargo to be loaded loader/unloaders, the operator should
(appendix 5) has been received to monitor these carefully, keep the
enable safe stowage and carriage to be programme updated as the operation
achieved; progresses, double check if doubt, and be
able to revert to a manual tally in event of
.10 ensure that there is agreement between any problems with the computer
ship and shore as to the action to be programme.
taken in the event of rain, or other
change in the weather, when the nature .9 The terminal representative should notify
of the cargo would pose a hazard in the the master when cargo conditions have
event of such a change; and changed due to weather.
.11 ensure that no hot work is carried out

on board the ship while the ship is
alongside the berth except with the
permission of the terminal
representative and in accordance with
any requirements of the port
administration.
4.1.2 The terminal representative is 4.1.2 The terminal representative responsible

responsible for loading or unloading cargo in for loading or unloading cargo should:
accordance with the hatch sequence and
tonnages stated on the ship's loading or .1 Inform the ship of all relevant information
unloading plan. In addition, the terminal regarding:
representative should:
.1.1 Cargo operations.
.1 complete the check list in appendix 3 in
consultation with the master before .1.2 Ship and terminal safety issues and
loading or unloading is commenced; regulations.
.2 not deviate from the loading or .1.3 Arrangements for safe access to/from
unloading plan unless by prior the ship.
consultation and agreement with the
master; .1.4 Arrangements for access for
crewmembers through the terminal
.3 trim the cargo, when loading or premises.
unloading, to the master’s
requirements; .1.5 Weather and tidal conditions.
.4 maintain a record of the weight and .1.6 Mooring management recommendations.

disposition of the cargo loaded or
unloaded and ensure that the weights in .2 Understand and respond to the
the hold do not deviate from the plan; information provided by the master
regarding particular safety and operational
.5 provide the master with the names and issues of concern to the ship.
procedures for contacting the terminal
MSC/Circ.1160
ANNEX
Page 20
personnel or shipper's agent who will

have responsibility for the loading or .3 Have sufficient personnel available to deal
unloading operation and with whom the with any emergencies likely to affect the
master will have contact; safety of its personnel and facilities.
.6 avoid damage to the ship by the loading .4 Have details to be specified in the
or unloading equipment and inform the ship/shore checklist, and should also be
master, if damage occurs; provided with the terminal’s regulations
and information booklet.
.7 ensure that no hot work is carried out
on board or in the vicinity of the ship .5 Have a procedure for checking the origin,
while the ship is alongside the berth nature and extent of damage whether
except with the permission of the notified by terminal or ship personnel.
master and in accordance with any
requirements of the port administration; .6 Have knowledge of hot work procedures
and to identify any risks, and be familiar with
the control measures and precautions
.8 ensure that there is agreement between required, noting that it may be necessary
the master and the terminal to ballast one or more holds to reduce the
representative at all stages and in cargo air draught of the ship. With
relation to all aspects of the loading or combination carriers, this is unlikely to
unloading operation. introduce hazards if the pipeline system
has been well washed. However if a
pump or pipeline has not been adequately
washed, the ballasting operation may
discharge residual oil into the hold.
Atmospheric tests in the hold should
therefore be made before any hot work is
carried out in, adjacent to, or above a
ballasted hold.
4.2 Procedures 4.2

4.2.1 The following are considered important 4.2.1 It is the master’s responsibility to ensure
procedures in respect of cargo loading: the loading plan is prepared in accordance with
the ship’s loading manual.
.1 the master and terminal representative
should indicate agreement to the .1 For each step of the loading operation the
loading plan before commencement of loading plan should also show the amount
loading by signing the plan in the of ballast and the tanks to be deballasted,
spaces provided; the ship’s draught and trim, and the
calculated shear stress and bending
.2 the master should state on the agreed moments.
loading plan, the order in which the
holds are to be loaded, the weight of .2 The master should carry out draft checks
each pour, the total weight in each hold at regular intervals during the loading, and
and the amount of cargo for vessel particularly when between about 75-90%
trimming purposes, if required; of the cargo is loaded. The tonnage
loaded should be compared with the
.3 the terminal representative, on receipt terminal’s weight figure, and adjustments
of the ship's initial loading plan to the final trimming figures determined
MSC/Circ.1160
ANNEX
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(see 3.2.1), should advise the master of and agreed accordingly.

the nominal loading rate at which the
ship may expect to receive the cargo .3 Any changes to the loading plan required
and the estimated time required to by either terminal or ship should be made
complete each pour; known as soon as possible and agreed by
the master and terminal representative.
.4 where it is not practical for the ship to Stresses resulting from any changes must
completely discharge its ballast water remain within the ship’s hull stress
prior to reaching the trimming stage in limitations.
the loading process, the master and the
terminal representative should agree on .4 High impact cargo drops and exceeding
the times at which loading may need to maximum load limits on tanks tops should
be suspended and the duration of such be avoided.
suspensions;
.5 To avoid over-stressing the ship:
.5 the loading plan should be prepared so
as to ensure that all ballast pumping .5.1 Cargo should be distributed evenly
rates and loading rates are considered within each hold and trimmed to the
carefully to avoid overstressing the boundaries of the cargo space to
hull; minimize the risk of it shifting at sea.
.6 the quantities of cargo required to .5.2 Cargo should not be loaded high
achieve the departure draft and trim against one hold bulkhead or one side,
should allow for all cargo on the and low against the other.
terminal's conveyor systems to be run
off and empty on completion of a .5.3 Each hold should be loaded using at
loading. The terminal representative least two separate pours per hold.
should advise the master of the nominal
tonnage contained on its conveyor .5.4 The terminal should maintain an
system and any requirements for accurate record of the tonnages loaded
clearing the conveyor system on in each pour into each hold.
completion of loading; and
.5.5 Sudden increases in the loading rates
.7 communication arrangements between causing significant overloading should
the ship and terminal should be capable be avoided.
of responding to requests for
information on the loading process and .6 The amount of cargo remaining on the
of prompt compliance in the event that belts depends on the loading rate at the
the master or terminal representative time. This should be known by the loader
orders loading to be suspended. operator and the terminal representative
Consideration should be given to the
disposition of cargo on the conveyor .7 Ship/shore communications arrangements
systems and to the response time in the should be confirmed when completing the
event of an emergency stop. ship/shore safety checklist, giving all
necessary details and contact details for
both ship and terminal including:
.7.1 Language and terminology to be used.
.7.2 Location of telephones and terminal

offices, normal communications
MSC/Circ.1160
ANNEX
Page 22
procedures and telephone numbers.
.7.3 Emergency communications

procedures and telephone numbers.
.7.4 Designated port VHF Channels
.8 Clarify procedures for providing the duty

officer with the tonnage loaded and the
loading rate as required.
.9 Clarify arrangements for stops to carry out

draught checks.
.10 Clarify arrangements for reporting ship

damage by stevedores.
4.2.2 The following are considered important 4.2.2 The ship should provide the terminal with
procedures in respect of cargo unloading: its proposed unloading plan in advance of the
ship’s arrival.
.1 the terminal representative, when
proposing or accepting the initial 4.2.3 The terminal representative should
unloading plan, should advise the co-ordinate with the master and agree upon a plan
master of the nominal unloading rate before operations begin.
and the estimated time required for
each stage of the discharge; 4.2.4 Agreeing the unloading plan prior to
arrival simplifies matters for all concerned when
.2 the master should advise the hold order the ship does arrive, as there usually is little time
and the weight to be unloaded in each for the master to re-calculate the unloading plan
stage of the discharge; after the ship has arrived and is ready to
commence unloading.
.3 the terminal representative should give
the ship the maximum warning when it .1 Master should ensure that the terminal
is intended to increase, or to reduce, the representative is provided with accurate
number of unloading heads used; and information in good time so as the loader/
unloader operator can be notified of the
.4 communication arrangements between ship’s requirements.
ship and terminal should be capable of
responding to requests for information
on the unloading process, and of
prompt compliance in the event that the
master orders unloading to be
suspended.
MSC/Circ.1160
ANNEX
Page 23
4.3 Implementation 4.3

4.3.1 The loading or unloading plan should
be prepared in a form such as that shown in
appendix 2. Worked examples of this form are
also shown in appendix 2. A different form
may be used provided it contains the essential
information to meet the requirements of this
Code. The minimum information for this
purpose is that enclosed in the heavy line box
on the sample form.
4.3.2 The loading or unloading plan should

only be changed when a revised plan has been
prepared, accepted and signed by both parties.
Loading plans should be kept by the ship and
terminal for a period of six months.
4.3.3 A copy of the agreed loading or 4.3.3 Records should be maintained in

unloading plan and any subsequent accordance with any national requirements.
amendments to it should be lodged with the
appropriate authority of the port State.
Section 5 – Cargo loading and handling of ballast
5.1 General 5.1

5.1.1 When the cargo loading plan is agreed, 5.1.1 For guidance for avoidance of damage
the master and terminal representative should during cargo handling, see annex 2.
confirm the method of cargo operations so as
to ensure no excessive stresses on the hull, tank
top and associated structures, and exchange
information to avoid any structural damage to
the ship by cargo handling equipment.
5.1.2 The terminal representative should 5.1.2 Special care needs to be taken with heavy
alert the master, when the cargo is heavy, or cargoes such as iron ore, scrap iron, lead and
when the individual grab loads are large, that other concentrates.
there may be high, localized impact loads on
the ship's structure until the tank top is .1 The loader chute, spout or grab should be
completely covered by cargo, especially when kept as close to the tank top as possible
high free-fall drops are permitted. As such and loading should be started at a low rate
impacts have the potential for causing until the tank top in the loading area is
structural damage, special care should be taken covered with a layer of cargo. As the pile
at the start of the loading operation in each builds up on that area the cargo will roll
cargo hold. down the pile and slowly spread over the
rest of the tank top without any heavy
impact.
MSC/Circ.1160
ANNEX
Page 24
5.1.3 Monitoring of the cargo handling 5.1.3 Communications may be maintained by

operation, and effective communication all or any of the following:
between the terminal and ship, must be
maintained at all times, and especially during .1 Direct verbal contact between the
final trimming of the ship. designated ship’s officer and the terminal
representative.
.2 Portable radio communication between

designated officer, terminal representative
and/ or loader operator.
.3 Telephone and/or easily accessible Talk –

Back speakers on loader structure to
allow surveyor/designated ship's
officer/terminal representative speak
directly with loader operator during
trimming operations.
5.1.4 Any requirement for cargo trimming 5.1.4 The master, the terminal representative
should be in accordance with the procedures of and the loader operators at the load port should
the IMO Code of Safe Practice for Solid Bulk bear the unloading of the cargo in mind while
Cargoes (BC Code). they are loading the ship. They should, where
possible, avoid trimming cargo on to beams or
ledges from where it will be difficult or unsafe to
remove.
5.1.5 In order to effectively monitor the 5.1.5 Trimming pours:

progress of the cargo loading operation it is
essential for both the master and terminal .1 The loading belts should be run empty
representative to have readily accessible before the 90% survey if there is any
information on the total quantity loaded, as doubt about the quantity of cargo
well as the quantities per pour. remaining on them.
.2 Where applicable scale weights should be

checked against the draught survey
estimates of cargo loaded and cargo
remaining to be loaded, and allowances
made for the balance to be loaded.
.3 The quantity of cargo to be trimmed into

the fore and aft holds should be delivered
exactly as required to ensure the ship
finishes with the required fore and aft
draughts and trim. This will ensure it will
be able to depart from the load port and
proceed to and arrive at its unloading port
safely and with the required under keel
clearance.
MSC/Circ.1160
ANNEX
Page 25
5.1.6 On completion of loading, the master 5.1.6 The ship’s agent should assist in preparing
and the terminal representative should agree in the necessary documentation on completion of
writing that the ship has been loaded in loading.
accordance with the loading plan, including
any agreed variations.
5.2 Ship duties 5.2

5.2.1 The master should advise the terminal 5.2.1 If the ship cannot deballast at the rate
representative of any deviation from the agreed in the loading plan, or if deballasting is
deballasting plan or any other matter which causing the ship to list or trim incorrectly, the
may affect cargo loading. terminal representative should be informed in
good time and arrangements made for the
suspension of loading until the ship has resolved
the problem.
5.2.2 The ship should be kept upright or, if a 5.2.2

list is required for operational reasons, it
should be kept as small as possible.
5.2.3 The master should ensure close 5.2.3 It is prudent that a draught survey is
supervision of the loading operation and of the carried out with about 90% of the cargo loaded.
ship during final stages of loading. The master
should advise the terminal representative when
final trimming of the ship has to commence in
order to allow for the conveyor system run-off.
5.3 Terminal duties 5.3

5.3.1 The terminal representative should 5.3.1 The weight of the cargo being loaded
advise the master on any change to the agreed should be harmonized with the ballast water
loading rate and, at the completion of each being pumped out, so that both remain in step.
pour, the terminal representative should advise
the master of the weight loaded and that cargo .1 The rate of loading into the holds should
loading continues in accordance with the be maintained at a steady flow. The ship
agreed cargo plan. should be informed of any changes.
.2 The load plan is normally designed to

maintain the ship with a slight trim by the
stern in order to strip out the ballast.
5.3.2 The ship should be kept upright with 5.3.2 The ship should also ensure that the
the cargo distributed so as to eliminate any ballast is discharged in accordance with
twisting of the ship's structure. loading/unloading plan.
5.3.3 The terminal should use weight-meters 5.3.3 A one per cent error on a 70,000-tonne
which are well maintained and provide an cargo is 700 tonnes.
accuracy to within 1% of the rated quantity
required over the normal range of loading .1 If the weigh scale is reading lower than the
rates. The terminal should frequently monitor actual tonnage loaded, then the scale will
the weight of cargo that is being loaded and be reading 69,300 tonnes when there is
MSC/Circ.1160
ANNEX
Page 26
inform the ship so that it can be compared with 70,000 tonnes on board. If no allowance
the cargo loading plan and the ship's is made for this then it may not be
calculation by draught marks. possible to complete the trimming of the
ship as per cargo plan.
.2 The terminal should co-operate with the

master in carrying out the 90% draught
survey and determining any weight meter
error. Due allowance should then be
made when loading the remaining balance
of cargo.
Section 6 – Unloading cargo and handling of ballast
6.1 General 6.1

6.1.1 When the cargo unloading plan is 6.1.1 In addition to the avoidance of
agreed, the master and terminal representative structural damage to the ship, the health and
must confirm the method of cargo operations safety of ship and shore personnel should not
so as to ensure no excessive stresses on the be compromised by the adoption of any
hull, tank top and associated structures, unloading practice.
including any measures to reduce and eliminate
any structural damage to the ship by cargo .1 If the ship cannot be unloaded safely by
handling equipment. the normal unloading methods due to
design features of the particular ship or
the way in which the cargo was loaded,
then the master and terminal
representative should carry out a risk
assessment to identify a safe system of
work.
.2 Safety issues to be considered

include:
.2.1 Safe access for shore personnel;

gangways should be secure with
safety net fitted, adequately
illuminated and with safe access
from top of gangway to the deck.
.2.2 Access on deck to be confined to

the outboard side only. There
should be no access for anyone
on the inboard side of the ship
where unloading equipment is
working overhead.
.2.3 Hold access ladders should be

safe, secure and in good
condition.
MSC/Circ.1160
ANNEX
Page 27
.2.4 Hold access trunks should be

adequately lit.
.2.5 Adequate hold lighting. Holds

cannot be cleaned properly and
personnel cannot work safely if
the lighting provided by the ship
is inadequate.
.2.6 Adequate ventilation of holds.
.2.7 The risk of overhanging cargo

that could fall on personnel
working underneath.
.2.8 Provision of safe access to cargo

residue requires manual removal
from ship’s frames, pipes and
structures.
.2.9 Arrangements regarding ship’s

crew entering holds, or lowering
clean-up tools/equipment into
holds while shore personnel are
still working there.
.2.10 Arrangements for safe access to

and erection of guard railings
around hatch covers, where shore
personnel have to remove spillage
from top of hatch covers.
.2.11 Ship’s crew to ensure that hatch

covers are fully opened clear of
the line of the hatch coaming and
secured in position, so that grab
ropes/shackles cannot catch on
overhanging lips.
.2.12 Geared ships to have gear swung

outboard and lowered as much as
possible below the unloader
gantry.
.2.13 Hold manhole covers and bilge

cover plates should be secured
flush with the tank top. Paint
marks on the bulkhead indicating
their position are useful to
machine drivers.
MSC/Circ.1160
ANNEX
Page 28
.2.14 All personnel should keep well

clear of the area where the
unloader is working.
.2.15 Respiratory protection should be

worn by both ship and shore
personnel when handling dusty
cargo.
.2.16 Reporting of defects – any

apparent deficiency or hazard that
could affect the safety of
unloading operations should in
the first instance be reported to
the master.
.2.17 All lifting appliances and lifting

gear – whether provided by ship
or terminal, should be used in a
safe and proper manner, and have
current test and examination
certificates.
6.1.2 Monitoring and effective 6.1.2 Contact details and procedures should
communication between the terminal and ship be agreed and noted in the ship/shore safety
must be maintained at all times. checklist.
6.1.3 On completion of unloading, the master 6.1.3 Hold cleaning requirements are
and the terminal representative should agree in normally specified in the relevant charter party
writing that the ship has been unloaded in or contract of affreightment. The holds should
accordance with the agreed unloading plan, be cleaned to the master’s satisfaction in
with the holds emptied and cleaned to the accordance with the contractual requirements.
master’s requirements, and should record any
detected damage suffered by the ship. .1 Where the ship’s crew members have
commenced cleaning the holds as the
terminal completes unloading in each
one; the terminal, when appropriate and
in conformance with national
regulations, should assist the ship in
removing hold sweepings and
unloading all the available cargo
residue ashore.
6.1.4 In order to maintain an effective 6.1.4

monitoring of the progress of the cargo
unloading plan, it is essential for both the
master and the terminal representative to have
readily accessible information on the total
unloaded quantity as well as on the quantities
unloaded per hatch.
MSC/Circ.1160
ANNEX
Page 29
6.1.5 When ballasting one or more holds, 6.1.5 This applies to combination carriers,
master and terminal operator should take where holds must be adequately ventilated to
account of the possibility of the discharge of ensure that the atmosphere contains no
flammable vapours from the holds. Suitable flammable or noxious vapours, and is safe for
precautions* should be taken before any hot personnel and heavy machinery to work.
work is permitted adjacent to or above that Ref: ISGOTT (International Safety Guide for
space. Oil Tankers and Terminals) (Ch.12).
6.1.6 During the unloading of dry bulk cargo

it may be necessary to ballast one or more
holds to reduce the cargo air draught of the
ship. This is unlikely to introduce hazards if
the pipeline system has been well washed.
However if a pump or pipeline has not been
adequately washed, the ballasting operation
may discharge residual oil into the hold.
Atmospheric tests in the hold should therefore
be made before any hot work is carried out in,
adjacent to, or above a ballasted hold.
6.2 Ship duties 6.2

6.2.1 The master will advise the terminal 6.2.1
representative of any deviation from the
ballasting plan or any other matter which may
effect cargo unloading.
6.2.2 At the start and during all stages of 6.2.2 Further guidance is contained in
unloading cargo, the master should ensure that IMO Assembly resolution A.864(20),
frequent checks are made so that: Recommendations for entering enclosed spaces
aboard ships.
.1 cargo spaces and other enclosed spaces
are well ventilated, and persons are Special precautions should be taken and
allowed to enter them only after they Enclosed space entry procedures observed
have been declared safe for entry in where there is a risk of an unsafe atmosphere in
accordance with the guidelines ship’s holds, particularly where:
developed by the Organization;
.1 The cargo has been fumigated en
.2 the cargo is being unloaded from each passage.
hold in accordance with the agreed
unloading plan; .2 The cargo has oxygen depleting
characteristics.
.3 the ballasting operation is proceeding in
accordance with the agreed unloading .3 The cargo is liable to give off
plan; flammable or toxic vapours.
.4 the ship is securely moored, and that The terminal representative should be familiar
weather conditions are being monitored with the BC Code (Code of Safe Practice for
and local weather forecasts obtained; Solid Bulk Cargoes) recommendations for the
* Refer to the section on the operation of combination carriers in the International Safety Guide for Oil Tankers
and Terminals (ISGOTT).
MSC/Circ.1160
ANNEX
Page 30
specific cargoes that the terminal handles, and

.5 the ship’s draught is read regularly to also with the Material Safety Data Sheets
monitor the progress of the unloading; (MSDS) for those materials.
.6 the terminal representative is warned The terminal representative should ensure the
immediately if the unloading process master is made aware of:
has caused damage, has created a
hazardous situation, or is likely to do .1 Any local tidal or current conditions at
so; the berth that could affect the safe
mooring of the ship.
.7 the ship is kept upright, or, if a list is
required for operational reasons, it is .2 Details of any prevailing wind
kept as small as possible; and conditions that could affect the safety
of operations.
.8 the unloading of the port side closely
matches that of the starboard side in the .3 Any forecasts of extreme wind
same hold to avoid twisting the ship. conditions.
.4 Limiting wind or tidal conditions for

berthing/unberthing.
.5 Limiting wind conditions for loader/

unloader operation.
.6 Other conditions affecting operations

such as wave or swell conditions,
visibility, electrical storms.
.7 The effects of either heavy rainfall or

drought conditions on the berth or
approach channels.
Appropriate safety precautions should be taken

while reading ship’s draughts, including:
.1 Safe access along jetty edge.
.2 Wearing appropriate personnel

protective equipment (including but not
limited to life jacket, safety helmet,
safety boots, high visibility clothing,
respiratory protection, as necessary).
Hold inspections should be carried out as soon

as unloading of a hold is completed and it is
safe to enter.
Any stevedore damage reports should be

presented to the terminal representative
immediately to allow the claim to be verified
and agreement reached with the master
MSC/Circ.1160
ANNEX
Page 31
concerning the arrangements to be made for its

repair.
The terminal representative should be

informed if the ship is being listed due to the
distribution of ballast, or if there are problems
on board with pumping ballast.
6.2.3 The master should ensure close 6.2.3 The master should also ensure that:
supervision of the final stages of the unloading,
to ensure that all cargo is unloaded. .1 Adequate and proper hold lighting is
provided.
.2 Bilge cover plates are properly secured

so that they cannot be accidentally
dislodged during hold cleaning.
6.3 Terminal duties 6.3

6.3.1 The terminal representative should 6.3.1 See annex 5: Guidelines for unloading
follow the agreed unloading plan and should from the holds so as to minimize listing,
consult with the master if there is a need to twisting, stressing as a result of cargo handling.
amend the plan.
6.3.2 The ship is to be kept upright or, if a list 6.3.2 The cargo should be removed in a
is required for operational reasons, it is to be methodical pattern across the hold so that any
kept as small as possible. listing to one side and then the other is kept
small and is constantly being corrected.
6.3.3 The unloading of the port side closely 6.3.3 Where grab operations are carried out
matches that of the starboard side in the same in automatic or semi-automatic mode the
hold, to avoid twisting the ship. unloader operator should:
.1 Ensure the limits are set correctly for

every hold.
.2 That both ship and unloader are

monitored constantly for any deviation
from these limits.
.3 That the pattern followed by the grab is

systematic and even across the hold.
6.3.4 Unloading rates and sequences should 6.3.4 Where there is significant and
not be altered by the terminal unless by prior unavoidable delays to the unloading, or a
consultation and agreement between the master reduction in the expected rates due to
and the terminal representative. breakdowns or problems with the terminal
materials handling system, the master should
be informed and the plan amended as
necessary.
MSC/Circ.1160
ANNEX
Page 32
6.3.5 The terminal representative should 6.3.5

advise the master when unloading is
considered to be completed from each hold.
6.3.6 The terminal should make every effort 6.3.6 The master should inspect each hold as
to avoid damage to the ship when using soon as possible after the completion of
unloading or hold cleaning equipment. If unloading of cargo from the hold. Any
damage does occur, it should be reported to the damage found should be reported to the
master and, if necessary, repaired. If the terminal representative immediately.
damage could impair the structural capability
or watertight integrity of the hull, or the ship's
essential engineering systems, the
Administration or an organization recognized
by it and the appropriate authority of the port
State should be informed, so that they can
decide whether immediate repair is necessary
or whether it can be deferred. In either case,
the action taken, whether to carry out the repair
or defer it, should be to the satisfaction of the
Administration or an organization recognized
by it and the appropriate authority of the port
State. Where immediate repair is considered
necessary, it should be carried out to the
satisfaction of the master before the ship leaves
the port.
6.3.7 The terminal representative should 6.3.7

monitor the weather conditions and provide the
master with the forecast of any local adverse
weather condition.
MSC/Circ.1160
ANNEX
Page 33
ANNEX 1
PRE-ARRIVAL SHIP/SHORE EXCHANGE OF INFORMATION
An example of a bulk carrier ship/shore exchange of information
The table below indicates only an example and format for the exchange of information. Terminal
may require additional information, especially in the case of part-loaded ships and combination
carriers (further details of information to be exchanged may be found in section 3 of the
BLU Code). The table may be modified as appropriate by individual terminals.
Information to be provided by the master to the terminal in accordance with relevant

IMO guidelines regarding the Safe Loading and Unloading of Bulk Carriers.
INFORMATION RESPONSE
1 Ship Name Name ................................................
Call Sign /IMO Number / Flag Call Sign ...........................................
Port of Registry IMO No. ...........................................
Flag ...................................................
Port of Registry ................................
2 ETA Sea Pilots Date ..................................................

Time .................................................
3 Unloading Plan/Cargo Distribution or Please attach proposed plan.

Loading Plan
4 Arrival draughts and proposed departure Arrival: Foreward ....../Aft ......
draughts Departure: Foreward ....../Aft ......
5 Time required for ballasting/deballasting
6 Ship’s LOA / Beam /Displacement LOA ...................................... metres

Working length from forward coaming of Beam ..................................... metres
No.1 hatch to aft coaming of aft hatch Displacement ......................... tonnes
Working length ..................... metres
7 Gangway
If shore gangway is provided, can ship
provide secure landing place, safety net
and bulwark ladder?
8 Distance from waterline to hatch coaming
9 Number and kind of mooring lines

Number of enclosed fairleads foreward
and aft
10 Trimming requirements
MSC/Circ.1160
ANNEX
Page 34
Example of Checklist to Show Suitability for Loading/Unloading Solid Bulk

Cargoes
Master’s Comments
1 Cargo holds and hatch openings are suitable for
cargo operations
2 Holds are clearly numbered on hatch covers/

coamings
3 Hatch covers, hatch operating systems and safety

devices are in good operational condition
4 List indication lights, if fitted, have been tested prior

to arrival and are operational
5 If applicable, loading instrument is certified and

operational
6 Propulsion/auxiliary machinery is in good

operational order
7 Mooring equipment is in good functional order
Signed: Master Date:
MSC/Circ.1160
ANNEX
Page 35
Example of information toto be

be provided
provided by
by the
theTeTrE mRinMaIlNtA o LtheTM O aT stHerEinM accordance
ASTER inwith relevant
accordance
IMO relevant
with guidelines
IMOregarding the regarding
guidelines Safe Loadthe
ing Saanfde U
Lonalodaindginagnodf U
BunllkoaCdainrrgieorfsB
. ulk Carriers.
This may be modified as appropriate by individual terminals
terminals.
INFORMATION RESPONSE
1.0 Name of Berth to be used No.1 Berth
Which side alongside No.2 Berth
1.1 Estimated time of berthing 1 Berthing time ......................................................
1.2 Estimated time of 2. Estimated completion time .................................
completion
2.0 Unloading Equipment 1. Number of unloaders ...........................................
2. Nominal Rate ......................................................
3. Estimated times for each stage of unloading to be
agreed on arrival.
4. Cargo Air Draught of Unloaders .........................
2.1 Loading Equipment 1. Number of Loaders
2. Expected Rate No.1 Berth:
3. Expected Rate No.2 Berth:
4. Estimated times for each stage of loading to be
agreed on arrival.
5. Cargo Air Draught of Loaders ............................
3.0 Minimum depth of Water No.1 Berth : .......................................................... m
alongside No.2 Berth : .......................................................... m
Ships arriving on max. draughts to plan unloading so
ship raises on even keel for first 12 hours.
3.1 Water Density Depending on tide and weather.
4.0 Depths in Approach and Adequate at all times for all ships. Berthing times
Departure Channels restricted as follows:
No.1 Berth .................................................................
No.2 Berth .................................................................
4.1 Maximum allowable m/sec
docking speed
5.0 Pilotage Anchorage Pilots normally board at ............................................
(Pilot Station VHF) Ships awaiting a berth normally proceed direct to the
................................................................ Anchorage.
6.0 Maximum distance from Ships loading : ......................................... metres
waterline to top of hatch Ships unloading: ......................................... metres
coaming
7.0 Arrangements for
gangways and access
8.0 Tugs: Number available: .....................................................
Number normally required:.............................. Type
8.1 Line Boat Available Yes/No

9.0 Main Engine No.1 Berth: Immobilization permitted/not permitted
Immobilization alongside No.2 Berth: Immobilization permitted/not permitted
MSC/Circ.1160
ANNEX
Page 36
10.0 Grades of cargo to be Product A: ..................................................... tonnes

loaded Stowage factor on loading .........................................
Product B: ..................................................... tonnes

Stowage factor: .........................................................
Etc. etc.
11.0 Any advance information Draught Survey:
on proposed loading/ Ships arriving to load should preferably have ballast
unloading operations tanks either fully pressed up or empty.
Slow Deballasting: loading continues at normal rate
until ship requests loading stop.
11.1 1. Loading Plan 1. The Terminal’s preferred options are:
2. Unloading Plan
12.0 Travel limits of Terminal Maximum working distance from foreward end
equipment No.1 hatch to aft end of aft hatch:
No.1 Berth Unloader: .................................... metres
No.1 Berth Loader: ....................................... metres
No.1 Berth Unloader: .................................... metres
No.1 Berth Loader: ....................................... metres
13.0 Mooring Arrangements: Number of headlines or sternlines/breasts/springs:
14.0 Unusual mooring
requirements
Signed: Terminal Date:
Representative
MSC/Circ.1160
ANNEX
Page 37
ANNEX 2
AVOIDANCE OF DAMAGE DURING CARGO HANDLING
The traditional design and configuration of single-side skin bulk carriers presents obstacles to
safe and efficient cargo handling, especially discharge with grabs.
The usual types of damage that occur during grab discharge operations are grab and payloader
damage in the holds, damage to hatch coamings and covers, and damage to deck fittings and
equipment.
Grab damage in the holds can be classified into three categories:
1. Damage to ladders or coamings during free digging.

2. Damage to frames and hopper side during the second phase of digging.
3. Damage to the tank top during the third phase of digging.
Procedure Keypoint
1 Prevention of damage to ladders
.1 When free digging the Operator should: • Ladder may be buried under the cargo
with only the top section visible.
.1.1 Check for the location of sloping
ladders with intermediate platforms
extending into the hold space, check if
it is going to the outboard or inboard
side, and check for the location of
platforms. • Grab may topple over and strike the
ladder, so make due allowances.
.1.2 Check location of vertical ladders and
look out for intermediate platforms.
.1.3 Work carefully across each end of the

hold in turn, keeping clear of the
ladders until the cargo falls away and
the handrails and intermediate
platforms can be seen.
2 Prevention of damage to hoppers and sides
frames during 2nd phase • Grab from the highest point of the cargo
at all times.
.1 Grab evenly over the full area of the hold
to avoid development of steep banks in the • Any damage to the frames may affect
wings. the seaworthiness of the ship, and has to
be reported to the master.
.2 Do not pendulum swing the grab into the
wings so that it could strike the ship’s side • Avoid swinging the grab in at an angle,
shell frames. as the corner of the grab may strike the
hopper tank first. This will cause heavy
.3 Keep the grab straight and parallel to the indents or puncture holes in the tank
ship’s side. plate. (see Figures A & B)
MSC/Circ.1160
ANNEX
Page 38
.4 Do not land the grab on the hopper side

where bare steel is visible.
.5 Do not attempt to land the grab close to the

foreward and after bulkheads, as there may
be an outward sloping stool plate under the
cargo.
3 Prevention of damage to inner bottom plating Be particularly careful where there are
(tanktop) - 3rd phase mounds of cargo on the tank top. One side
of the grab will land safely on the cargo but
.1 Lower the grab carefully and evenly on to the other side may drop corner first on to
the tank top. Never drop the grab at speed. bare steel. If it lands heavily it can puncture
the tank top.
4 Prevention of damage to hatch coamings and This is caused by grab or rope contact with
covers the coamings or covers. Ship’s crew may:
.1 The operator should always check along • Leave covers slightly closed over the top
the line of hatches that the covers are of the coaming to prevent spillage
completely opened clear of the coaming. getting into the drain channels.
.2 The travel of the grab into the hold should • Fail to secure the open covers in place,
be controlled so that the grab and the grab which can allow them to roll closed.
trolley are in line as the grab is moving out
and down into the hold. This will ensure • Always be aware that the ship can move
that the swing is under control at all times. in or out, fore and aft, and up and down
due to wind, tide, movement of cargo
.3 When working in the wings the grab trolley and ballast, or crew adjusting mooring
should be positioned so that the grab ropes ropes.
and the grab itself are raised clear of the
coaming. • Raising or lowering the grab close to the
coaming may result in the grab or the
grab rope shackles catching on the lips
of the hatch cover. This will result in
the cover being lifted and dropped
heavily, causing major damage to the
coaming, the cover and the cover drive
mechanism.
•
Damage to the cross-joint sealing
arrangement could also occur.
5 Prevention of damage by payloader to bottoms Payloader drivers should:
of ladders, stool plates and bulkheads –
4th phase • Operate carefully around ladders and
projections. Remove material manually
In co-ordination with the master, the operator where necessary.
should be informed of:
• Avoid grinding the corners of the
.1 Location of the bottoms of ladders. payloader bucket along the bottom of
the bulkheads and hopper tanks, as this
MSC/Circ.1160
ANNEX
Page 39
.2 Location of any pipes or pipe guards. kind of heavy pressure can cause unseen
damage.
.3 Location of bilge covers plates.
• The master should point out the position
of any obstructions on the tank top. On
some ships the locations of bilge cover
plates are marked by a line of paint on
the bulkhead.
6 Prevention of damage to deck fittings and Geared Ships:

equipment
• Derrick and crane jibs not in use should
Before travelling the unloader to a new be lowered below the level of the
location. unloader boom.
.1 Check that the grab is well clear of all deck • As the ship rises up as the cargo is
fittings and equipment before moving. unloaded, the unloader operator should
always check that there is safe clearance
.2 Check that it is clear for the unloader to over all obstructions before attempting
long travel. to move the unloader. The unloader
boom should always be raised before
.3 When working close to the bridge front or moving if there is any doubt.
foremast make due allowances for aerials
and other obstructions to the unloader
boom and keep well clear.
7 Error inducing conditions
The following conditions may lead to operator • Never grab from the foreward and aft
error or misjudgement: ends of the holds without being sure of
where the ladders are.
.1 Overfilled or unevenly filled holds having
ladders and platforms buried under the • Do not work unless the cargo in the hold
cargo. is clearly visible.
.2 Environmental conditions – poor lighting, • All equipment faults should be reported

dust, glare, fog. to the terminal representative or relevant
maintenance person immediately.
.3 Mechanical or control problems on the
unloader – faulty grab controls, slipping • Unloader operation is a demanding job
winch brakes, slipping long travel brakes. that requires concentration and care.
Deficiencies and problems that distract
.4 Poor working conditions such as poor the operator should be rectified
conditions in the operator cab, faulty immediately.
indicators, inadequate means of
communications with ship and/or
co-workers, faulty seat, dirty windows.
MSC/Circ.1160
ANNEX
Page 40
Figure A (Section view)
Sides of grab when “across-ship” increase the risk of point impact damage to hopper and tank top
and this is more likely to happen when the grab is at an angle with the ship as it impacts with the
hopper.
Figure B (Plan view)
Foreward
Aft
Sides of grab when parallel to ship’s side impact more evenly distributed on hopper, but pose
more risk to stool plate
MSC/Circ.1160
ANNEX
Page 41
ANNEX 3
REPAIR OF DAMAGE INCURRED DURING LOADING AND UNLOADING
Guidelines for terminal representatives in responding to damage incidents
Procedure Key point

1 Reporting
In consultation with the master, report the damage to the

relevant authorities as described in the BLU Code.
2 Inspection Procedure Equipment required:

notebook, torch, camera,
1) Inspect damaged area together with master. measuring tape.
2) Look for signs of fresh metal or freshly broken welds
in the impact area.
3) Measure/estimate the damaged area, and length and
depth of any indents.
4) Check for signs of previous damage i.e. rusted broken
welds or rusted indents.
3 Minor Scrapes and Indents Alternatively agree a mutually

acceptable means of resolving
1) Photograph the required repair and estimate the cost. the issue with the ship’s
2) Arrange for repairs if necessary, safe and practicable. master. Ensure that such
agreement is fully documented
4 Damage to ladders, handrails, steps which cause safety

problems
In consultation with master and attending representative

from the relevant authority, arrange for repairs to be
carried out by a competent contractor.
5 Serious Damage Normally the ship’s

Classification Society
This includes holes in tank tops or wing tanks, hatch surveyor will be called in.
coaming or hatch cover damage, or damage to decks or
fittings essential to maintaining the seaworthiness of the
ship. Repairs will have to be carried out in accordance
with the requirements of the relevant authorities.
MSC/Circ.1160
ANNEX
Page 42
6 Requirements/Procedure Plates of 12, 16 mm, 18mm,

or 20mm grade 50D (or
In order to avoid or minimize any delays to the ship, the BS 4360/43 D or E) steel,
terminal or the specialist repair contractor should have: complete with relevant mill
certificates will meet most
1) Steel plate of suitable grade and size for ship repair requirements.
available: Have a list of the type of
2) A list of qualified welders, with certificates available. welding rods used.
7 Work Method Have a competent person

carry out an atmosphere test
Carry out the repair in accordance with the procedure and on the tank for explosive
method specified by the surveyor. The following key vapours/oxygen deficiency
points will normally have to be observed: before doing any
welding/burning or tank entry.
1) Ensure appropriate confined space entry and hot work Ensure gas detector is
procedures are followed before personnel begin any properly calibrated.
activities.
2) Where repair to a hatch cover is required, it should be
positively secured in position, and the edges of the
hatch cover cordoned off.
8 Signing Damage Report Forms In event of claims for damage

which did not occur at this
All damage reports should be signed and acknowledged. terminal: Record in terms such
as “in dispute, old damage, did
1) Where the damage is repaired, ensure the master not occur at this terminal”.
provides appropriate documentation acknowledging Acknowledge for “receipt
that the repair was completed to his satisfaction. only”.
2) If damage cannot be repaired duly note estimated cost
on the form, and attach signed notes of the agreement Where major damage is
reached with the master for the completion of the concerned the Terminal
repairs at another port or ship repair facility should appoint a competent
independent surveyor to act on
its behalf.
MSC/Circ.1160
ANNEX
Page 43
ANNEX 4
TRAINING OF TERMINAL PERSONNEL INVOLVED IN LOADING AND/OR

UNLOADING BULK CARRIERS
Loader/unloader operator training should include:
1. The general hazards of loading and/or unloading Bulk Carriers (ref. BLU Code (Code of
Practice for the Safe Loading and Unloading of Bulk Carriers) and BC Code (Code of
Safe Practice for Solid Bulk Cargoes))
2. The dangerous effect improper loading and/or unloading can have on a ship.
Practical aspects to be included in the training should include:
• The BLU Code so that they understand and appreciate both the obligations it places on their
terminal, and the limitations of the ships the terminal personnel are loading and/or
unloading.
• The correct operating instructions for the ship loader or unloader they are operating.
• A basic understanding of the mechanical and electrical components of the loader and/or
unloader such as travel drives, braking arrangements, ropes and rope care, grab/trolley
winches, conveyors, operating and wind limits, storm anchoring.
• Emergency procedures such as fire on ship, terminal, or loader and/or unloader; mooring
incidents, emergency stops.
• The correct techniques and patterns to be used to load or unload a ship, depending on the
type of and number of loaders or unloaders being used.
To load a ship:
Loader operators should have an appropriate understanding of how to:
• Distribute the cargo in each hold in accordance with the agreed cargo plan to ensure the
ship remains upright, and is neither stressed nor twisted.
• Ensure no hold is overloaded or overfilled, and that the ship can be safely trimmed on
completion.
• Ensure loading efficiency is maximized, as per the agreed loading/deballasting plan.
• Ensure safety and environmental protection procedures are followed.
• Ensure that good communications are maintained between the loader operator and the
designated ship’s officer, and between master and terminal representative.
MSC/Circ.1160
ANNEX
Page 44
To unload a ship:
Unloader operators should have an appropriate understanding of how to:
• Unload the cargo from each hold in accordance with the agreed unloading plan to ensure
that the ship remains upright and is not stressed or twisted.
• Remove the cargo from the holds by either grab or continuous unloader in a manner that
minimizes the risk of damage to the ship’s structure.
• Ensure that good communications are maintained between the unloader operator and the
designated ship’s officer, and between master and terminal representative.
• Assess the risks arising from cargo sticking in frames and on hopper sides and facilitate, if
possible, its safe removal without risk to the safety of terminal personnel and ship’s crew
members, or risk of damage to ship.
Terminal representative training
The terminal representative should:
1. Have a thorough understanding of the underlying principles related to the loading and/or
unloading of bulk carriers as described in the BLU Code.
2. Know how to implement all aspects of the BLU Code.
3. Understand and manage the ship/shore interface in relation to the operations and
limitations of the terminal, its cargo handling equipment and procedures, the planning,
control and monitoring of cargoes, relevant properties of the cargoes being handled,
berthing/mooring operations and emergency procedures.
The training, assessment and certification of trainees should be carried out by competent persons
within the framework of existing training standards and national health and safety legislation.
MSC/Circ.1160
ANNEX
Page 45
ANNEX 5
HAZARDS
Terminal representatives should be aware that the following hazards may be encountered at the
ship/shore interface during the loading and/or unloading of Solid Bulk Cargoes.
Hazard Possible sources or causes

Fall from heights • Gangways – typical Bulk Carrier gangways are unsuitable and
unsafe for use at many bulk terminals.
• Inadequate fencing of open holds and dangerous edges.
• Accessing/egressing ship’s holds.
• Removing cargo from stairs, ladders and side frames in ship’s
holds.
• Working on top of hatch covers.
• Weather conditions and tidal movements.
Moving equipment and • Movement of ship loaders and/or unloaders.
vehicles • Movement of mobile plant on terminal:
- Payloaders, skid steer loaders, tractors and trailers
- Cars, trucks and lorries
- Cranes and lift trucks.
• Operation of mobile plant in ships’ holds.
• Inadequate barriers at terminal edges where mobile plant is
operating.
Falling objects • Lifting and suspension of grabs.
• Material falling from grabs.
• Personnel on deck walking under the grab.
• Lifting and suspension of mobile plant from terminal to ship and
from hold to hold.
• Lifting and suspension of loading chutes, spouts and arms.
• Lifting and suspension of welding and other equipment into hold to
carry out damage repairs.
• Cargoes falling from ships’ hold structures, frames, beams, ledges
and ladders.
• Personnel lowering or raising equipment in and out of holds with
personnel still at work underneath.
• Personnel monitoring cargo operations standing too close to where
grab is working, and at risk of being struck by grab, or by a
breaking grab rope.
Slips, trips and falls • Wet or slippery surface from ice, cargo or oil spillage on ship or
terminal.
• Badly stowed ropes, hoses and equipment on ship or terminal.
• Unmarked obstacles on ship’s decks such as manhole covers,
securing eyes, safety stanchion sockets.
• Climbing and working on and around loose and unstable material
in ship’s holds.
• Personnel handling ship’s stores on terminal edge.
MSC/Circ.1160
ANNEX
Page 46

Fire or explosion • Dust created by certain cargoes may constitute an explosion
hazard.
• Flammable gases emitted by certain bulk cargoes may give rise to a
fire or explosion hazard.
• Incompatible materials which may react dangerously.
• Materials liable to spontaneous combustion.
• Bunkering operations.
• The use and refuelling of mobile plant in ships’ holds.
• Smoking and the use of naked flames.
• Hot work.
• Combination carriers including holds, pumps and pipelines not gas
free when unloading dry bulk, or with slop tanks or wing tanks not
inerted.
Hazardous substances • Dangerous goods.
• Cargoes liable to oxidation, oxygen reduction and emission of
toxic fumes, particularly when wet.
• Cargoes corrosive to skin and eyes, and to ships structures,
particularly when wet.
• Cargoes liable to cause oxygen depletion e.g. metals,
vegetable/fruit products, forest products.
• Accumulation of dangerous gases in cargo spaces or in adjacent
spaces. Failure to observe Confined Space Entry and Atmospheric
Testing procedures.
Health hazards due to • Dusty cargoes.
dust • Spillage from loading and/or unloading equipment.
• Incorrectly operated and/or maintained loading and/or unloading
equipment causing excessive dusting.
• Tipping and storage of cargo on terminal.
Strains and sprains • Manual handling such as shovelling, scraping of cargo in ship’s
holds.
• Operating mobile plant in ship’s holds.
• Operating grab unloaders and similar equipment.
• Handling mooring lines.
Tidal movements and • Gangway becoming unsafe.
wind conditions • Collision between loader and/or unloader and ship’s structure or
gear.
• Failure of unloader and/or loader braking system in high winds,
leading to collision with ship.
• Runaway of loader and/or unloader and/or transporter cranes in
high winds.
Berthing and moving • Collision between berthing ship and loader and/or unloader on
ships terminal.
• Breaking mooring lines – risk to personnel on ship and terminal
from “snap-back” effect.
• Passing ships.
MSC/Circ.1160
ANNEX
Page 47

Inadequately trained • Terminal, contractor or temporary employees assigned to work in
personnel terminal or on ship without adequate induction or job specific
training.
• Ship’s personnel unfamiliar with the ship, or with the ship's
operations.
Other activities that can • Failure of persons or organizations controlling different operations
occur on an around any to co-operate in ensuring a safe place of work. For example,
terminal inadequate control of the activities of personnel, contractors,
hauliers, visitors, other ships and port users.
MSC/Circ.1160
ANNEX
Page 48
ANNEX 6
EMERGENCY PROCEDURES
Every terminal should always have written procedures for dealing with emergency situations.
These should be summarized in the terminal’s information and regulation booklet, and should be
discussed by the terminal representative and the master of each ship on arrival.
Emergency situations that could occur should be assessed for each terminal, but typically should
include:
1. Fire on board ship.
2. Fire on the terminal.
3. Oil spillage and pollution.
4. Injuries.
The emergency plans should include:
1. Alarm signals for terminal and for ship.
2. Notifying the emergency services, including necessary contact points and list of
contact numbers.
3. Location of Muster Points.
4. Evacuation procedures.
5. First aid procedures.
6. Actions to be taken by both terminal and by ship in the event of:
.1 Fire or explosion on own ship, on another ship or terminal.

.2 Oil spillage.
.3 Ship breaking moorings.
.4 The necessity to rescue persons from holds, cranes or other plant.
.5 Other emergency.
7. Emergency communications procedures.
8. BC Code emergency schedules (EmS) or material safety data sheets (MSDS) or

for any materials possessing chemical hazards which are to be loaded or unloaded.
___________
4 ALBERT EMBANKMENT
LONDON SE1 7SR E
Telephone: 020 7735 7611
Fax: 020 7587 3210
IMO

20 May 2005
GUIDANCE ON TRAINING FAST RESCUE BOATS LAUNCH AND

RECOVERY TEAMS AND BOAT CREWS
1 The Maritime Safety Committee, at its eightieth session (11 to 20 May 2005), approved
amendments to Part A of the Seafarer’s Training, Certification and Watchkeeping (STCW) Code
for launching/recovery operations of fast rescue boats.
2 The Committee agreed that there is a need for seafarers involved with launching and
recovering fast rescue boats to be appropriately trained in the use of the equipment on board.
The initial onboard training requirements of seafarers involved with the launching and recovery
of fast rescue boats are set out at annex 1.
3 The Committee also agreed that limitations of shore-based training should be

supplemented by regular onboard training. This training would include, but not be limited to,
drills when weather conditions permit such exercises to be carried out safely. The ongoing
training requirements for fast rescue boat launch and recovery teams and boat crews are set out at
annex 2.
4 Member Governments are invited to bring this guidance to the attention of shipping
companies, shipowners, ship operators, shipmasters and all parties concerned.
***
MSC/Circ.1161
ANNEX 1
GUIDANCE ON TRAINING FOR FAST RESCUE BOATS LAUNCH AND

RECOVERY TEAMS AND BOAT CREW
Initial onboard training of seafarers involved with the launching and recovery of fast
rescue boats
1 Every person involved in the operation of launching and recovery equipment and
appliances of fast rescue boats should be required to demonstrate competence to undertake the
tasks and responsibilities which should include but not be limited to:
.1 assessment of the readiness of fast rescue boats, related launch equipment and
launch appliance as fitted, for immediate launch and operation;
.2 understand the operation of the winch, brakes, falls, painters, motion

compensation and other equipment as fitted;
.3 safety precautions during launching and recovery of a fast rescue boat; and
.4 procedures for launching and recovery of fast rescue boat in varying conditions.
2 The level of knowledge of the tasks and responsibilities detailed above should be
sufficient to enable the seafarer to perform launching and recovering duties in emergency
situations.
3 Records should be kept on the ship to show which crew members are proficient in the
launch and recovery of fast rescue boats.
***
MSC/Circ.1161
ANNEX 2
GUIDANCE ON TRAINING FOR FAST RESCUE BOATS LAUNCH AND

RECOVERY TEAMS AND BOAT CREW
Ongoing training for fast rescue boat launch and recovery teams and boat crews
1 Every person involved in the operation of launching and recovery equipment and
appliances of fast rescue boats or is a member of a fast rescue boat team should participate in
regular onboard training which would include, but not be limited to, drills when weather
conditions permit such exercises to be carried out safely.
2 The factors listed below are to be taken into account when conducting drills:
.1 The frequency and regularity of training is important and as far as is reasonable

and practicable, fast rescue boat systems and crews should be exercised weekly.
The interval between a complete launch and recovery drill should not exceed
3 months.
.2 To achieve maximum effectiveness it is important that both the launch and

recovery team, and the boat crew are aware of the limitations of the equipment as
fitted and are confident in its use. This can only be achieved by ongoing training
in varying conditions.
.3 So as not to expose the fast rescue boat crew to undue risk, the Masters/operators
of ships, in conjunction with the trainers, should take the following into account
while undertaking training in the launch and recovery of such craft:
.3.1 Master and person in charge of the fast rescue boat should consult prior to
any launch and give due consideration to:
.1 reliability, type and complexity of the fitted equipment;
.2 the proven level of expertise of the fast rescue boat crew as

demonstrated during exercises; and
.3 prevailing weather conditions.
3 Records should be kept on the ship with respect to fast rescue boat training on board
including the dates and time of drills, operational status of the ship, sea and weather conditions,
also together with names and duties of those participating in the drill.
____________
4 ALBERT EMBANKMENT
LONDON SE1 7SR E
Telephone: 020 7587 3152
Fax: 020 7587 3210
IMO

20 May 2005
GENERAL PRINCIPLES AND RECOMMENDATIONS FOR KNOWLEDGE,

SKILLS AND TRAINING FOR OFFICERS ON WING-IN-GROUND (WIG) CRAFT
OPERATING IN BOTH DISPLACEMENT AND GROUND EFFECT MODES
1 The Sub-Committee on Standards of Training and Watchkeeping, at its thirty-sixth session

(10 to 14 January 2005), recalled that Interim Guidelines for Wing-In-Ground (WIG) craft had
been issued through MSC/Circ.1054 and that amendments to the International Regulations for
Preventing Collisions at Sea, 1972, as amended, had been adopted through resolution A.910(22)
to reflect the operational aspects of Wing-In-Ground (WIG) craft.
2 The Sub-Committee on Standards of Training and Watchkeeping, at its thirty-sixth session

(10 to 14 January 2005) noting that these documents were intended for craft primarily engaged in
maritime operations and did not contain the knowledge, skills and training required for officers
manning such craft, developed General principles and recommendations for knowledge skills and
training for officers on Wing-In-Ground (WIG) craft to primarily assist Member governments in
developing their national requirements for qualification and certification of officers on a
WIG craft operating in both displacement and ground-effect modes.
3 The Maritime Safety Committee at its eightieth session (11 to 20 May 2005), having
considered the recommendations made by the Sub-Committee on Standards of Training and
Watchkeeping at its thirty-sixth session, endorsed the General principles and recommendations
for knowledge, skills and training requirements for officers on Wing-In-Ground (WIG) craft, as
set out in the annex.
4 Member Governments are invited to bring this circular to the attention of all concerned.
***
MSC/Circ.1162
ANNEX
GENERAL PRINCIPLES AND RECOMMENDATIONS FOR KNOWLEDGE,

SKILLS AND TRAINING FOR OFFICERS ON WING-IN-GROUND (WIG) CRAFT
OPERATING IN BOTH DISPLACEMENT AND GROUND EFFECT MODES
1 Preamble
Recommendations for qualification and certification of officers on a WIG craft were

developed taking into account the unique features of this new means of transport,
combining ship and aircraft features. The understanding of such unique complexity of a
WIG craft was needed to use different combinations of maritime and aviation
qualifications and relevant knowledge, skills and training methods. Since WIG craft
operate mainly in marine environment, officers have to be provided with knowledge,
skills and training, equivalent to those established in the STCW Convention for officers
on conventional ships.
These recommendations are intended to assist Member governments to develop their

national requirements for qualification and certification of officers on a WIG craft
operating in both displacement and ground-effect modes.
2 General principles, recommendations and requirements for qualification of officers

on Wing-In-Ground (WIG) craft
.1 Officers on a WIG craft should preferably have a base qualification attained under
either the international maritime or aviation qualification systems.
.2 In addition to the base qualification, officers on a WIG craft should undertake

training and have demonstrated appropriate knowledge and skills in accordance
with these Recommendations, to the satisfaction of the Administration or a body
authorized to act on behalf of the Administration.
.3 Completion of these requirements should be signified by issue of a special

qualification which takes into account the particular features of a WIG craft, in
general and specifically the WIG craft models for which the officer is type-rated,
together with any geographic limitations on the officer’s operation of a WIG craft.
.4 Where a particular aspect of these Recommendations is not relevant to the

WIG craft or operational area for which an officer is certificated, the
Administration may waive that aspect provided that details of the waiver are
shown on the special qualification issued to the officer.
3 General requirements regarding base qualification
.1 A maritime base qualification referred to in paragraph 2.1 should meet the

requirements listed in the International Convention on Standards of Training,
Certification and Watchkeeping for Seafarers, 1978, as amended. Similarly, an
aviation base qualification should meet the requirements of the International Civil
Aviation Organization (ICAO), listed in the Chicago Convention on International
Civil Aviation, 1944, as amended.
MSC/Circ.1162
ANNEX
Page 2
.2 Base qualification(s) recognized for issue of a special qualification should certify

the officer for performance of functions on a ship or aircraft, having
approximately equal or higher characteristics of weight, engine power, passenger
capacity, range, etc., as the WIG craft for which the officer is certificated. The
special qualification should not certify the officer for a higher rank on board a
WIG craft than that corresponding to the base qualification(s).
.3 The Administration may reduce the period of seagoing service on conventional

ships required for obtaining a certificate of marine base qualification if the
candidate is to work only on a WIG craft.
.4 For the purposes of these recommendations, WIG craft may be classified by

maximum take-off weight (displacement) as follows:
- up to 10 tonnes (small);
- from 10 tonnes up to 500 tonnes (medium); and
- more than 500 tonnes (large).
.5 The base qualifications of officers on WIG craft of Types A and B (as defined in
the Interim Guidelines for a WIG craft (MSC/Circ.1054)) should preferably be
marine qualifications e.g., as master, chief mate, officer in charge of a
navigational watch etc.
.6 Aviation base qualifications are not preferred for officers on Type A WIG craft
but can be accepted where the Administration is satisfied that the candidate
possesses the required knowledge and skills. It should be noted that IMO and
ICAO (MSC 77/21/1) have agreed that operations in fly-over mode rest within
joint maritime/aviation jurisdiction, while those in flight mode are within aviation
jurisdiction.
.7 For service on WIG craft of Types A and B, officers having an aviation base
qualification should have satisfactorily completed an approved course of marine
training and received a certificate, according to the requirements of the
1978 STCW Convention, at least in following areas of marine knowledge:
- GMDSS Radio (General Operators’ Certificate (GOC) or Restricted

Operators’ Certificate (ROC) as appropriate);
- ARPA;
- ECDIS;
- AIS
- Basic and/or Advanced Fire fighting;
- Survival;
- First aid and/or medical training;
- Human Factors /Bridge Resource Management;
- High-Speed Craft operations;
- Passenger handling; and
- Planning and conduct of local pilotage.
MSC/Circ.1162
ANNEX
Page 3
4 General requirements for a special qualification taking into account the specific
features of a Wing-In-Ground (WIG) craft
.1 The quantity and content of training provided for the officer and the special
qualification reflecting the knowledge and skills attained should cover all aspects
of the officer’s performance of operational and safety functions on a WIG craft.
.2 The required period of seagoing service on a WIG craft for the candidate to obtain
the special qualification for officer on a WIG craft should be sufficient to ensure
his satisfactory performance of the safety functions on a WIG craft and should be
commensurate with aviation standards.
.3 To obtain the special qualification, an officer should be trained and assessed on at

least the following areas of special knowledge:
- WIG craft aerodynamics and hydrodynamics;

- WIG craft structure, construction and maintenance;
- WIG craft seamanship;
- High-speed, low altitude navigation;
- Displacement, transitional and planning modes;
- Take-off and landing in various conditions;
- Cruise flight in ground effect mode;
- Ramping and amphibian mode (for amphibious WIG craft);
- Berthing and towing;
- Distribution of weight (passengers/ cargo, inertia, and stability);
- Extreme situations;
- Propulsors, engines and machinery of WIG craft;
- WIG craft instrumentation (flight, navigation, communications, engines, etc.);
- WIG craft systems (fuel, electrics, hydraulics, air conditioning, plumbing, etc.);
- WIG craft life-saving and emergency systems and procedures;
- Human factors in WIG craft operation (alertness, anticipation, risk
awareness, etc.);
- Rules relating to crew qualifications and their validity;
- Rules relating to medical fitness and its validity;
- Operational rules;
- Departure checks;
- Crew personal human factor checks;
- Refueling/bunkering;
- Loading and unloading of passengers and cargo; and
- Documentation.
.4 Details of these requirements, presented as an example for the officer in charge of

a navigational watch for Types A and B medium size WIG craft operating in both
displacement and ground-effect modes are given in the attached table. It should
also be noted that the corresponding requirements for small and large WIG craft
have not yet been developed.
MSC/Circ.1162
ANNEX
Page 4
TABLE
Specification of minimum standard of competence for officers in charge of a navigational watch on

Wing-In-Ground (WIG) craft of takeoff weight from 10 tonnes up to 500 tonnes
Function: Navigation at the operational level

COMPETENCE KNOWLEDGE, UNDERSTANDING AND PROFICIENCY METHODS FOR CRITERIA FOR EVALUATING
DEMONSTRATING COMPETENCE
COMPETENCE
Aerodynamic and Knowledge of theoretical base of aero- and hydro-dynamic theory of WIG craft. Examination Correct understanding of fundamental theory
hydrodynamic Classification of supporting forces, aero-hydro static and dynamic forces. and the skill to competently apply that
principles applicable knowledge in the operation of a WIG craft.
to WIG craft Understanding of physics of planning, formation of a lift force on a wing, static and
dynamic air cushion, the phenomenon of a ground effect and the effect of altitude on its
action.
Knowledge of operational modes of a WIG craft and the forces acting on structural
elements of WIG craft in the various modes.
Knowledge of basics of buoyancy, stability, subdivision, resistance, seaworthiness,

maneuverability, roll and motion stability of WIG craft.
Structure, Knowledge of all structural elements of a WIG craft and of the factors influencing their Examination Skill to competently apply the required
construction and maintenance in working condition. knowledge in the operation of a WIG craft.
maintenance of WIG
craft Knowledge of the general arrangement of a WIG craft, including the location and
function of significant components and accessibility / maintenance requirements.
Knowledge and operation of WIG craft engines, machinery and systems including fuel,
electrics, hydraulics, air conditioning, steering, control surfaces and, where fitted, air Plant, auxiliary machinery, equipment and
cushion supplementation. control systems are operated in accordance with
technical specifications and within safe
Knowledge of refueling/bunkering operations. operating limits at all times.
MSC/Circ.1162
ANNEX
Page 5

COMPETENCE
Features of planning Navigation of a WIG craft Examination and assessment The information obtained from navigational
and conduct of a of evidence obtained from charts and publications is relevant, interpreted
voyage and position Within the framework of present laws, skill to plan a voyage and to conduct local one or more of the correctly and properly applied. All potential
determination pilotage taking account of the features of a WIG craft, including operational modes, following: navigational hazards are accurately identified.
controllability in each mode, high speed, capability of movement on shallow water and
outside of shipping lanes established for conventional ships, seaworthiness and weather 1. approved in-service Ability to use all available methods of position
limitations, WIG craft-specific hazards (e.g. bird strike), etc. experience fixing for which the WIG craft is equipped.
The primary method selected for fixing the
Skill in a cruise mode to quickly determine the position using all methods of position- 2. approved training WIG WIG craft's position is the most appropriate to
fixing and navigation for which the WIG craft is fitted, both traditional and electronic, craft experience the prevailing circumstances and conditions.
including terrestrial, celestial and satellite-based types.
3. approved simulator The position is determined within the limits of
Knowledge of legal status of WIG craft relative to conventional craft within both training, where acceptable instrument/system errors.
maritime and aviation jurisdictions and of operational precautions in place to cover the appropriate
jurisdictional interface. The reliability of the information obtained from
4. approved laboratory the primary method of position fixing is
Control systems on a WIG craft equipment training checked by other available methods at
appropriate intervals.
Knowledge of control systems of engines and propulsors, and control surfaces for
attitude, altitude and heading including rudders, flaps, ailerons, etc. Calculations and measurements of navigational
information are accurate.
Knowledge of automatic control systems.
Selection of operational modes permissible
Knowledge of operational procedures and change-over from manual to automatic according to the certification of both the officer
control and vice-versa. Adjustment of controls for optimum performance. and the type categorization of the WIG craft.
Selection of the most suitable control mode and

settings for the prevailing weather, sea and
traffic conditions and intended manoeuvres.
Meteorology
Ability to obtain and apply the relevant meteorological information taking into account Meteorological information is correctly
the operational limitations of a WIG craft. obtained, interpreted and applied.
MSC/Circ.1162
ANNEX
Page 6

COMPETENCE
Maintain a safe Watchkeeping Examination and assessment Knowledge and skills on watchkeeping to
navigational watch of evidence obtained from ensure a level of safety on a WIG craft
Thorough knowledge of the content, application and intent of the International one or more of the equivalent to that required in the STCW Code.
Regulations for Preventing Collisions at Sea, the rights and responsibilities of a WIG following:
craft in relation to other vessels.
.1 approved in-service
Knowledge of features of watchkeeping on a WIG craft. experience
Knowledge of effective procedures of WIG craft bridge team work. .2 approved training WIG
craft experience
Knowledge of capabilities of WIG craft to diverge from traditional patterns of ships
operations and operational areas. Skill to assess a situation and to decide upon an .3 approved simulator
acceptable solution. Knowledge of the dangers of, or associated with, manoeuvres training, where
unique to WIG craft. appropriate
The use of routeing in accordance with the General Provisions on Ships’ Routeing. .4 approved laboratory
equipment training
Knowledge of use of radio for safe operations under the GMDSS, including VHF as GOC or ROC as appropriate.
available.
Use of radar and Radar and electronic navigation Assessment of evidence Information obtained from radar, ARPA,
ARPA (Automatic obtained from approved ECDIS and AIS is correctly interpreted and
Radar Plotting Aids), Knowledge of the fundamentals of radar, ARPA, ECDIS and AIS as installed on a WIG radar simulator, ARPA, analysed taking into account the limitations of
Electronic Charts craft. ECDIS and AIS simulator the equipment and prevailing circumstances and
Display and training plus in-service conditions.
Information Systems Ability to operate such aids and to interpret and analyse information obtained from this experience
(ECDIS) and equipment, including the following: Knowledge and skills ensure level of safety a
Automatic WIG craft, equivalent to that required in the
Identification of Performance including: STCW Code.
Systems (AIS) .1 factors affecting performance and accuracy
.2 setting up and maintaining displays
.3 detection of misrepresentation of information, false echoes, sea return, etc., racons
and SARTs
MSC/Circ.1162
ANNEX
Page 7

COMPETENCE
Use including:
1. range and bearing; course, speed and identity of other ships; time and distance of
closest approach of crossing, meeting, overtaking ships
2. identification of critical echoes; detecting course and speed changes of other ships;
effect of changes in own craft’s course or speed or both
3. application of the International Regulations for Preventing Collisions at Sea
4. plotting techniques and relative and true motion concepts
5. parallel indexing
Knowledge of principal types of ARPA/ECDIS/AIS on a WIG craft, their display

characteristics, performance standards and the dangers of over reliance on
ARPA/ECDIS/AIS.
Ability to operate and to interpret and analyse information obtained from displays,
including:
1. system performance and accuracy, tracking capabilities and limitations, and
processing delays
2. use of operational warnings and system tests
3. methods of target acquisition and their limitations
4. true and relative vectors, graphic representation of target information and danger areas
5. deriving and analysing information, critical echoes, exclusion areas and trial
manoeuvres
Respond to Emergency procedures Examination and assessment The type and scale of the emergency is
emergencies of evidence obtained from promptly identified.
Knowledge of precautions to be taken for the protection and safety of WIG craft one or more of the
passengers in emergency situations. following: Initial actions and, if appropriate, manoeuvring
1. approved in-service of the craft are in accordance with contingency
Knowledge of action to be taken in emergency landing. experience plans and are appropriate to the urgency of the
2. approved training WIG situation and nature of the emergency.
Knowledge of arrangements for towing and being towed. craft experience
3. approved simulator
Knowledge of initial action to be taken following a collision or a grounding; initial training, where
damage assessment and control. appropriate
4. practical training
MSC/Circ.1162
ANNEX
Page 8

COMPETENCE
Appreciation of the procedures to be followed for rescuing persons from the sea,
assisting a ship in distress, responding to emergencies which arise in port.
Respond to a distress Participation of a WIG craft in search and rescue Examination and assessment The distress or emergency signal is immediately
signal at sea of evidence obtained from recognized.
Appreciation of assistance that a WIG craft can provide in a search and rescue practical instruction
incident. Contingency plans and instructions in standing
orders are implemented and complied with.
Knowledge of the contents of the International Aeronautical and Maritime
Search and Rescue (IAMSAR) Manuals.
Transmit and receive Visual signalling Examination and assessment Communications within the operator's area of
information by of evidence obtained from responsibility are consistently successful.
visual signalling Ability to transmit and receive signals by Morse light. practical instruction
Ability to use the International Code of Signals.

Manoeuvre the WIG WIG craft manoeuvring and handling Examination and assessment Safe operating limits of WIG craft
craft Knowledge of: of evidence obtained from propulsion, steering and power systems are
1. methods of a WIG craft control and maneuvering in displacement, transitional and one or more of the not exceeded in normal manoeuvres.
planing modes in various weather conditions following:
2. methods of WIG craft control during takeoff and landing in various weather 1. approved in-service Appropriate choice of modes of WIG craft
conditions experience operation, change of its course, altitude and
3. methods of WIG craft control and maneuvering in cruise flight under ground effect 2. approved training speed promotes maintenance of safety of
in various weather conditions WIG craft experience operation.
4. methods of WIG craft control and manoeuvring over land, landing on water and 3. approved simulator
while returning from water to shore (for amphibious WIG craft only) training, where WIG craft is operated and maintained within a
5. influence of displacement (takeoff weight), center of gravity position, wind, sea appropriate safe operating envelope.
state, methods of control by propulsors and by control surfaces during 4. approved training on a
takeoff/landing, on turning circle diameter and on stopping distance of WIG craft in manned scale craft
various operational conditions model where
6. manoeuvres and procedures for the rescue of person overboard and rendering appropriate
assistance to a survival craft
7. proper procedures for anchoring, berthing and mooring
MSC/Circ.1162
ANNEX
Page 9
Function: Passenger operations, cargo handling and stowage at the operational level
COMPETENCE KNOWLEDGE, UNDERSTANDING AND METHODS FOR CRITERIA FOR EVALUATING COMPETENCE
PROFICIENCY DEMONSTRATING
COMPETENCE
Monitor the safety of Embarkation, accommodation and disembarkation of Examination and assessment Passengers and cargo operation are carried out in accordance with the cargo
passengers during passengers. Cargo handling, stowage and securing of evidence obtained from one plan or other documents and established safety rules/regulations, equipment
embarkation, seating, or more of the following: operating instructions and shipboard stowage limitations.
conduct of voyage and Knowledge of the rules of embarkation, 1. approved in-service
disembarkation. accommodation and disembarkation of passengers on experience The handling of dangerous, hazardous and harmful cargoes complies with
Monitor the loading, a WIG craft. 2. approved training WIG international regulations and recognized standards and codes of safe
stowage, securing, care craft experience practice.
during the voyage and Knowledge of human factors relating to passengers. 3. approved simulator
the unloading of cargoes training, where appropriate Communications are clear, understood and consistently successful.
Knowledge of the effect of passengers and cargo,
including heavy items, on the air- and sea-worthiness
and stability of the craft on the water.
Knowledge of the safe handling, stowage and securing

of cargoes on a WIG craft including bulk cargoes and
dangerous, hazardous and harmful cargoes and their
effect on the safety of life and of the craft.
Ability to establish and maintain effective

communications during embarkation, seating and
disembarkation of passengers and the loading,
securing and discharging of cargoes.
MSC/Circ.1162
ANNEX
Page 10
Function: Controlling the operation of the craft and care for persons on board at the operational level
COMPETENCE KNOWLEDGE, UNDERSTANDING METHODS FOR CRITERIA FOR EVALUATING COMPETENCE

AND PROFICIENCY DEMONSTRATING
COMPETENCE
Inspect and report defects Ability to conduct pre-departure checks. Examination and assessment The inspections are carried out in accordance with laid down procedures
and damages to WIG of evidence obtained from and defects and damage are detected and properly reported.
craft, including structure, Knowledge of, and ability to explain where to look one or more of the following:
external and internal for damage and defects most commonly encountered 1. approved in-service Where no defects or damages are detected, the evidence from testing and
openings and their means due to: experience examination clearly indicates adequate competence in adhering to
of closure, cargo spaces, 1. loading and discharging operations 2. approved training WIG procedures and ability to distinguish between normal and defective or
machinery, systems and 2. corrosion and other structural degradation and craft experience damaged parts of the WIG craft.
equipment 3. severe weather conditions.
Ability to state which parts of the WIG craft are to be

inspected each time in order to cover all parts within
a given period of time.
Ability to identify those elements of the craft

structure which are critical to the safety of the WIG
craft.
State the causes of corrosion and other structural

degradation in components of WIG craft and how
such degradation can be identified and prevented.
Knowledge of procedures on how the inspections

shall be carried out.
Ability to explain how to ensure reliable detection of

defects and damages.
MSC/Circ.1162
ANNEX
Page 11

COMPETENCE
Maintain seaworthiness WIG Craft stability Examination and assessment The stability conditions comply with the intact stability criteria applicable to
of the WIG craft of evidence obtained from the WIG craft under the Interim Guidelines for WIG craft under all
Working knowledge and application of stability, trim one or more of the following: conditions of loading.
and stress tables, diagrams and stress calculating 1. approved in-service
equipment. experience Actions to ensure and maintain the watertight integrity of the WIG craft are
2. approved training WIG in accordance with accepted practice.
Understanding of fundamental actions to be taken in craft experience
the event of partial loss of intact buoyancy. 3. approved simulator
training, where
Understanding of the fundamentals of watertight appropriate
integrity.
WIG Craft construction
General knowledge of the principal structural

members of a WIG craft and the proper names for the
various parts.
Ensure compliance with Prevention of pollution of the marine environment and Examination and assessment Procedures for monitoring WIG craft operations and ensuring compliance
pollution prevention anti-pollution procedures of evidence obtained from with MARPOL requirements are fully observed.
requirements one or more of the following:
Knowledge of the precautions to be taken to prevent 1. approved in-service
pollution of the marine environment. experience
2. approved training WIG
Anti-pollution procedures and all associated craft experience
equipment.
Prevent, control and fight Fire prevention and fire-ftghting appliances Assessment of evidence The type and scale of the problem is promptly identified and initial actions
fires on board obtained from approved conform with the emergency procedure and contingency plans for the WIG
Knowledge of fire prevention. fire-fighting training and craft.
experience in accordance
Ability to organize fire drills. with STCW Code A-VI/3.1 Evacuation, emergency shut-down and isolation procedures are appropriate
to 3.4 to the nature of the emergency and are implemented promptly.
Knowledge of classes and chemistry of fire.
MSC/Circ.1162
ANNEX
Page 12

COMPETENCE
Knowledge of fire-fighting systems on a WIG craft. The order of priority, and the levels and timescales of making reports and
informing personnel on board, are relevant to the nature of the emergency
Knowledge of action to be taken in the event of fire and reflect the urgency of the problem.
including fires involving oil and fuel systems.
Operate life-saving Life-saving Assessment of evidence Actions in responding to abandon WIG craft and survival situations are
appliances obtained from approved appropriate to the prevailing circumstances and conditions and comply with
Ability to organize abandon WIG craft drills and training and experience in accepted safety practices and standards.
knowledge of the operation of survival craft and their accordance with STCW Code
launching appliances and arrangements, and their A-VI/2.1 to 2.4
equipment including radio life-saving appliances,
satellite EPIRBs, SARTs, immersion suits and thermal
protective aids.
Knowledge of survival at sea techniques.
Apply medical first aid Medical aid Assessment of evidence The identification of probable cause, nature and extent of injuries or
obtained from approved conditions is prompt and treatment minimizes immediate threat to life.
Practical application of medical guides and advice by training in accordance with
radio, including the ability to take effective action STCW Code A-VI/4.1 to 4.3
based on such knowledge in the case of accidents or
illnesses that are likely to occur during WIG craft
operation.
Monitor compliance with Basic working knowledge of the relevant IMO Assessment of evidence Legislative requirements relating to safety of life at sea and protection of the
legislative requirements Conventions concerning safety of life at sea protection obtained from examination or marine environment are correctly identified.
of the marine environment. approved training
Knowledge of the crew qualification, medical and

validity requirements.
Knowledge of the operational rules for WIG craft.
Knowledge of the documentation required for WIG

craft operation.
MSC/Circ.1162
ANNEX
Page 13

COMPETENCE
Security Ensure the security of WIG craft operations both on Examination and assessment Security is ensured on operations both on board the WIG craft and at bases
board the WIG craft and at bases and embarkation of evidence obtained from and embarkation points.
points. examination or approved
training in accordance with
ISPS Code requirements for
Ship Security Officer (SSO)
Understand and apply Understanding and application of Human Factors for Assessment of evidence An understanding of both the existence and underlying causes of Human
Human Factors for WIG WIG craft operations including: obtained from examination or Factors and of the appropriate operating principles and procedures that will
craft operations 1. Fatigue management and maintaining alertness approved training enable the WIG craft officer to minimize their effects.
2. Need for anticipation in high-speed operation
3. Risk awareness and assessment
4. Application of Bridge Resource Management with
other officers, crew and personnel involved in
WIG craft operation
5. Crew personal Human Factor checks.
___________
4 ALBERT EMBANKMENT
LONDON SE1 7SR E
Telephone: 020 7587 3152
Fax: 020 7587 3210
IMO
Ref. T2/4.2.1 MSC/Circ.1163

20 May 2005
INTERNATIONAL CONVENTION ON STANDARDS OF TRAINING,

CERTIFICATION AND WATCHKEEPING FOR
SEAFARERS (STCW), 1978, AS AMENDED
Parties to the International Convention on Standards of Training, Certification and

Watchkeeping for Seafarers (STCW), 1978, as amended, confirmed by the Maritime
Safety Committee to have communicated information which demonstrates
that full and complete effect is given to the relevant provisions
of the Convention
1 The Maritime Safety Committee (MSC), at its eightieth session (11 to 20 May 2005),
received reports by the Secretary-General pursuant to regulation I/7, paragraph 2 of the International
Convention on Standards of Training, Certification and Watchkeeping for Seafarers (STCW
Convention), 1978, as amended. The reports were in respect of those STCW Parties, whose
information had not been fully evaluated previously and in time for them to be considered by
MSC 79. A list of the STCW Parties which had communicated information that demonstrated that
they were giving full and complete effect to the relevant provisions of the Convention at that session
of the Committee, together with those which had previously been confirmed by MSC 79 (1 to
10 December 2004), MSC 78 (12 to 21 May 2004), MSC 77 (28 May to 6 June 2003), MSC 76 (2 to
13 December 2002), MSC 75 (15 to 24 May 2002), the Committee’s first extraordinary session (27
and 28 November 2001), MSC 74 (30 May to 8 June 2001) and MSC 73 (27 November to
6 December 2000), was promulgated by means of MSC/Circ.1134 dated 10 December 2004.
2 MSC 80 noted that, in preparing the reports required by STCW regulation I/7, paragraph 2,
the Secretary-General had solicited and taken into account the views of competent persons selected
from the list established pursuant to paragraph 5 of section A-I/7 of the STCW Code and circulated
as MSC/Circ.797, as revised from time to time.
3 In accordance with STCW regulation I/7, paragraph 3, MSC 80 confirmed one further STCW
Party, additional to those listed in MSC/Circ.1134, which had communicated information
demonstrating that it was giving full and complete effect to the relevant provisions of the
STCW Convention, as amended. The list at annex contains those STCW Parties confirmed by
the Committee at its seventy-third, seventy-fourth, first extraordinary, seventy-fifth,
seventy-sixth, seventy-seventh, seventy-eighth, seventy-ninth and eightieth sessions. The
Committee noted that, as the process of communicating and evaluating information is continuing,
further Parties may be added to the list at annex at subsequent meetings.
4 The Committee draws the attention of maritime administrations, shipowners, ship operators
and managers, ship masters and other parties concerned to the following:
I:\CIRC\MSC\1163.DOC
MSC/Circ.1163 -2-
.1 not all of the STCW Parties listed at annex provide seafarer training, and some of
those Parties listed may only provide a limited range of training; and
.2 the fact that a Party is listed in the annex does not relieve those concerned of their
obligations under the STCW Convention.
5 As Parties are entitled to accept, in principle, certificates issued by or on behalf of Parties

identified in the list at annex, and a position on that list is one of the necessary measures used by
many Administrations for the issue of endorsements in compliance with STCW regulation I/10, the
attention of port State control officers is drawn to the fact that this circular was issued on
20 May 2005 and, therefore, some seafarers may, for practical reasons, not hold certificates with
such endorsements.
***
MSC/Circ.1163
ANNEX

Watchkeeping for Seafarers (STCW), 1978, as amended, confirmed by the Maritime
Safety Committee to have communicated information which demonstrates
that full and complete effect is given to the relevant provisions
of the Convention
Algeria Ghana Peru

Antigua and Barbuda Greece Philippines
Argentina Honduras Poland
Australia Hungary Portugal
Azerbaijan Iceland Qatar
Bahamas India Republic of Korea
Bahrain Indonesia Romania
Bangladesh Iran (Islamic Republic of) Russian Federation
Barbados Ireland Saint Vincent and the Grenadines
Belgium Italy Samoa
Belize Israel Saudi Arabia
Brazil Jamaica Senegal
Brunei Darussalam Japan Singapore
Bulgaria Jordan Slovak Republic
Cambodia Kiribati Slovenia
Canada Kuwait Solomon Islands
Cape Verde Latvia South Africa
Chile Lebanon Spain
China* Liberia Sri Lanka
Colombia Lithuania Sweden
Comoros Luxembourg Switzerland
Côte d'Ivoire Madagascar Syrian Arab Republic
Croatia Malaysia Thailand
Cuba Maldives Tonga
Cyprus Malta Trinidad & Tobago
Czech Republic Marshall Islands Tunisia
Democratic People’s Mauritius Turkey
Republic of Korea Mexico Tuvalu
Denmark** Micronesia (Federated States of) Ukraine
Dominica Morocco United Arab Emirates
Ecuador Mozambique United Kingdom*****
Egypt Myanmar United Republic of Tanzania
Estonia Netherlands*** United States
Ethiopia New Zealand**** Uruguay
Fiji Nigeria Vanuatu
Finland Norway Venezuela
France Pakistan Viet Nam
Georgia Panama Yugoslavia
Germany Papua New Guinea
___________
* Includes: Hong Kong, China (Associate Member to the IMO)

** Includes: Faroe Islands (Associate Member to the IMO)
*** Includes: Netherlands Antilles & Aruba
**** Includes: The Cook Islands
***** Includes: Bermuda
Cayman Islands
Gibraltar
Isle of Man
4 ALBERT EMBANKMENT
LONDON SE1 7SR E
Telephone: 020 7587 3152
Fax: 020 7587 3210
IMO
Ref. T2/4.2.1 MSC/Circ.1164

20 May 2005

Promulgation of information related to reports of independent evaluation submitted by

Watchkeeping for Seafarers (STCW), 1978, as amended, confirmed by the Maritime Safety
Committee to have communicated information which demonstrates that Parties are giving
full and complete effect to the relevant provisions of the Convention
1 The Maritime Safety Committee (MSC), at its seventy-seventh session (28 May to
6 June 2003), seventy-eighth session (12 to 21 May 2004), seventy-ninth session
(1 to 10 December 2004) and the eightieth session (11 to 20 May 2005), received reports by the
Secretary-General pursuant to regulation I/7, paragraph 2 of the International Convention on
Standards of Training, Certification and Watchkeeping for Seafarers (STCW Convention), 1978, as
amended, related to the reports of independent evaluation carried out pursuant to regulation I/8,
paragraph 2.
2 The Committee noted that, in preparing the reports required by STCW regulation I/7,
paragraph 2, the Secretary-General had solicited and taken into account the views of competent
persons selected from the list established pursuant to paragraph 5 of section A-I/7 of the
STCW Code and circulated as MSC/Circ.797, as revised from time to time.
3 In accordance with STCW regulation I/7, paragraph 3, the Committee confirmed that the
STCW Parties, listed in the Secretary-General’s report, which had communicated their report of
independent evaluation pursuant to regulation I/8, paragraph 3, demonstrated that they were
continuing to give full and complete effect to the relevant provisions of the STCW Convention,
1978, as amended.
4 The list at annex contains those STCW Parties, confirmed at various sessions of the
Committee to have communicated information pursuant to regulation I/7 demonstrating that
they were giving full and complete effect to the relevant provisions of the STCW Convention
and indicating:
.1 due date of report of independent evaluation;
.2 date of report of independent evaluation communicated to the

Secretary-General (if applicable); and
MSC/Circ.1164 -2-
.3 outcome of the process of evaluation of the reports of independent evaluation

communicated by the STCW Parties demonstrating that they are continuing to
give full and complete effect to the relevant provisions of the STCW Convention.
5 The Committee noted that, as the process of communicating and evaluating information
related to reports of independent evaluation is continuing, the list at annex maybe updated at
subsequent meetings.
***
MSC/Circ.1164
ANNEX
Confirmed Independent evaluation (regulation I/8)

STCW Party* Due date of report to be Date report
(regulation I/7) communicated to the communicated to the Confirmed by MSC
Secretary-General Secretary-General
Algeria 01/02/2004 04/02/2004 !
Antigua and Barbuda 01/02/2004 03/10/2003 !
Argentina 01/02/2004 15/01/2004 !
Australia 01/02/2004 28/08/2003 !
Azerbaijan 01/04/2004 30/11/2004
Bahamas 01/02/2004 25/08/2004 !
Bahrain 01/02/2004
Bangladesh 01/02/2004 06/10/2004
Barbados 01/02/2004
Belgium 01/02/2004 02/02/2004 !
Belize 01/02/2004 27/07/2004
Brazil 01/02/2004 04/02/2004 !
Brunei Darussalam 01/02/2004
Bulgaria 01/02/2004 24/03/2005
Cambodia 08/03/2008
Canada 01/02/2004 02/04/2004 !
Cape Verde 01/02/2004
Chile 01/02/2004 19/05/2005
China 01/02/2004 14/01/2004 !
China (Hong Kong SAR)1 01/02/2004 30/01/2004 !
Colombia 01/02/2004
Comoros 22/08/2007
Côte d’Ivoire 01/02/2004
Croatia 01/02/2004 10/06/2002 !
Cuba 01/02/2004 09/11/2004
Cyprus 01/02/2004 29/01/2004 !
Czech Republic 01/02/2004
Democratic People’s Republic 01/02/2004 02/02/2004 !
of Korea
Denmark2 01/02/2004 26/01/2004 !2
Dominica 21/03/2007
Ecuador 01/02/2004 03/02/2004 !
Egypt 01/02/2004 24/07/2003 !
Estonia 01/02/2004 19/11/2002 !
Ethiopia 01/02/2004
Fiji 01/02/2004
Finland 01/02/2004 10/09/2002 !
France 01/02/2004 19/05/2005
Georgia 01/02/2004 31/01/2003 !
Germany 01/02/2004 26/01/2004 !
Ghana 01/02/2004 27/01/2004
Greece 01/02/2004 27/01/2004 !
Honduras 01/02/2004
Hungary 01/02/2004
Iceland 01/02/2004 10/11/2004
India 01/02/2004 23/12/2003 !
1
Associate Member to the IMO
2
Includes: Faroe Islands
MSC/Circ.1164
ANNEX
Page 2
Indonesia 01/02/2004 10/02/2004

Iran (Islamic Republic of) 01/02/2004 02/08/2004 !
Ireland 01/02/2004 16/12/2004
Israel 01/02/2004 13/04/2004
Italy 01/02/2004
Jamaica 01/02/2004 03/02/2004 !
Japan 01/02/2004 28/01/2004 !
Jordan (The Hashemite 17/02/2007
Kingdom of)
Kiribati 07/02/2004
Kuwait 22/02/2005 28/02/2005
Latvia 01/02/2004 09/01/2004 !
Lebanon 01/02/2004
Liberia 01/02/2004 14/04/2004 !
Lithuania 01/02/2004 18/07/2003 !
Luxembourg 01/02/2004 09/01/2003 !
Madagascar 01/02/2004
Malaysia 01/02/2004 23/08/2004
Maldives 01/02/2004 11/06/2004
Malta 01/02/2004 15/11/2004 !
Marshall Islands 01/02/2004 22/11/2004
Mauritius 01/02/2004
Mexico 01/02/2004
Micronesia (Federated States 14/04/2005
of)
Morocco 22/04/2004 02/09/2004 !
Mozambique 01/02/2004
Myanmar 01/02/2004 23/08/2002 !
Netherlands3 01/02/2004 04/02/2004 !3
New Zealand4 01/02/2004 10/12/20044
Nigeria 01/02/2004 10/01/2005
Norway 01/02/2004 03/02/2004 !
Pakistan 01/02/2004 26/01/2004 !
Panama 01/02/2004 11/05/2004
Papua New Guinea 01/02/2004
Peru 01/02/2004
Philippines 01/02/2004 29/01/2004 !
Poland 01/02/2004 27/02/2004 !
Portugal 01/02/2004 23/11/2004 !
Qatar 29/02/2009
Republic of Korea 01/02/2004 22/01/2002 !
Romania 01/02/2004 15/05/2002 !
Russian Federation 01/02/2004 02/02/2004 !
Saint Vincent and the 01/02/2004 10/05/2004 !
Grenadines
Samoa 01/02/2004
Saudi Arabia 01/02/2004
Senegal 01/02/2004
Singapore 01/02/2004 12/10/2004 !
Slovak Republic 01/02/2004
Slovenia 01/02/2004 03/02/2004 !
Solomon Islands 01/02/2004 13/10/2004
South Africa 01/02/2004 26/02/2004
Spain 01/02/2004 30/01/2004 !
3
Includes: Netherlands Antilles & Aruba
4
Does not include Cook Islands
MSC/Circ.1164
ANNEX
Page 3
Sri Lanka 01/02/2004 10/05/2004 !

Sweden 01/02/2004 26/01/2004 !
Switzerland 01/02/2004
Syrian Arab Republic 20/04/2008
Thailand 19/03/2004
Tonga 01/02/2004 17/07/2003 !
Trinidad and Tobago 01/02/2004
Tunisia 01/02/2004
Turkey 01/02/2004 29/01/2004 !
Tuvalu 01/02/2004
Ukraine 01/02/2004 30/01/2004 !
United Arab Emirates 01/02/2004
United Kingdom5 01/02/2004 15/04/2004 !5
- Bermuda 01/02/2004 04/02/2005
- Cayman Islands 01/02/2004 24/02/2005
- Gibraltar 01/02/2004 09/02/2005
- Isle of Man 01/02/2004 04/02/2005
United Republic of Tanzania 01/02/2004
United States 01/02/2004 23/01/2004 !
Uruguay 01/02/2004 26/01/2004 !
Vanuatu 01/02/2004 15/11/2004
Venezuela 01/02/2004
Viet Nam 01/02/2004 06/04/2004 !
Yugoslavia 01/02/2004
* Parties to the International Convention on Standards of Training, Certification and Watchkeeping for Seafarers
(STCW), 1978, as amended, confirmed by the Maritime Safety Committee to have communicated information
to the Secretary-General which demonstrates that full and complete effect is given to the relevant provisions of
the Convention.
__________
5
Does not include: Bermuda
Cayman Islands
Gibraltar
Isle of Man
4 ALBERT EMBANKMENT
LONDON SE1 7SR E
Telephone: 020 7587 3152
Fax: 020 7587 3210
IMO
Ref. T2/4.2.1 MSC.1/Circ.1164/Rev.1

19 May 2006

Promulgation of information related to reports of independent evaluation submitted by

Watchkeeping for Seafarers (STCW), 1978, as amended, confirmed by the Maritime Safety
Committee to have communicated information which demonstrates that Parties are giving
full and complete effect to the relevant provisions of the Convention
1 The Maritime Safety Committee (MSC), at its seventy-seventh session (28 May to
6 June 2003), seventy-eighth session (12 to 21 May 2004), seventy-ninth session
(1 to 10 December 2004), eightieth session (11 to 20 May 2005) and the eighty-first session
(10 to 19 May 2006), received reports by the Secretary-General pursuant to regulation I/7,
paragraph 2 of the International Convention on Standards of Training, Certification and
Watchkeeping for Seafarers (STCW Convention), 1978, as amended, related to the reports of
independent evaluation carried out pursuant to regulation I/8, paragraph 2.
2 The Committee noted that, in preparing the reports required by STCW regulation I/7,
paragraph 2, the Secretary-General had solicited and taken into account the views of competent
persons selected from the list established pursuant to paragraph 5 of section A-I/7 of the
STCW Code and circulated as MSC/Circ.797, as revised from time to time.
3 In accordance with STCW regulation I/7, paragraph 3, the Committee confirmed that the
STCW Parties, listed in the Secretary-General’s report, which had communicated their report of
independent evaluation pursuant to regulation I/8, paragraph 3, demonstrated that they were
continuing to give full and complete effect to the relevant provisions of the
STCW Convention, 1978, as amended.
4 The list at annex contains those STCW Parties, confirmed at various sessions of the
Committee to have communicated information pursuant to regulation I/7 demonstrating that
they were giving full and complete effect to the relevant provisions of the STCW Convention
and indicating:
.1 due date of report of independent evaluation;
.2 date of report of independent evaluation communicated to the

Secretary-General (if applicable); and
.3 outcome of the process of evaluation of the reports of independent evaluation

communicated by the STCW Parties demonstrating that they are continuing to
give full and complete effect to the relevant provisions of the STCW Convention.
I:\CIRC\MSC\01\1164-Rev-1.doc
MSC.1/Circ.1164/Rev.1 -2-
5 The Committee noted that, as the process of communicating and evaluating information
related to reports of independent evaluation is continuing, the list at annex maybe updated at
subsequent meetings.
***
MSC.1/Circ.1164/Rev.1
ANNEX
Independent evaluation (regulation I/8)

Confirmed
STCW Party*
(regulation I/7) Due date of report to be Date report
communicated to the communicated to the Confirmed by MSC
Algeria 01/02/2004 04/02/2004 9
Antigua and Barbuda 01/02/2004 03/10/2003 9
Argentina 01/02/2004 15/01/2004 9
Australia 01/02/2004 28/08/2003 9
Azerbaijan 01/04/2004 30/11/2004 9
Bahamas 01/02/2004 25/08/2004 9
Bahrain 01/02/2004 10/02/2006
Bangladesh 01/02/2004 04/10/2004 9
Barbados 01/02/2004 30/09/2005 9
Belgium 01/02/2004 02/02/2004 9
Belize 01/02/2004 27/07/2004 9
Brazil 01/02/2004 04/02/2004 9
Brunei Darussalam 01/02/2004 01/11/2005 9
Bulgaria 01/02/2004 24/03/2005 9
Cambodia 08/03/2008
Canada 01/02/2004 02/04/2004 9
Cape Verde 01/02/2004
Chile 01/02/2004 19/05/2005 9
China 01/02/2004 14/01/2004 9
China (Hong Kong SAR)1 01/02/2004 30/01/2004 9
Colombia 01/02/2004
Comoros 22/08/2007
Côte d’Ivoire 01/02/2004
Croatia 01/02/2004 10/06/2002 9
Cuba 01/02/2004 09/11/2004
Cyprus 01/02/2004 29/01/2004 9
Czech Republic 01/02/2004 01/11/2005 9
Democratic People’s Republic of 01/02/2004 02/02/2004 9
Korea
Denmark2 01/02/2004 26/01/2004 9
Dominica 21/03/2007
Ecuador 01/02/2004 03/02/2004 9
Egypt 01/02/2004 24/07/2003 9
Estonia 01/02/2004 19/11/2002 9
Ethiopia 01/02/2004 20/02/2006
Fiji 01/02/2004
Finland 01/02/2004 10/09/2002 9
France 01/02/2004 19/05/2005 9
Georgia 01/02/2004 31/01/2003 9
Germany 01/02/2004 26/01/2004 9
Ghana 01/02/2004 27/01/2004 9
Greece 01/02/2004 27/01/2004 9
Honduras 01/02/2004 22/06/2005
Hungary 01/02/2004
1
Associate Member to the IMO
2
Includes: Faroe Islands
ANNEX
Page 2

Confirmed
STCW Party*
Iceland 01/02/2004 10/11/2004 9
India 01/02/2004 23/12/2003 9
Indonesia 01/02/2004 10/02/2004 9
Iran (Islamic Republic of) 01/02/2004 02/08/2004 9
Ireland 01/02/2004 16/12/2004 9
Israel 01/02/2004 13/04/2004 9
Italy 01/02/2004
Jamaica 01/02/2004 03/02/2004 9
Japan 01/02/2004 28/01/2004 9
Jordan (The Hashemite
17/02/2007
Kingdom of)
Kiribati 07/02/2004
Kuwait 22/02/2005 28/02/2005
Latvia 01/02/2004 09/01/2004 9
Lebanon 01/02/2004
Liberia 01/02/2004 14/04/2004 9
Lithuania 01/02/2004 18/07/2003 9
Luxembourg 01/02/2004 09/01/2003 9
Madagascar 01/02/2004
Malaysia 01/02/2004 23/08/2004 9
Maldives 01/02/2004 11/06/2004 9
Malta 01/02/2004 15/11/2004 9
Marshall Islands 01/02/2004 22/11/2004 9
Mauritius 01/02/2004 20/02/2006
Mexico 01/02/2004 25/08/2005 9
Micronesia (Federated States of) 14/04/2005
Morocco 22/04/2004 02/09/2004 9
Mozambique 01/02/2004
Myanmar 01/02/2004 23/08/2002 9
Netherlands3 01/02/2004 04/02/2004 9
New Zealand4 01/02/2004 10/12/2004 9
Nigeria 01/02/2004 10/01/2005 9
Norway 01/02/2004 03/02/2004 9
Pakistan 01/02/2004 26/01/2004 9
Panama 01/02/2004 11/05/2004 9
Papua New Guinea 01/02/2004
Peru 01/02/2004 04/11/2005
Philippines 01/02/2004 29/01/2004 9
Poland 01/02/2004 27/02/2004 9
Portugal 01/02/2004 23/11/2004 9
Qatar 29/02/2009
Republic of Korea 01/02/2004 22/01/2002 9
Romania 01/02/2004 15/05/2002 9
Russian Federation 01/02/2004 02/02/2004 9
Saint Vincent and the 9
01/02/2004 10/05/2004
Grenadines
Samoa 01/02/2004
Saudi Arabia 01/02/2004
3
Includes: Netherlands Antilles & Aruba
4
Does not include Cook Islands
ANNEX
Page 3

Confirmed
STCW Party*
Senegal 01/02/2004
Serbia and Montenegro
01/02/2004 25/10/2005
(Ex. Yugoslavia)
Singapore 01/02/2004 12/10/2004 9
Slovak Republic 01/02/2004 05/01/2006 9
Slovenia 01/02/2004 03/02/2004 9
Solomon Islands 01/02/2004 13/10/2004
South Africa 01/02/2004 26/02/2004
Spain 01/02/2004 30/01/2004 9
Sri Lanka 01/02/2004 10/05/2004 9
Sweden 01/02/2004 26/01/2004 9
Switzerland 01/02/2004 25/01/2006
Syrian Arab Republic 20/04/2008
Thailand 19/03/2004 23/01/2006
Tonga 01/02/2004 17/07/2003 9
Trinidad and Tobago 01/02/2004
Tunisia 01/02/2004 24/05/2005 9
Turkey 01/02/2004 29/01/2004 9
Tuvalu 01/02/2004 14/10/2005
Ukraine 01/02/2004 30/01/2004 9
United Arab Emirates 01/02/2004
United Kingdom5 01/02/2004 15/04/2004 9
- Bermuda 01/02/2004 04/02/2005 9
- Cayman Islands 01/02/2004 24/02/2005 9
- Gibraltar 01/02/2004 09/02/2005 9
- Isle of Man 01/02/2004 04/02/2005 9
United Republic of Tanzania 01/02/2004 20/02/2006
United States 01/02/2004 23/01/2004 9
Uruguay 01/02/2004 26/01/2004 9
Vanuatu 01/02/2004 15/11/2004 9
Venezuela 01/02/2004 06/01/2006
Viet Nam 01/02/2004 06/04/2004 9
* Parties to the International Convention on Standards of Training, Certification and Watchkeeping for Seafarers
(STCW), 1978, as amended, confirmed by the Maritime Safety Committee to have communicated information to the
Secretary-General which demonstrates that full and complete effect is given to the relevant provisions of the
Convention.
__________
5
Includes: Bermuda
Cayman Islands
Gibraltar
Isle of Man
4 ALBERT EMBANKMENT
LONDON SE1 7SR E
Telephone: 020 7587 3152
Fax: 020 7587 3210
IMO

10 June 2005
REVISED GUIDELINES FOR THE APPROVAL OF EQUIVALENT WATER-BASED

FIRE-EXTINGUISHING SYSTEMS FOR MACHINERY SPACES
AND CARGO PUMP-ROOMS
1 The Maritime Safety Committee, at its sixty-fourth session (5 to 9 December 1994),

recognizing the urgent necessity of providing guidelines for alternative arrangements for halon
fire-extinguishing systems, approved Guidelines for the approval of equivalent water-based
fire-extinguishing systems as referred to in SOLAS 74 for machinery spaces and cargo pump-rooms
(MSC/Circ.668).
2 The Committee, at its sixty-sixth session (28 May to 6 June 1996), having considered a
proposal by the fortieth session of the Sub-Committee on Fire Protection to revise the interim test
method for equivalent water-based fire-extinguishing systems, contained in MSC/Circ.668, approved
a revised test method for equivalent water-based fire-extinguishing systems for category A
machinery spaces and cargo pump-rooms contained in MSC/Circ.668 (MSC/Circ.728).
3 The Sub-Committee on Fire Protection, at its forty-ninth session (24 to 28 January 2005),
reviewed the Guidelines for the approval of equivalent water-based fire-extinguishing systems as
referred to in SOLAS 74 for machinery spaces and cargo pump-rooms (annex to MSC/Circ.668, as
amended by MSC/Circ.728) and made amendments to the test method for equivalent water-based
fire-extinguishing systems for machinery spaces of category A and cargo pump-rooms, taking into
account the latest technological progress made in this area.
4 The Committee, at its eightieth session (11 to 20 May 2005), after having considered the
above proposal by the forty-ninth session of the Sub-Committee on Fire Protection, approved
Revised Guidelines for the approval of equivalent water-based fire-extinguishing systems for
machinery spaces and cargo pump-rooms, as set out in the annex.
5 Member Governments are invited to apply the annexed Guidelines when approving
equivalent water-based fire-extinguishing systems for machinery spaces and pump-rooms and bring
them to the attention of ship designers, ship owners, equipment manufacturers, test laboratories and
other parties concerned.
6 Test approvals already conducted in accordance with guidelines contained in MSC/Circ.668,

as amended by MSC/Circ.728, should remain valid until 5 years after the date of this circular.
***
MSC/Circ.1165
ANNEX
REVISED GUIDELINES FOR THE APPROVAL OF EQUIVALENT

WATER-BASED FIRE-EXTINGUISHING SYSTEMS
FOR MACHINERY SPACES AND
CARGO PUMP-ROOMS
General
1 Water-based fire-extinguishing systems for use in machinery spaces of category A and cargo
pump-rooms equivalent to fire-extinguishing systems required by SOLAS regulation II-2/10 and
chapter 5 of the FSS Code should prove that they have the same reliability which has been identified
as significant for the performance of fixed pressure water-spraying systems approved under the
requirements of SOLAS regulation II-2/10 and chapter 5 of the FSS Code. In addition, the system
should be shown by test to have the capability of extinguishing a variety of fires that can occur in a
ship's engine-room.
Definitions
2 Antifreeze system is a wet pipe system containing an antifreeze solution and connected to a
water supply. The antifreeze solution is discharged, followed by water, immediately upon operation
of nozzles.
3 Bilge area is the space between the solid engine-room floor plates and the bottom of the
engine-room.
4 Deluge system is a system employing open nozzles attached to a piping system connected to a
water supply through a valve that is opened by the operation of a detection system installed in the
same areas as the nozzles or opened manually. When this valve opens, water flows into the piping
system and discharges from all nozzles attached thereto.
5 Dry Pipe system is a system employing nozzles attached to a piping system containing air or
nitrogen under pressure, the release of which (as from the opening of a nozzle) permits the water
pressure to open a valve known as a dry pipe valve. The water then flows into the piping system and
out of the opened nozzle.
6 Fire extinction is a reduction of the heat release from the fire and a total elimination of all
flames and glowing parts by means of direct and sufficient application of extinguishing media.
7 Preaction system is a system employing automatic nozzles attached to a piping system

containing air that mayor may not be under pressure, with a supplemental detection system installed
in the same area as the nozzles. Actuation of the detection system opens a valve that permits water
to flow into the piping system and to be discharged from any nozzles that may be open.
8 Water-based extinguishing medium is fresh water or seawater with or without additives

mixed to enhance fire-extinguishing capability.
9 Wet pipe system is a system employing nozzles attached to a piping system containing water
and connected to a water supply so that water discharges immediately from the nozzles upon system
activation.
MSC/Circ.1165
ANNEX
Page 2
Principal requirements for the system
10 The system should be capable of manual release.
11 The system should be capable of fire extinction, and tested to the satisfaction of the
Administration in accordance with appendix B to these Guidelines.
12 The system should be available for immediate use and capable of continuously supplying
water for at least 30 min in order to prevent re-ignition or fire spread within that period of time.
Systems which operate at a reduced discharge rate after the initial extinguishing period should have a
second full fire-extinguishing capability available within a 5-minute period of initial activation.
13 The system and its components should be suitably designed to withstand ambient temperature
changes, vibration, humidity, shock, impact, clogging and corrosion normally encountered in
machinery spaces or cargo pump-rooms in ships. Components within the protected spaces should be
designed to withstand the elevated temperatures which could occur during a fire.
14 The system and its components should be designed and installed in accordance with
international standards acceptable to the Organization1 and manufactured and tested to the
satisfaction of the Administration in accordance with appropriate elements of appendices A and B to
these guidelines.
15 The nozzle location, type of nozzle and nozzle characteristics should be within the limits
tested to provide fire extinction as referred to in paragraph 10.
16 The electrical components of the pressure source for the system should have a minimum
rating of IP 54. The system should be supplied by both main and emergency sources of power and
should be provided with an automatic change-over switch. The emergency power supply should be
provided from outside the protected machinery space.
17 The system should be provided with a redundant means of pumping. The capacity of the
redundant means should be sufficient to compensate for the loss of any single supply pump. The
system should be fitted with a permanent sea inlet and be capable of continuous operation using
seawater.
18 The piping system should be sized in accordance with an hydraulic calculation technique.2
19 Systems capable of supplying water at the full discharge rate for 30 min may be grouped into
separate sections within a protected space. The sectioning of the system within such spaces should
be approved by the Administration in each case.
1
Pending the development of international standards acceptable to the Organization, national standards as prescribed
by the Administration should be applied.
2
Where the Hazen-Williams Method is used, the following values of the friction factor "C" for different pipe types
which may be considered should apply:
Pipe type C
Black or galvanized mild steel 100
Copper and copper alloys 150
Stainless steel 150
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20 In all cases the capacity and design of the system should be based on the complete protection
of the space demanding the greatest volume of water.
21 The system operation controls should be available at easily accessible positions outside the
spaces to be protected and should not be liable to be cut off by a fire in the protected spaces.
22 Pressure source components of the system should be located outside the protected spaces.
23 A means for testing the operation of the system for assuring the required pressure and flow
should be provided.
24 Activation of any water distribution valve should give a visual and audible alarm in the
protected space and at a continuously manned central control station. An alarm in the central control
station should indicate the specific valve activated.
25 Operating instructions for the system should be displayed at each operating position. The
operating instructions should be in the official language of the flag State. If the language is neither
English nor French, a translation into one of these languages should be included.
26 Spare parts and operating and maintenance instructions for the system should be provided, as
recommended by the manufacturer.
27 Additives should not be used for the protection of normally occupied spaces unless they have
been approved for fire protection service by an independent authority. The approval should consider
possible adverse health effects to exposed personnel, including inhalation toxicity.
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APPENDIX A
COMPONENT MANUFACTURING STANDARDS OF EQUIVALENT

WATER-BASED FIRE-EXTINGUISHING SYSTEMS
TABLE OF CONTENTS
Introduction
1 Definitions
2 Product consistency
3 Water-mist nozzle requirements
3.1 Dimensions
3.2 Nominal release temperatures
3.3 Operating temperatures
3.4 Water flow and distribution
3.5 Function
3.6 Strength of body
3.7 Strength of release element
3.8 Leak resistance and hydrostatic strength
3.9 Heat exposure
3.10 Thermal shock
3.11 Corrosion
3.12 Integrity of nozzle coatings
3.13 Water hammer
3.14 Dynamic heating
3.15 Resistance to heat
3.16 Resistance to vibration
3.17 Impact test
3.18 Lateral discharge
3.19 30-day leakage resistance
3.20 Vacuum resistance
3.21 Water shield
3.22 Clogging
4 Methods of test
4.1 General
4.2 Visual examination
4.3 Body strength test
4.4 Leak resistance and hydrostatic strength tests
4.5 Functional test
4.6 Heat responsive element operating characteristics
4.6.1 Operating temperature test

4.6.2 Dynamic heating test
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TABLE OF CONTENTS (continued)
4.7 Heat exposure test

4.8 Thermal shock test for glass bulb nozzles
4.9 Strength test for release elements
4.10 Water flow test
4.11 Corrosion tests
4.11.1 Stress corrosion tests for brass nozzle parts

4.11.2 Stress corrosion cracking of stainless steel nozzle parts
4.11.3 Sulphur dioxide corrosion test
4.11.4 Salt spray corrosion test
4.11.5 Moist air exposure test
4.12 Nozzle coating tests

4.13 Heat-resistance test
4.14 Water-hammer test
4.15 Vibration test
4.16 Impact test
4.17 Lateral discharge test
4.18 30-day leakage test
4.19 Vacuum test
4.20 Clogging test
5 Water-mist nozzle markings
5.1 General
5.2 Nozzle housing
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LIST OF FIGURES
Figure number Description

_____________ __________________________________
1 RTI and C limits for standard orientation
2 Impact test apparatus
3 Clogging test apparatus
LIST OF TABLES
Table number Description

____________ __________________________________________________
1 Nominal release temperature
2 Plunge oven test conditions
3 Plunge oven test conditions for conductivity determinations
4 Test temperatures for coated and uncoated nozzles
5 Contaminant for contaminated water cycling test
Figures given in square brackets refer to ISO Standard 6182/1.
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INTRODUCTION
This document is intended to address minimum fire protection performance, construction, and
marking requirements, excluding fire performance, for water-mist nozzles.
Numbers in brackets following a section or sub-section heading refer to the appropriate section or
paragraph in the Standard for Automatic sprinkler systems - Part 1: Requirements and methods of
test for sprinklers, ISO 6182-1.
The requirements for automatically operating nozzles which involve release mechanism need not be
met by nozzles of manually operating systems.
1 DEFINITIONS
1.1 Conductivity factor is a measure of the conductance between the nozzle's heat responsive
element and the fitting expressed in units of (m/s)0.5.
1.2 Rated working pressure is the maximum service pressure at which a hydraulic device is
intended to operate.
1.3 Response time index (RTI) is a measure of nozzle sensitivity expressed as RTI = tu0.5, where t
is the time constant of the heat responsive element in units of seconds, and u is the gas velocity
expressed in metres per second. RTI can be used in combination with the conductivity factor (C) to
predict the response of a nozzle in fire environments, defined in terms of gas temperature and
velocity versus time. RTI has units of (m.s) 0.5.
1.4 Standard orientation. In the case of nozzles with symmetrical heat responsive elements
supported by frame arms, standard orientation is with the air flow perpendicular to both the axis of
the nozzle's inlet and the plane of the frame arms. In the case of non-symmetrical heat responsive
elements, standard orientation is with the air flow perpendicular to both the inlet axis and the plane
of the frame arms which produces the shortest response time.
1.5 Worst case orientation is the orientation which produces the longest response time with the
axis of the nozzle inlet perpendicular to the air flow.
2 PRODUCT CONSISTENCY
2.1 It should be the responsibility of the manufacturer to implement a quality control programme
to ensure that production continuously meets the requirements in the same manner as the originally
tested samples.
2.2 The load on the heat responsive element in automatic nozzles should be set and secured by
the manufacturer in such a manner so as to prevent field adjustment or replacement.
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3 WATER-MIST NOZZLE REQUIREMENTS
3.1 Dimensions
Nozzles should be provided with a nominal 6 mm (1/4 in.) or larger nominal inlet thread or
equivalent. The dimensions of all threaded connections should conform to International Standards
where applied. National Standards may be used if International Standards are not applicable.
3.2 Nominal release temperatures (6.2)
3.2.1 The nominal release temperatures of automatic glass bulb nozzles should be as indicated
in table 1.
3.2.2 The nominal release temperatures of fusible automatic element nozzles should be specified in
advance by the manufacturer and verified in accordance with 3.3. Nominal release temperatures
should be within the ranges specified in table 1.
Table 1 – Nominal release temperature
Values in degrees Celsius
GLASS BULB NOZZLES FUSIBLE ELEMENT NOZZLES
Nominal release temp. Liquid colour code Nominal release temp. Frame colour code *
57 orange 57 to 77 uncoloured
68 red 80 to 107 white
79 yellow 121 to 149 blue
93-100 green 163 to 191 red
121-141 blue 204 to 246 green
163-182 mauve 260 to 343 orange
204-343 black
*
Not required for decorative nozzles
3.3 Operating temperatures (see 4.6.1) [6.3]
Automatic nozzles should open within a temperature range of
X ± 0.035X + 0.62oC
where X is the nominal release temperature.
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3.4 Water flow and distribution
3.4.1 Flow constant (see 4.10) [6.4.1]
3.4.1.1 The flow constant K for nozzles is given in the following formula:
K = Q/P0.5
where:
P is the pressure in bars; and

Q is the flow rate in litres per min.
3.4.1.2 The value of the flow constant K published in the Manufacturer’s Design and Installation
Instructions should be verified using the test method of 4.10. The average flow constant K should be
verified within ± 5% of the manufacturer’s value.
3.5 Function (see 4.5) [6.5]
3.5.1 When tested in accordance with 4.5, the nozzle should open and, within 5 s after the release
of the heat responsive element, should operate satisfactorily by complying with the requirements
of 4.10. Any lodgement of released parts should be cleared within 60 s of release for standard
response heat responsive elements and within 10 s of release for fast and special response heat
responsive elements or the nozzle should then comply with the requirement of 4.11.
3.5.2 The nozzle discharge components should not sustain significant damage as a result of the
functional test specified in 4.5.6 and should have the same flow constant range and water droplet size
and velocity within 5 per cent of values as previously determined per 3.4.1 and 3.4.3.
3.6 Strength of body (see 4.3) [6.6]
The nozzle body should not show permanent elongation of more than 0.2% between the load-bearing
points, after being subjected to twice the average service load, as determined using the method
of 4.3.1.
3.7 Strength of release element [6.7]
3.7.1 Glass bulbs (see 4.9.1)
The lower tolerance limit for bulb strength should be greater than two times the upper tolerance limit
for the bulb design load based on calculations with a degree of confidence of 0.99 for 99 per cent of
the samples as determined in 4.9.1. Calculations will be based on the Normal or Gaussian
Distribution except where another distribution can be shown to be more applicable due to
manufacturing or design factors.
3.7.2 Fusible elements (see 4.9.2)
Fusible heat-responsive elements in the ordinary temperature range should be designed to:
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.1 sustain a load of 15 times its design load corresponding to the maximum service load
measured in 4.3.1 for a period of 100 hours in accordance with 4.9.2.1; or
.2 demonstrate the ability to sustain the design load when tested in accordance
with 4.9.2.2.
3.8 Leak resistance and hydrostatic strength (see 4.4) [6.8]
3.8.1 A nozzle should not show any sign of leakage when tested by the method specified in 4.4.1.
3.8.2 A nozzle should not rupture, operate or release any parts when tested by the method specified
in 4.4.2.
3.9 Heat exposure [6.9]
3.9.1 Glass bulb nozzles (see 4.7.1)
There should be no damage to the glass bulb element when the nozzle is tested by the method
specified in 4.7.1.
3.9.2 All uncoated nozzles (see 4.7.2)
Nozzles should withstand exposure to increased ambient temperature without evidence of weakness
or failure, when tested by the method specified in 4.7.2.
3.9.3 Coated nozzles (see 4.7.3)
In addition to meeting the requirement of 4.7.2 in an uncoated version, coated nozzles should
withstand exposure to ambient temperatures without evidence of weakness or failure of the coating,
when tested by the method specified in 4.7.3.
3.10 Thermal shock (see 4.8) [6.10]
Glass bulb nozzles should not be damaged when tested by the method specified in 4.8. Proper
operation is not considered as damage.
3.11 Corrosion [6.11]
3.11.1 Stress corrosion (see 4.12.1 and 4.12.2)
When tested in accordance with 4.12.1, all brass nozzles should show no fractures which could affect
their ability to function as intended and satisfy other requirements.
When tested in accordance with 4.12.2, stainless steel parts of water-mist nozzles should show no
fractures or breakage which could affect their ability to function as intended and satisfy other
requirements.
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3.11.2 Sulphur dioxide corrosion (see 4.12.3)
Nozzles should be sufficiently resistant to sulphur dioxide saturated with water vapour when
conditioned in accordance with 4.12.2. Following exposure, five nozzles should operate, when
functionally tested at their minimum flowing pressure (see 3.5.1 and 3.5.2). The remaining five
samples should meet the dynamic heating requirements of 3.14.2.
3.11.3 Salt spray corrosion (see 4.12.4)
Coated and uncoated nozzles should be resistant to salt spray when conditioned in accordance
with 4.12.4. Following exposure, the samples should meet the dynamic heating requirements
of 3.14.2.
3.11.4 Moist air exposure (see 4.12.5)
Nozzles should be sufficiently resistant to moist air exposure and should satisfy the requirements
of 3.14.2 after being tested in accordance with 4.12.5.
3.12 Integrity of nozzle coatings [6.12]
3.12.1 Evaporation of wax and bitumen used for atmospheric protection of nozzles
(see 4.13.1)
Waxes and bitumens used for coating nozzles should not contain volatile matter in sufficient
quantities to cause shrinkage, hardening, cracking or flaking of the applied coating. The loss in mass
should not exceed 5% of that of the original sample when tested by the method in 4.13.1.
3.12.2 Resistance to low temperatures (see 4.13.2)
All coatings used for nozzles should not crack or flake when subjected to low temperatures by the
method in 4.13.2.
3.12.3 Resistance to high temperature (see 3.9.3)
Coated nozzles should meet the requirements of 3.9.3.
3.13 Water hammer (see 4.15) [6.13]
Nozzles should not leak when subjected to pressure surges from 4 bar to four times the rated pressure
for operating pressures up to 100 bars and two times the rated pressure for pressures greater than 100
bar. They should show no signs of mechanical damage when tested in accordance with 4.15 and
should operate within the parameters of 3.5.1 at the minimum design pressure.
3.14 Dynamic heating (see 4.6.2) [6.14]
3.14.1 Automatic nozzles intended for installation in other than accommodation spaces and
residential areas should comply with the requirements for RTI and C limits shown in figure 1.
Automatic nozzles intended for installation in accommodation spaces or residential areas should
comply with fast response requirements for RTI and C limits shown in figure 1. Maximum and
minimum RTI values for all data points calculated using C for the fast and standard response nozzles
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should fall within the appropriate category shown in figure 1. Special response nozzles should have
an average RTI value, calculated using C, between 50 and 80 with no value less than 40 or more
than 100. When tested at an angular offset to the worst case orientation as described in section 4.6.2,
the RTI should not exceed 600 (m.s)0.5 or 250% of the value of RTI in the standard orientation,
whichever is less. The angular offset should be 15º for standard response, 20º for special response
and 25º for fast response.
3.14.2 After exposure to the corrosion test described in sections 3.11.2, 3.11.3 and 3.11.4, nozzles
should be tested in the standard orientation as described in section 4.6.2.1 to determine the post
exposure RTI. All post exposure RTI values should not exceed the limits shown in figure 1 for the
appropriate category. In addition, the average RTI value should not exceed 130% of the
pre-exposure average value. All post exposure RTI values should be calculated as in section 4.6.2.3
using the pre-exposure conductivity factor (C).
3.15 Resistance to heat (see 4.14) [6.15]
Open nozzles should be sufficiently resistant to high temperatures when tested in accordance
with 4.14. After exposure, the nozzle should not show:
.1 visual breakage or deformation;
.2 a change in flow constant K of more than 5 per cent; and
.3 no changes in the discharge characteristics of the Water Distribution Test (see 3.4.2)
exceeding 5 per cent.
3.16 Resistance to vibration (see 4.16) [6.16]
Nozzles should be able to withstand the effects of vibration without deterioration of their
performance characteristics, when tested in accordance with 4.16. After the vibration test of 4.16,
nozzles should show no visible deterioration and should meet the requirements of 3.5 and 3.8.
3.17 Impact test (see 4.17) [6.17]
Nozzles should have adequate strength to withstand impacts associated with handling, transport and
installation without deterioration of their performance or reliability. Resistance to impact should be
determined in accordance with 4.1.
3.18 Lateral discharge (see 4.18) [6.19]
Nozzles should not prevent the operation of adjacent automatic nozzles when tested in accordance
with 4.21.
3.19 30 day leakage resistance (see 4.19) [6.20]
Nozzles should not leak, sustain distortion or other mechanical damage when subjected to twice the
rated pressure for 30 days. Following exposure, the nozzles should satisfy the test requirements
of 4.22.
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3.20 Vacuum resistance (see 4.23) [6.21]
Nozzles should not exhibit distortion, mechanical damage or leakage after being subjected to the test
in 4.23.
3.21 Water shield [6.22 and 6.23]
3.21.1 General
An automatic nozzle intended for use at intermediate levels or beneath open grating should be
provided with a water shield which complies with 3.21.2 and 3.21.3.
3.21.2 Angle of protection (see 4.21.1)
Water shields should provide an "angle of protection" of 45º or less for the heat responsive element
against direct impingement of run-off water from the shield caused by discharge from nozzles at
higher elevations. Compliance with this requirement should be determined in accordance
with 4.21.1.
3.21.3 Rotation (see 4.21.2)
Rotation of the water shield should not alter the nozzle service load when evaluated in accordance
with 4.21.2.
3.22 Clogging (see 4.21) [6.28.3]
A water-mist nozzle should show no evidence of clogging during 30 minutes of continuous flow at
rated working pressure using water, which has been contaminated in accordance with 4.21.3.
Following the 30 minutes of flow, the water flow at rated pressure of the nozzle and strainer or filter
should be within ± 10 per cent of the value obtained prior to conducting the clogging test.
4 METHODS OF TEST [7]
4.1 General
The following tests should be conducted for each type of nozzle. Before testing, precise
drawings of parts and the assembly should be submitted together with the appropriate specifications
(using SI units). Tests should be carried out at an ambient temperature of (20,±5)ºC, unless other
temperatures are indicated.
4.2 Visual examination [7.2]
Before testing, nozzles should be examined visually with respect to the following points:
.1 marking;
.2 conformity of the nozzles with the manufacturer's drawings and specification; and
.3 obvious defects.
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4.3 Body strength test [7.3]
4.3.1 The design load should be measured on ten automatic nozzles by securely installing each
nozzle, at room temperature, in a tensile/compression test machine and applying a force equivalent to
the application of the rated working pressure.
4.3.2 An indicator capable of reading deflection to an accuracy of 0.01 mm should be used to

measure any change in length of the nozzle between its load bearing points. Movement of the nozzle
shank thread in the threaded bushing of the test machine should be avoided or taken into account.
4.3.3 The hydraulic pressure and load is then released and the heat responsive element is then
removed by a suitable method. When the nozzle is at room temperature, a second measurement is to
be made using the indicator.
4.3.4 An increasing mechanical load to the nozzle is then applied at a rate not
exceeding 500 N/minute, until the indicator reading at the load bearing point initially measured
returns to the initial value achieved under hydrostatic load. The mechanical load necessary to
achieve this should be recorded as the service load. Calculate the average service load.
4.3.5 The applied load is then progressively increased at a rate not exceeding 500 N/minute on
each of the five specimens until twice the average service load has been applied. Maintain this
load for 15 ± 5 s.
4.3.6 The load is then removed and any permanent elongation as defined in 3.6 is recorded.
4.4 Leak resistance and hydrostatic strength tests (see 3.8) [7.4]
4.4.1 Twenty nozzles should be subjected to a water pressure of twice their rated working pressure,
but not less than 34.5 bar. The pressure is increased from 0 bar to the test pressure, maintained at
twice rated working pressure for a period of 3 min and then decreased to 0 bar. After the pressure
has returned to 0 bar, it is increased to the minimum operating pressure specified by the
manufacturer in not more than 5 s. This pressure is to be maintained for 15 s and then increased to
rated working pressure and maintained for 15 s.
4.4.2 Following the test of 4.4.1, the twenty nozzles should be subjected to an internal hydrostatic
pressure of four times the rated working pressure. The pressure is increased from 0 bar to four times
the rated working pressure and held there for a period of 1 minute. The nozzle under test should not
rupture, operate or release any of its operating parts during the pressure increase nor while being
maintained at four times the rated working pressure for 1 minute.
4.5 Functional test (see 3.5) [7.5]
4.5.1 Nozzles having nominal release temperatures less than 78°C, should be heated to
activation in an oven. While being heated, they should be subjected to each of the water
pressures specified in 4.5.3 applied to their inlet. The temperature of the oven should be increased
to 400 ± 20°C in 3 min measured in close proximity to the nozzle. Nozzles having nominal release
temperatures exceeding 78°C should be heated using a suitable heat source. Heating should continue
until the nozzle has activated.
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4.5.2 Eight nozzles should be tested in each normal mounting position and at pressures equivalent
to the minimum operating pressure, the rated working pressure and at the average operating pressure.
The flowing pressure should be at least 75% of the initial operating pressure.
4.5.3 If lodgement occurs in the release mechanism at any operating pressure and mounting
position, 24 more nozzles should be tested in that mounting position and at that pressure. The total
number of nozzles for which lodgement occurs should not exceed 1 in the 32 tested at that pressure
and mounting position.
4.5.4 Lodgement is considered to have occurred when one or more of the released parts lodge in
the discharge assembly in such a way as to cause the water distribution to be altered after the period
of time specified in 3.5.1.
4.5.5 In order to check the strength of the deflector/orifice assembly, three nozzles should be
submitted to the functional test in each normal mounting position at 125 per cent of the rated
working pressure. The water should be allowed to flow at 125 per cent of the rated working pressure
for a period of 15 min.
4.6 Heat responsive element operating characteristics

4.6.1 Operating temperature test (see 3.3) [7.6]
4.6.1.1 Ten nozzles should be heated from room temperature to 20 to 22°C below their nominal
release temperature. The rate of increase of temperature should not exceed 20°C/min and the
temperature should be maintained for 10 min. The temperature should then be increased at a rate
between 0.4°C/min to 0.7°C/min until the nozzle operates.
4.6.1.2 The nominal operating temperature should be ascertained with equipment having an accuracy
of ±0.35% of the nominal temperature rating or ±0.25°C, whichever is greater.
4.6.1.3 The test should be conducted in a water bath for nozzles or separate glass bulbs having
nominal release temperatures less than or equal to 80°C. A suitable oil should be used for
higher-rated release elements. The liquid bath should be constructed in such a way that the
temperature deviation within the test zone does not exceed 0.5%, or 0.5°C, whichever is greater.
4.6.2 Dynamic heating test (see 3.4)
4.6.2.1 Plunge test
4.6.2.1.1 Tests should be conducted to determine the standard and worst case orientations as
defined in 1.4 and 1.5. Ten additional plunge tests should be performed at both of the identified
orientations. The worst case orientation should be as defined in 3.14.1. The RTI is calculated as
described in 4.6.2.3 and 4.6.2.4 for each orientation, respectively. The plunge tests are to be
conducted using a brass nozzle mount designed such that the mount or water temperature rise does
not exceed 2°C for the duration of an individual plunge test up to a response time of 55 s. (The
temperature should be measured by a thermocouple heatsinked and embedded in the mount not more
than 8 mm radially outward from the root diameter of the internal thread or by a thermocouple
located in the water at the centre of the nozzle inlet.) If the response time is greater than 55 s, then
the mount or water temperature in degrees Celsius should not increase more than 0.036 times the
response time in seconds for the duration of an individual plunge test.
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4.6.2.1.2 The nozzle under test should have 1 to 1.5 wraps of PTFE sealant tape applied to the
nozzle threads. It should be screwed into a mount to a torque of 15 ±3 Nm. Each nozzle is to be
mounted on a tunnel test section cover and maintained in a conditioning chamber to allow the nozzle
and cover to reach ambient temperature for a period of not less than 30 min.
4.6.2.1.3 At least 25 ml of water, conditioned to ambient temperature, should be introduced into

the nozzle inlet prior to testing. A timer accurate to ±0.01 s with suitable measuring devices to sense
the time between when the nozzle is plunged into the tunnel and the time it operates should be
utilized to obtain the response time.
4.6.2.1.4 A tunnel should be utilized with air flow and temperature conditions1 at the test section
(nozzle location) selected from the appropriate range of conditions shown in table 2. To minimize
radiation exchange between the sensing element and the boundaries confining the flow, the test
section of the apparatus should be designed to limit radiation effects to within ± 3% of calculated
RTI values2.
4.6.2.1.5 The range of permissible tunnel operating conditions is shown in table 2. The selected
operating condition should be maintained for the duration of the test with the tolerances as specified
by footnotes 4 and 5 in table 2.
4.6.2.2 Determination of conductivity factor (C) [7.6.2.2]
The conductivity factor (C) should be determined using the prolonged plunge test (see 4.6.2.2.1) or
the prolonged exposure ramp test (see 4.6.2.2.2).
4.6.2.2.1 Prolonged plunge test [7.6.2.2.1]
.1 the prolonged plunge test is an iterative process to determine C and may require up to
twenty nozzle samples. A new nozzle sample must be used for each test in this
section even if the sample does not operate during the prolonged plunge test;
.2 the nozzle under test should have 1 to 1.5 wraps of PTFE sealant tape applied to the
nozzle threads. It should be screwed into a mount to a torque of 15 + 3 Nm. Each
nozzle is to be mounted on a tunnel test section cover and maintained in a
conditioning chamber to allow the nozzle and cover to reach ambient temperature for
a period of not less than 30 min. At least 25 ml of water, conditioned to ambient
temperature, should be introduced into the nozzle inlet prior to testing;
.3 a timer accurate to ± 0.01 s with suitable measuring devices to sense the time
between when the nozzle is plunged into the tunnel and the time it operates should be
utilized to obtain the response time;
.4 the mount temperature should be maintained at 20 ± 0.5°C for the duration of each
test. The air velocity in the tunnel test section at the nozzle location should be
maintained with ± 2% of the selected velocity. Air temperature should be selected
and maintained during the test as specified in table 3;
1
Tunnel conditions should be selected to limit maximum anticipated equipment error to 3%.
2
A suggested method for determining radiation effects is by conducting comparative plunge tests on a blackened
(high emissivity) metallic test specimen and a polished (low emissivity) metallic test specimen.
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.5 the range of permissible tunnel operating conditions is shown in table 3. The

selected operating condition should be maintained for the duration of the test with the
tolerances as specified in table 3; and
.6 to determine C, the nozzle is immersed in the test stream at various air velocities for a
maximum of 15 min.1 Velocities are chosen such that actuation is bracketed between
two successive test velocities. That is, two velocities must be established such that at
the lower velocity (uj) actuation does not occur in the 15 min test interval. At the
next higher velocity (uh), actuation must occur within the 15 min time limit. If the
nozzle does not operate at the highest velocity, select an air temperature from table 3
for the next higher temperature rating.
Table 2 – Plunge oven test conditions
Air temperature ranges* Velocity ranges**
Normal Standard Special Fast Standard Special Fast

Temperature, Response, Response, Response, Response, Response, Response
ºC ºC ºC m/s m/s m/s Nozzle, m/s
57 to 77 191 to 203 129 to 141 129 to 141 2.4 to 2.6 2.4 to 2.6 1.65 to 1.85
79 to 107 282 to 300 191 to 203 191 to 203 2.4 to 2.6 2.4 to 2.6 1.65 to 1.85
121 to 149 382 to 432 282 to 300 282 to 300 2.4 to 2.6 2.4 to 2.6 1.65 to 1.85
163 to 191 382 to 432 382 to 432 382 to 432 3.4 to 3.6 2.4 to 2.6 1.65 to 1.85
*
The selected air temperature should be known and maintained constant within the test section throughout the test to
an accuracy of ±1ºC for the air temperature range of 129 to 141ºC within the test section and within ±2ºC for all
other air temperatures.
**
The selected air velocity should be known and maintained constant throughout the test to an accuracy of ±0.03 m/s
for velocities of 1.65 to 1.85 and 2.4 to 2.6 m/s and ±0.04 m/s for velocities of 3.4 to 3.6 m/s.
Table 3 – Plunge oven test conditions for conductivity determination
Nominal nozzle Maximum variation of air

temperature, Oven temperature, temperature during test,
ºC ºC ºC
57 85 to 91 ± 1.0
58 to 77 124 to 130 ± 1.5
78 to 107 193 to 201 ± 3.0
121 to 149 287 to 295 ± 4.5
163 to 191 402 to 412 ± 6.0
1
If the value of C is determined to be less than 0.5 (m.s)0.5 a C of 0.25 (m.s)0.5 should be assumed for calculating
RTI value.
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Test velocity selection should ensure that:

(UH/UL)0.5 ≤ 1.1
The test value of C is the average of the values calculated at the two velocities using the
following equation:
C = (∆ Tg/ ∆Tea - 1)u0.5

where:
∆ Tg Actual gas (air) temperature minus the mount temperature (Tm) in ºC.
∆ Tea Mean liquid bath operating temperature minus the mount temperature (Tm) in ºC.
u Actual air velocity in the test section in m/s.
The nozzle C value is determined by repeating the bracketing procedure three times and
calculating the numerical average of the three C values. This nozzle C value is used to calculate all
standard orientation RTI values for determining compliance with 3.14.1.
4.6.2.2.2 Prolonged exposure ramp test [7.6.2.2.2]
.1 the prolonged exposure ramp test for the determination of the parameter C should be
carried out in the test section of a wind tunnel and with the requirements for the
temperature in the nozzle mount as described for the dynamic heating test.
A preconditioning of the nozzle is not necessary;
.2 ten samples should be tested of each nozzle type, all nozzles positioned in standard
orientation. The nozzle should be plunged into an air stream of a constant velocity
of 1 m/s ± 10% and an air temperature at the nominal temperature of the nozzle at the
beginning of the test; and
.3 the air temperature should then be increased at a rate of 1 ± 0.25ºC/min until the
nozzle operates. The air temperature, velocity and mount temperature should be
controlled from the initiation of the rate of rise and should be measured and recorded
at nozzle operation. The C value is determined using the same equation as
in 4.6.2.2.1 as the average of the ten test values.
4.6.2.3 RTI value calculation [7.6.2.3]
The equation used to determine the RTI value is as follows:
− t r (u ) 0.5 (1 + C / u 0.5 )
RTI =
In [1 - ∆ Tea (1 + C /(u ) 0.5 ) / ∆Tg ]
where:
tr Response time of nozzles in seconds
u Actual air velocity in the test section of the tunnel in m/s from table 2
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∆ Tea Mean liquid bath operating temperature of the nozzle minus the ambient
temperature in ºC
∆Tg Actual air temperature in the test section minus the ambient temperature in ºC
C Conductivity factor as determined in 4.6.2.2
4.6.2.4 Determination of worst case orientation RTI
The equation used to determine the RTI for the worst case orientation is as follows:
− t r − wc (u ) 0.5 [(1 + C ( RTI wc / RTI ) /(u ) 0.5 )]

RTI wc =
In{1 - ∆ Tea [1 + C ( RTI wc / RTI ) /(u ) 0.5 )] / ∆Tg }
where:
T t-wc Response time of the nozzles in seconds for the worst case orientation
All variables are known at this time per the equation in paragraph 4.6.2.3 except RTIwc
(Response Time Index for the worst case orientation) which can be solved iteratively per the above
equation.
In the case of fast response nozzles, if a solution for the worse case orientation RTI is
unattainable, plunge testing in the worst case orientation should be repeated using the plunge test
conditions under Special Response shown in table 2.
4.7 Heat exposure test [7.7]
4.7.1 Glass bulb nozzles (see 3.9.1):
.1 glass bulb nozzles having nominal release temperatures less than or equal to 80°C
should be heated in a water bath from a temperature of (20 ± 5)ºC to (20 ± 2) ºC
below their nominal release temperature. The rate of increase of temperature should
not exceed 20°C/min. High temperature oil, such as silicone oil should be used for
higher temperature rated release elements; and
.2 this temperature should then be increased at a rate of 1°C/min to the temperature at

which the gas bubble dissolves, or to a temperature 5°C lower than the nominal
operating temperature, whichever is lower. Remove the nozzle from the liquid bath
and allow it to cool in air until the gas bubble has formed again. During the cooling
period, the pointed end of the glass bulb (seal end) should be pointing downwards.
This test should be performed four times on each of four nozzles.
4.7.2 All uncoated nozzles (see 3.9.2) [7.7.2]
Twelve uncoated nozzles should be exposed for a period of 90 days to a high ambient temperature
that is 11°C below the nominal rating or at the temperature shown in table 4, whichever is lower, but
not less than 49°C. If the service load is dependent on the service pressure, nozzles should be tested
under the rated working pressure. After exposure, four of the nozzles should be subjected to the tests
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specified in 4.4.1, four nozzles to the test of 4.5.1, two at the minimum operating pressure and two at
the rated working pressure, and four nozzles to the requirements of 3.3. If a nozzle fails the
applicable requirements of a test, eight additional nozzles should be tested as described above and
subjected to the test in which the failure was recorded. All eight nozzles should comply with the test
requirements.
4.7.3 Coated nozzles (see 3.9.3) [7.7.3]:
.1 in addition to the exposure test of 4.7.2 in an uncoated version, twelve coated nozzles
should be exposed to the test of 4.7.2 using the temperatures shown in table 4 for
coated nozzles; and
.2 the test should be conducted for 90 days. During this period, the sample should be
removed from the oven at intervals of approximately 7 days and allowed to cool
for 2 h to 4 h. During this cooling period, the sample should be examined. After
exposure, four of the nozzles should be subjected to the tests specified in 4.4.1, four
nozzles to the test of 4.5.1; two at the minimum operating pressure and two at the
rated working pressure, and four nozzles to the requirements of 3.3.
Table 4 – Test temperatures for coated and uncoated nozzles
Values in degrees Celsius

Nominal release Uncoated nozzle test temperature Coated nozzle test
Temperature temperature
57-60 49 49
61-77 52 49
78-107 79 66
108-149 121 107
150-191 149 149
192-246 191 191
247-302 246 246
303-343 302 302
4.8 Thermal shock test for glass bulb nozzles (see 3.10) [7.8]
4.8.1 Before starting the test, condition at least 24 nozzles at room temperature of 20 to 25ºC for at
least 30 min.
4.8.2 The nozzle should be immersed in a bath of liquid, the temperature of which should
be 10 ± 2ºC below the nominal release temperature of the nozzles. After 5 min., the nozzles are to
be removed from the bath and immersed immediately in another bath of liquid, with the bulb seal
downwards, at a temperature of 10 ± 2ºC. Then test the nozzles in accordance with 4.5.1.
4.9 Strength test for release elements [7.9]
4.9.1 Glass bulbs (see 3.7.1) [7.9.1]
4.9.1.1 At least 15 sample bulbs in the lowest temperature rating of each bulb type should be
positioned individually in a text fixture using the sprinkler seating parts. Each bulb should then be
subjected to a uniformly increasing force at a rate not exceeding 250 N/s in the test machine until the
bulb fails.
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4.9.1.2 Each test should be conducted with the bulb mounted in new seating parts. The mounting
device may be reinforced externally to prevent its collapse, but in a manner which does not interfere
with bulb failure.
4.9.1.3 Record the failure load for each bulb. Calculate the lower tolerance limit (TLI) for bulb
strength. Using the values of service load recorded in 4.3.1, calculate the upper tolerance limit (TL2)
for the bulb design load. Verify compliance with 3.7.1.
4.9.2 Fusible elements (see 3.7.2)
4.10 Water flow test (see 3.4.1) [7.10]
The nozzle and a pressure gauge should be mounted on a supply pipe. The water flow should be
measured at pressures ranging from the minimum operating pressure to the rated working pressure at
intervals of approximately 10% of the service pressure range on two sample nozzles. In one series of
tests, the pressure should be increased from zero to each value and, in the next series, the pressure
shall be decreased from the rated pressure to each value. The flow constant, K, should be averaged
from each series of readings, i.e., increasing pressure and decreasing pressure. During the test,
pressures should be corrected for differences in height between the gauge and the outlet orifice of
the nozzle.
4.11 Corrosion tests [7.12]
4.11.1 Stress corrosion test for brass nozzle parts (see 3.11.1)
4.11.1.1 Five nozzles should be subjected to the following aqueous ammonia test. The inlet of
each nozzle should be sealed with a nonreactive cap, e.g., plastic.
4.11.1.2 The samples are degreased and exposed for 10 days to a moist ammonia-air mixture in a
glass container of volume 0.02 ± 0.01 m3.
4.11.1.3 An aqueous ammonia solution, having a density of 0.94 g/cm3, should be maintained in
the bottom of the container, approximately 40 mm below the bottom of the samples. A
volume of aqueous ammonia solution corresponding to 0.01 ml per cubic centimetre of the volume
of the container will give approximately the following atmospheric concentrations: 35%
ammonia, 5% water vapour, and 60% air. The inlet of each sample should be sealed with a
nonreactive cap, e.g., plastic.
4.11.1.4 The moist ammonia-air mixture should be maintained as closely as possible at

atmospheric pressure, with the temperature maintained at 34 ± 2°C. Provision should be made for
venting the chamber via a capillary tube to avoid the build-up of pressure. Specimens should be
shielded from condensate drippage.
4.11.1.5 After exposure, rinse and dry the nozzles, and conduct a detailed examination. If a crack,
delamination or failure of any operating part is observed, the nozzle(s) should be subjected to a leak
resistance test at the rated pressure for 1 min and to the functional test at the minimum flowing
pressure (see 3.1.5).
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4.11.1.6 Nozzles showing cracking, delamination or failure of any non-operating part should not
show evidence of separation of permanently attached parts when subjected to flowing water at the
rated working pressure for 30 min.
4.11.2 Stress-Corrosion Cracking of Stainless Steel Nozzle Parts (see 3.11.1)
4.11.2.1 Five samples are to be degreased prior to being exposed to the magnesium chloride
solution.
4.11.2.2 Parts used in nozzles are to be placed in a 500-millilitre flask that is fitted with a
thermometer and a wet condenser approximately 760 mm long. The flask is to be filled
approximately one-half full with a 42% by weight magnesium chloride solution, placed on a
thermostatically-controlled electrically heated mantel, and maintained at a boiling temperature
of 150 ± 1°C. The parts are to be unassembled, that is, not contained in a nozzle assembly. The
exposure is to last for 500 hours.
4.11.2.3 After the exposure period, the test samples are to be removed from the boiling magnesium
chloride solution and rinsed in deionised water.
4.11.2.4 The test samples are then to be examined using a microscope having a magnification
of 25X for any cracking, delamination, or other degradation as a result of the test exposure. Test
samples exhibiting degradation are to be tested as described in 4.12.5.5 or 4.12.5.6, as applicable.
Test samples not exhibiting degradation are considered acceptable without further test.
4.11.2.5 Operating parts exhibiting degradation are to be further tested as follows. Five new sets of
parts are to be assembled in nozzle frames made of materials that do not alter the corrosive effects of
the magnesium chloride solution on the stainless steel parts. These test samples are to be degreased
and subjected to the magnesium chloride solution exposure specified in paragraph 4.12.5.2.
Following the exposure, the test samples should withstand, without leakage, a hydrostatic test
pressure equal to the rated working pressure for 1 minute and then be subjected to the functional test
at the minimum operating pressure in accordance with 4.5.1.
4.11.2.6 Non-operating parts exhibiting degradation are to be further tested as follows.

Five new sets of parts are to be assembled in nozzle frames made of materials that do not alter the
corrosive effects of the magnesium chloride solution on the stainless steel parts. These test samples
are to be degreased and subjected to the magnesium chloride solution exposure specified in
paragraph 4.12.5.1. Following the exposure, the test samples should withstand a flowing pressure
equal to the rated working pressure for 30 minutes without separation of permanently attached parts.
4.11.3 Sulphur dioxide corrosion test (see 3.11.2 and 3.14.2)
4.11.3.1 Ten nozzles should be subjected to the following sulphur dioxide corrosion test. The
inlet of each sample should be sealed with a nonreactive cap, e.g., plastic.
4.11.3.2 The test equipment should consist of a 5 litre vessel (instead of a 5 litre vessel, other
volumes up to 15 litre may be used in which case the quantities of chemicals given below shall be
increased in proportion) made of heat-resistant glass, with a corrosion-resistant lid of such a shape as
to prevent condensate dripping on the nozzles. The vessel should be electrically heated through the
base, and provided with a cooling coil around the side walls. A temperature sensor placed
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centrally 160 mm ± 20 mm above the bottom of the vessel should regulate the heating so that the
temperature inside the glass vessel is 45°C ± 3ºC. During the test, water should flow through the
cooling coil at a sufficient rate to keep the temperature of the discharge water below 30°C. This
combination of heating and cooling should encourage condensation on the surfaces of the nozzles.
The sample nozzles should be shielded from condensate drippage.
4.11.3.3 The nozzles to be tested should be suspended in their normal mounting position under
the lid inside the vessel and subjected to a corrosive sulphur dioxide atmosphere for 8 days. The
corrosive atmosphere should be obtained by introducing a solution made up by dissolving 20 g of
sodium thiosulphate (Na2S203H2O) crystals in 500 ml of water.
4.11.3.4 For at least six days of the 8-day exposure period, 20 ml of dilute sulphuric acid
consisting of 156 ml of normal H2SO4 (0.5 mol/litre) diluted with 844 ml of water should be added at
a constant rate. After 8 days, the nozzles should be removed from the container and allowed to dry
for 4 to 7 days at a temperature not exceeding 35°C with a relative humidity not greater than 70%.
4.11.3.5 After the drying period, five nozzles should be subjected to a functional test at the
minimum operating pressure in accordance with 4.5.1 and five nozzles should be subjected to the
dynamic heating test in accordance with 3.14.2.
4.11.4 Salt spray corrosion test (see 3.11.3 and 3.14.2) [7.12.3]
4.11.4.1 Nozzles intended for normal atmospheres
4.11.4.1.1 Ten nozzles should be exposed to a salt spray within a fog chamber. The inlet of each
sample should be sealed with a nonreactive cap, e.g., plastic.
4.11.4.1.2 During the corrosive exposure, the inlet thread orifice is to be sealed by a plastic cap after
the nozzles have been filled with deionised water. The salt solution should be a 20% by mass
sodium chloride solution in distilled water. The pH should be between 6.5 and 7.2 and the density
between 1.126 g/ml and 1.157 g/ml when atomized at 35ºC. Suitable means of controlling the
atmosphere in the chamber should be provided. The specimens should be supported in their normal
operating position and exposed to the salt spray (fog) in a chamber having a volume of at
least 0.43 m3 in which the exposure zone shall be maintained at a temperature of 35 ± 2ºC. The
temperature should be recorded at least once per day, at least 7 hours apart (except weekends and
holidays when the chamber normally would not be opened). Salt solution should be supplied from a
recirculating reservoir through air-aspirating nozzles, at a pressure between 0.7 bar (0.07 MPa)
and 1.7 bar (0.17 MPa). Salt solution runoff from exposed samples should be collected and should
not return to the reservoir for recirculation. The sample nozzles should be shielded from condensate
drippage.
4.11.4.1.3 Fog should be collected from at least two points in the exposure zone to determine the
rate of application and salt concentration. The fog should be such that for each 80 cm2 of collection
area, 1 m1 to 2 ml of solution should be collected per hour over a 16 hour period and the salt
concentration shall be 20 ± 1% by mass.
4.11.4.1.4 The nozzles should withstand exposure to the salt spray for a period of 10 days. After
this period, the nozzles should be removed from the fog chamber and allowed to dry for 4 to 7 days
at a temperature of 20°C to 25°C in an atmosphere having a relative humidity not greater than 70%.
Following the drying period, five nozzles should be submitted to the functional test at the minimum
operating pressure in accordance with 4.5.1 and five nozzles should be subjected to the dynamic
heating test in accordance with 3.14.2.
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4.11.4.2 Nozzles intended for corrosive atmospheres [7.12.3.2]
Five nozzles should be subjected to the tests specified in 4.12.3.1 except that the duration of the salt
spray exposure shall be extended from 10 days to 30 days.
4.11.5 Moist air exposure test (see 3.11.4 and 3.14.2) [7.12.4]
Ten nozzles should be exposed to a high temperature-humidity atmosphere consisting of a relative

humidity of 98% ± 2% and a temperature of 95°C ± 4ºC. The nozzles are to be installed on a pipe
manifold containing de-ionized water. The entire manifold is to be placed in the high temperature
humidity enclosure for 90 days. After this period, the nozzles should be removed from the
temperature-humidity enclosure and allowed to dry for 4 to 7 days at a temperature of 25 ± 5°C in an
atmosphere having a relative humidity of not greater than 70%. Following the drying period, five
nozzles should be functionally tested at the minimum operating pressure in accordance with 4.5.1
and five nozzles should be subjected to the dynamic heating test in accordance with 3.14.21.
4.12 Nozzle coating tests [7.13]
4.12.1 Evaporation test (see 3.12.1) [7.13.1]
A 50 cm3 sample of wax or bitumen should be placed in a metal or glass cylindrical container,
having a flat bottom, an internal diameter of 55 mm and an internal height of 35 mm. The container,
without lid, should be placed in an automatically controlled electric, constant ambient temperature
oven with air circulation. The temperature in the oven should be controlled at 16°C below the
nominal release temperature of the nozzle, but at not less than 50°C. The sample should be weighed
before and after 90 days exposure to determine any loss of volatile matter; the sample should meet
the requirements of 3.12.1.
4.12.2 Low-temperature test (see 3.12.2) [7.13.2]
Five nozzles, coated by normal production methods, whether with wax, bitumen or a metallic
coating, should be subjected to a temperature of -10°C for a period of 24 hours. On removal from
the low-temperature cabinet, the nozzles should be exposed to normal ambient temperature for at
least 30 min before examination of the coating to the requirements of 3.1.12.2.
4.13 Heat-resistance test (see 3.15) [7.14]
One nozzle body should be heated in an oven at 800°C for a period of 15 min, with the nozzle in its
normal installed position. The nozzle body should then be removed, holding it by the threaded inlet,
and should be promptly immersed in a water bath at a temperature of approximately 15°C. It should
meet the requirements of 3.14.
4.14 Water-hammer test (see 3.13) [7.15]
4.14.1 Five nozzles should be connected, in their normal operating position, to the test equipment.
After purging the air from the nozzles and the test equipment, 3,000 cycles of pressure varying
from 4 ± 2 bar ((0.4 ± 0.2)MPa) to twice the rated working pressure should be generated. The
1
At the manufacturer's option, additional samples may be furnished for this test to provide early evidence of failure. The
additional samples may be removed from the test chamber at 30-day intervals for testing.
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pressure should be raised from 4 bar to twice the rated pressure at a rate of 60 ± 10 bar/s. At least 30
cycles of pressure per minute should be generated. The pressure should be measured with an
electrical pressure transducer.
4.14.2 Visually examine each nozzle for leakage during the test. After the test, each nozzle should
meet the leakage resistance requirement of 3.8.1 and the functional requirement of 3.5.1 at the
minimum operating pressure.
4.15 Vibration test (see 3.16) [7.16]
4.15.1 Five nozzles should be fixed vertically to a vibration table. They should be subjected at room
temperature to sinusoidal vibrations. The direction of vibration should be along the axis of the
connecting thread.
4.15.2 The nozzles should be vibrated continuously from 5 Hz to 40 Hz at a maximum rate

of 5 min/octave and an amplitude of 1 mm (1/2 peak-to-peak value). If one or more resonant points
are detected, the nozzles after coming to 40 Hz, should be vibrated at each of these resonant
frequencies for 120 hours/number of resonances. If no resonances are detected, the vibration
from 5 Hz to 40 Hz should be continued for 120 hours.
4.15.3 The nozzle should then be subjected to the leakage test in accordance with 3.8.1 and the
functional test in accordance with 3.5.1 at the minimum operating pressure.
4.16 Impact test (see 3.17) [7.17]
4.16.1 Five nozzles should be tested by dropping a mass onto the nozzle along the axial centreline of
waterway. The kinetic energy of the dropped mass at the point of impact should be equivalent to a
mass equal to that of the test nozzle dropped from a height 1 m (see figure 2). The mass is to be
prevented from impacting more than once upon each sample.
4.16.2 Following the test a visual examination of each nozzle shall show no signs of fracture,
deformation, or other deficiency. If none is detected, the nozzles should be subjected to the leak
resistance test, described in 4.4.1. Following the leakage test, each sample should meet the
functional test requirement of 4.5.1 at a pressure equal to the minimum flowing pressure.
4.17 Lateral discharge test (see 3.18) [7.19]

4.17.1 Water is to be discharged from a spray nozzle at the minimum operating and rated working
pressure. A second automatic nozzle located at the minimum distance specified by the manufacturer
is mounted on a pipe parallel to the pipe discharging water.
4.17.2 The nozzle orifices or distribution plates (if used), are to be placed 550 mm, 356 mm
and 152 mm below a flat smooth ceiling for three separate tests, respectively at each test pressure.
The top of a square pan measuring 305 mm square and 102 mm deep is to be positioned 152 mm
below the heat responsive element for each test. The pan is filled with 0.47 litres of heptane. After
ignition, the automatic nozzle is to operate before the heptane is consumed.
4.18 30-day leakage test (see 3.19) [7.20]

4.18.1 Five nozzles are to be installed on a water filled test line maintained under a constant
pressure of twice the rated working pressure for 30 days at an ambient temperature of (20 ± 5°C).
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4.18.2 The nozzles should be inspected visually at least weekly for leakage. Following completion
of this 30-day test, all samples should meet the leak resistance requirements specified in 3.2.4 and
should exhibit no evidence of distortion or other mechanical damage.
4.19 Vacuum test (see 3.20) [7.21]
Three nozzles should be subjected to a vacuum of 460 mm of mercury applied to a nozzle inlet for 1
min at an ambient temperature of 20 ± 5°C. Following this test, each sample should be examined to
verify that no distortion or mechanical damage has occurred and then should meet the leak resistance
requirements specified in 4.4.1.
4.20 Clogging Test (see 3.22) [7.28]
4.20.1 The water flow rate of an open water-mist nozzle with its strainer or filter should be
measured at its rated working pressure. The nozzle and strainer or filter should then be installed in
test apparatus described in Figure 3 and subjected to 30 minutes of continuous flow at rated working
pressure using contaminated water which has been prepared in accordance with 4.20.3.
4.20.2 Immediately following the 30 minutes of continuous flow with the contaminated water, the
flow rate of the nozzle and strainer or filter should be measured at rated working pressure. No
removal, cleaning or flushing of the nozzle, filter or strainer is permitted during the test.
4.20.3 The water used during the 30 minutes of continuous flow at rated working pressure specified
in 4.20.1 should consist of 60 litres of tap water into which has been mixed 1.58 kilograms of
contaminants which sieve as described in table 6. The solution should be continuously agitated
during the test.
4.20.4 Alternative supply arrangements to the apparatus shown in figure 3 may be used where
damage to the pump is possible. Restrictions to piping defined by note 2 of table 5 should apply to
such systems.
Table 5 – Contaminant for the contaminated water cycling test

SIEVE NOMINAL SIEVE GRAMS OF CONTAMINANT (± 5%)**
DESIGNATION* OPENING, MM PIPE SCALE TOP SOIL SAND
No. 25 0.706 - 456 200

No. 50 0.297 82 82 327
No. 100 0.150 84 6 89
No. 200 0.074 81 - 21
No. 325 0.043 153 - 3
TOTAL 400 544 640
*
Sieve designations correspond with those specified in the standard for wire-cloth sieves for testing purposes, ASTM
E11-87, CENCO-MEINZEN sieve sizes 25 mesh, 50 mesh, 100 mesh, 200 mesh and 325 mesh, corresponding with
the number designation in the table, have been found to comply with ASTM E11-87.
**
The amount of contaminant may be reduced by 50 per cent for nozzles limited to use with copper or stainless steel
piping and by 90 per cent for nozzles having a rated pressure of 50 bar or higher and limited to use with stainless
steel piping.
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5 WATER-MIST NOZZLE MARKING
5.1 General
Each nozzle complying with the requirements of this Standard should be permanently marked
as follows:
(a) trademark or manufacturer’s name;
(b) model identification;
(c) manufacturer’s factory identification. This is only required if the manufacturer has
more than one nozzle manufacturing facility;
(d) nominal year of manufacture1 (automatic nozzles only);
(e) nominal release temperature2; and
(f) K-factor. This is only required if a given model nozzle is available with more
than 1 orifice size.
In countries where colour-coding of yoke arms of glass bulb nozzles is required, the colour
code for fusible element nozzles should be used.
5.2 Nozzle housings
Recessed housings, if provided, should be marked for use with the corresponding nozzles unless the
housing is a non-removable part of the nozzle.
1
The year of manufacture may include the last three months of the preceding year and the first six months of the
following year. Only the last two digits need be indicated.
2
Except for coated and plated nozzles, the nominal release temperature range should be colour-coded on the nozzle to
identify the nominal rating. The colour code should be visible on the yoke arms holding the distribution plate for
fusible element nozzles, and should be indicated by the colour of the liquid in glass bulbs. The nominal temperature
rating should be stamped or cast on the fusible element of fusible element nozzles. All nozzles should be stamped,
cast, engraved or colour-coded in such a way that the nominal rating is recognizable even if the nozzle has operated.
This should be in accordance with table 1.
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APPENDIX B
TEST METHOD FOR FIRE TESTING EQUIVALENT WATER-BASED

FIRE-EXTINGUISHING SYSTEMS FOR MACHINERY SPACES
OF CATEGORY A AND CARGO PUMP-ROOMS
1 SCOPE
1.1 This test method is intended for evaluating the extinguishing effectiveness of water-based
total flooding fire-extinguishing systems for the protection of engine-rooms of category A and
cargo pump-rooms.
1.2 The test method covers the minimum fire-extinguishing requirement and prevention against
reignition for fires in engine-rooms.
1.3 It was developed for systems using ceiling mounted nozzles or multiple levels of nozzles.
Bilge nozzles are required for all systems. The bilge nozzles may be part of the main system, or they
may be a separate bilge area protection system.
1.4 In the tests, the use of additional nozzles to protect specific hazards by direct application is
not permitted. However for ship board applications additional nozzles may be added as
recommended by the manufacturer.
2 FIELD OF APPLICATION
The test method is applicable for water-based fire-extinguishing systems which will be used as
alternative fire-extinguishing systems as required by SOLAS regulation II-2/10.4.1 and II-2/10.9.1.
For the installation of the system, nozzles shall be installed to protect the entire hazard volume (total
flooding). The installation specification provided by the manufacturer should include maximum
horizontal and vertical nozzle spacing, maximum enclosure height, and distance of nozzles below the
ceiling and maximum enclosure volume which, as a principle, should not exceed the values used in
approval fire test. However, when based on the scientific methods developed by the Organization*,
scaling from the maximum tested volume to a larger volume may be permitted. The scaling should
not exceed twice the tested volume.
3 SAMPLING
The components to be tested should be supplied by the manufacturer together with design and
installation criteria, operational instructions, drawings and technical data sufficient for the
identification of the components.
*
To be developed by the Organization.
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4 METHOD OF TEST
4.1 Principle
This test procedure enables the determination of the effectiveness of different water-based
extinguishing systems against spray fires, cascade fires, pool fires, and Class A fires which are
obstructed by an engine mock-up.
4.2 Apparatus
4.2.1 Engine mock-up
The fire test should be performed in a test apparatus consisting of:
.1 an engine mock-up of the size (width × length × height) of 1 m × 3 m × 3 m

constructed of sheet steel with a nominal thickness of 5 mm. The mock-up is fitted
with two steel tubes of 0.3 m in diameter and 3 m in length that simulate exhaust
manifolds and a grating. At the top of the mock-up, a 3 m2 tray is arranged (see
figure 1); and
.2 a floor plate system of the size (width × length × height) of 4 m × 6 m × 0.5 m,

surrounding the mock-up. Provision shall be made for placement of the fuel trays,
described in table 1, and located as described in figure 1.
4.2.2 Fire test compartment
The tests should be performed in a room having a specified area greater than 100 m2, a specified
height of at least 5 m and ventilation through a door opening of 2 m × 2 m in size. Fires and engine
mock-up should be according to tables 1, 2, 3 and figure 2. The test hall should have an ambient
temperature of between 10°C and 30°C at the start of each test.
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NS300
NS300
Figure 1
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Mid-height
500
500
Thermocouple tree (2) Thermocouple tree (1)
4000
4000
Figure 2
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4.3 Test scenario
4.3.1 Fire-extinguishing tests
Table 1
Test No. Fire Scenario Test Fuel

1 Low pressure horizontal spray on top of simulated engine Commercial fuel oil or
between agent nozzles. light diesel oil
2 Low pressure spray in top of simulated engine centred with Commercial fuel oil or
nozzle angled upward at a 45° angle to strike a 12-15 mm light diesel oil
diameter rod 1 m away.
3 High pressure horizontal spray on top of the simulated engine. Commercial fuel oil or
light diesel oil
4 Low pressure concealed horizontal spray fire on the side of Commercial fuel oil or
simulated engine with oil spray nozzle positioned 0.1 m in light diesel oil
from the end of the engine and 0.1 m2 tray positioned on tope
of the bilge plate 1.4 m in from the engine end at the edge of
the bilge plate closest to the engine.
5 Concealed 0.7 m × 3.0 m fire tray on top of bilge plate centred Heptane
under exhaust plate.
6 Flowing fire 0.25 kg/s from top of mock-up (see figure 3). Heptane
7 Class A fires wood crib (see Note) in 2 m2 pool fire with 30 s Heptane
preburn. The test tray should be positioned 0.75 m above the
floor as shown in figure 1.
8 A steel plate (30 cm × 60 cm × 5 cm) offset 20° to the spray is Heptane
heated to 350°C by the top low pressure spray nozzle
positioned horizontally 0.5 m from the front edge of the plate.
When the plate reaches 350°C, the system is activated.
Following system shutoff, no reignition of spray is permitted.
Note: 1 The wood crib is to weigh 5.4 to 5.9 kg and is to be dimensioned approximately 305 mm × 305 mm × 305
mm. The crib is to consist of eight alternate layers of four trade size 38.1 mm × 38.1 mm kiln-dried spruce or fir
lumber 305 mm long. The alternate layers of the lumber are to be placed at right angles to the adjacent layers. The
individual wood members in each layer are to be evenly spaced along the length of the previous layer of wood members
and stapled. After the wood crib is assembled, it is to be conditioned at a temperature of 49 + 5°C for not less than 16 h.
Following the conditioning, the moisture content of the crib is to be measured with a probe type moisture meter. The
moisture content of the crib should not exceed 5% prior to the fire test.
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Table 2 - Test Programme for Bilge Nozzles
Test No. Fire Scenario Test Fuel

1 0.5 m2 central under mock-up Heptane
2 0.5 m2 central under mock-up SAE 10W30 mineral based lubrication oil
3 4 m2 tray under mock-up Commercial fuel oil or light diesel oil
Figure 3
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Table 3 - Spray fire test parameters
Fire type Low pressure High pressure

Wide spray angle (120° to 125°) Standard angle (at 6 bar)
Spray nozzle
full cone type full cone type
Nominal fuel pressure 8 bar 150 bar
Fuel flow 0.16 ± 0.01 kg/s 0.050 ± 0.002 kg/s
Fuel temperature 20 ± 5°C 20 ± 5°C
Nominal heat release rate 5.8 ± 0.6 MW 1.8 ± 0.2 MW
4.3.2 Thermal management tests
4.3.2.1 Instrumentation
4.3.2.1.1 Thermocouples should be installed in two trees. One tree should be located 4 m from the
centre of the mock-up, on the opposite side of the 2 m2 tray for class A fire test as shown in figure 2.
The other tree should be located 4 m from the centre of the mock-up, on the opposite side of the
door opening.
4.3.2.1.2 Each tree should consist of five thermocouples of diameter not exceeding 0.5 mm,
positioned at the following heights: (1) 500 mm below the ceiling; (2) 500 mm above floor level; (3)
at mid-height of the test compartment; (4) between the uppermost thermocouple and the
thermocouple at mid-height and (5) between the lowest thermocouple and the thermocouple at
mid-height.
4.3.2.1.3 Measures should be provided to avoid direct water spray impingement of the
thermocouples.
4.3.2.1.4 The temperatures should be measured continuously, at least once every two seconds,
throughout the test.
4.3.2.2 Fire size and position
4.3.2.2.1 For the determination of the thermal management, an obstructed n-Heptane pool fire
scenario should be used. The nominal fire sizes should be correlated to the test compartment volume
according to table 4. The test tray should be positioned in accordance with test No.7 as shown in
table 1 and figure 2.
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Table 4 - Correlation between nominal pool fire sizes and test compartment volume
Test compartment Pool fire scenario

volume
500 m3 1 MW
1000 m3 2 MW
1500 m3 3 MW
2000 m3 4 MW
2500 m3 5 MW
3000 m3 6 MW
Note: Interpolation of the data in the table is allowed.
4.3.2.2.2 The rim height of the trays should be 150 mm and the tray should be filled with 50 mm
of fuel. Additional water should be added to provide a freeboard of 50 mm. Table 5 provides
examples of pool tray diameters and the corresponding area, for a selection of nominal heat
release rates.
Table 5 - Pool tray diameters and the corresponding area,

for a selection of nominal heat release rates
Nominal Diameter Area Size of

HRR (cm) (m2) obstruction steel
plate (m x m)
0.5 MW 62 0.30 2.0 x 2.0
1 MW 83 0.54 2.0 x 2.0
2 MW 112 0.99 2.0 x 2.0
3 MW 136 1.45 2.25 x 2.25
4 MW 156 1.90 2.25 x 2.25
5 MW 173 2.36 2.5 x 2.5
6 MW 189 2.81 2.5 x 2.5
Note: Interpolation or extrapolation of the data is allowed according to the following equation:
Q = 2.195A−0.18
where:
Q = the desired nominal heat release rate (MW)

A = the area of the fire tray (m2)
4.3.2.2.3 A square horizontal obstruction steel plate should shield the pool fire tray from direct
water spray impingement. The size of the obstruction steel plate is dictated by the size of the fire
tray, as indicated in table 5. The vertical distance measured from the floor to the underside of the
obstruction steel plate should be 1.0 m.
4.3.2.2.4 The thickness of the steel plate should be a nominal 4 mm. The vertical distance
measured from the rim of the trays to the underneath of the horizontal obstruction steel plate
should be 0.85 m.
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4.4 Extinguishing system
4.4.1 During fire test conditions the extinguishing system should be installed according to the
manufacturer's design and installation instructions in a uniformly spaced overhead nozzle grid. The
lowest level of nozzles should be located at least 5 m above the floor. For actual installations, if the
water-mist system includes bilge area protection, water-mist nozzles must be installed throughout the
bilges in accordance with the manufacturer’s recommended dimensioning, as developed from bilge
system testing using the tests in table 2, conducted with the bilge plate located at the maximum
height for which approval is sought. Tests should be performed with nozzles located in the highest
and lowest recommended position above the bilge fires. Bilge systems using the nozzle spacing
tested may be approved for fire protection of bilge areas of any size.
4.4.2 The system fire tests should be conducted at the minimum system operating pressure, or at
the conditions providing the minimum water application rate.
4.4.3 During the laboratory fire tests the bilge system nozzles may not be located beneath the engine
mock-up, but should be located beneath the simulated bilge plates at least one-half the nozzle spacing
away from the engine mock-up.
4.5 Procedure
4.5.1 Ignition
The trays used in the test should be filled with at least 50 mm fuel on a water base. Freeboard is to
be 150±10 mm.
4.5.2 Flow and pressure measurements (Fuel system)
The fuel flow and pressure in the fuel system should be measured before each test. The fuel pressure
should be measured during the test.
4.5.3 Flow and pressure measurements (Extinguishing system)
Agent flow and pressure in the extinguishing system should be measured continuously on the high
pressure side of a pump or equivalent equipment at intervals not exceeding 5 s during the test,
alternatively, the flow can be determined by the pressure and the K factor of the nozzles.
4.5.4 Duration of test
4.5.4.1 After ignition of all fuel sources, a 2-min preburn time is required before the extinguishing
agent is discharged for the fuel tray fires and 5-15 s for the fuel spray and heptane fires and 30 s for
the Class A fire test (Test No.7).
4.5.4.2 The fire should be allowed to burn until the fire is extinguished or for a period of 15 minutes,
whichever is less, measured from the ignition. The fuel spray, if used, should be shut off 15 s after
the end of agent discharge.
4.5.5 Observations before and during the test
4.5.5.1 Before the test, the test room, fuel and mock-up temperature is to be measured.
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4.5.5.2 During the test the following items should be recorded:
.1 the start of the ignition procedure;
.2 the start of the test (ignition);
.3 the time when the extinguishing system is activated;
.4 the time when the fire is extinguished, if it is;
.5 the time when the extinguishing system is shut off;
.6 the time of re-ignition, if any;
.7 the time when the oil flow for the spray fire is shut off;
.8 the time when the test is finished; and
.9 data from all test instrumentation.
4.5.6 Observations after the test
.1 damage to any system components;
.2 the level of fuel in the tray(s) to make sure that the fuel was not totally consumed; and
.3 test room, fuel and mock-up temperature.
5 CLASSIFICATION CRITERIA
5.1 Fire-extinguishing tests
All fires in the fire-extinguishing tests should be extinguished within 15 minutes of system activation
and there should be no re-ignition or fire spread.
5.2 Thermal management tests
The 60 s time-weighted average temperature should be kept below 100°C, no later than 300 s after
activation of the system for the thermal management test in 4.3.2.
6 TEST REPORT
The test report should include the following information:
.1 name and address of the test laboratory;
.2 date and identification number of the test report;
.3 name and address of client;
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.4 purpose of the test;
.5 method of sampling;
.6 name and address of manufacturer or supplier of the product;
.7 name or other identification marks of the product;
.8 description of the tested product:
– drawings,
– descriptions,
– assembly instructions,
– specification of included materials, and
– detailed drawing of test set-up;
.9 date of supply of the product;
.10 date of test;
.11 test method;
.12 drawing of each test configuration;
.13 measured nozzle characteristics;
.14 identification of the test equipment and used instruments;
.15 conclusions;
.16 deviations from the test method, if any;
.17 test results including observations during and after the test; and
.18 date and signature.
_______________
4 ALBERT EMBANKMENT
LONDON SE1 7SR E
Telephone: 020 7587 3152
Fax: 020 7587 3210
IMO

27 June 2005
GUIDELINES FOR A SIMPLIFIED EVACUATION ANALYSIS

FOR HIGH-SPEED PASSENGER CRAFT
1 The Maritime Safety Committee, at its seventy-third session (27 November to

6 December 2000), adopted, by resolution MSC.97(73), the International Code of Safety for
High-Speed Craft, 2000 (2000 HSC Code) which entered into force on 1 July 2002. This Code
requires in section 4.8.2 that “an evacuation procedure, including an evacuation analysis carried out
taking into account the guidelines developed by the Organization shall be developed for the
information of the Administration in connection with the approval of fire insulation plans and for
assisting the owners and builders in planning the evacuation demonstration required in 4.8.3” of the
Code.
2 The Committee, at its seventy-fourth session (30 May to 8 June 2001), noting that
computerized simulation systems are still under development, decided that a simplified evacuation
analysis method was needed in the interim and, having considered a proposal by the forty-fifth
session of the Sub-Committee on Fire Protection, approved Interim Guidelines for a simplified
evacuation analysis of high-speed passenger craft and invited Member Governments to apply the
Interim Guidelines when implementing the requirements of section 4.8.2 of the 2000 HSC Code, and
to submit to the Sub-Committee on Fire Protection information on experience gained in their
implementation.
3 The Committee, at its eightieth session (11 to 20 May 2005), after having considered a
proposal by the forty-ninth session of the Sub-Committee on Fire Protection made in light of the
experienced gained in the application of the aforementioned Interim Guidelines, approved the
Guidelines for a simplified evacuation analysis of high-speed passenger craft, together with the
worked example appended thereto, as set out in the annex.
4 Member Governments are invited to apply the annexed Guidelines when implementing the
requirements of section 4.8.2 of the 2000 HSC Code and bring them to the attention of craft
designers, craft owners and other parties involved in the design, construction and operation of
high-speed passenger craft.
5 This circular supersedes MSC/Circ.1001.
***
MSC/Circ.1166
ANNEX
GUIDELINES FOR A SIMPLIFIED EVACUATION ANALYSIS

FOR HIGH-SPEED PASSENGER CRAFT
1 General
1.1 In addition to the relevant requirements for means of escape, escape routes in high-speed
passenger craft are required to be evaluated by an evacuation analysis early in the design process,
under the International Code of Safety for High-Speed Craft, 2000 (2000 HSC Code), section 4.8.2.
1.2 The purpose of these Guidelines is to provide guidance on how to execute a simplified
(hydraulic) evacuation analysis and use its results to plan the evacuation demonstration required in
section 4.8.5 of the 2000 HSC Code.
2 Definitions
2.1 Ideal deployment time (tM) is the time needed for the preparation and launching of the marine
evacuation system (MES) and the first survival craft in calm water.
2.2 Ideal travel time (tI) is the time needed for the slowest group of people to reach the
embarkation point in calm water. Unless otherwise stated in the evacuation procedure, the number of
people of the slowest group should be assumed equal to the capacity of the largest survival craft
onboard. For the purpose of these Guidelines, tI is assumed to run concurrently with tM.
2.3 Ideal embarkation time (tE) is the time needed for all passengers and crew to board the
survival craft from the starting situation described in 4.8.7.1 of the Code.
2.4 Structural fire protection time (SFP) is the protection time for areas of major fire risk as
defined in section 4.8.1 of the 2000 HSC Code.
2.5 Slowest group of people is the group of evacuating persons for which the highest travel time
is obtained from calculations according to paragraph 3.6.3.3.
3 Method of evaluation
The steps in the evacuation analysis are:
3.1 Description of the system
.1 Identification of assembly stations.
.2 Identification of embarkation stations, MES and survival craft.
.3 Description of the evacuation procedure including the role of the crew.
.4 Identification of groups and their escape route.
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3.2 Assumptions
This method for estimating evacuation time is basic in nature and, therefore, common evacuation
analysis assumptions should be made as follows:
.1 passengers and crew should carry out the evacuation in a sequence of groups
according to the evacuation procedure;
.2 passengers and crew will evacuate via the primary escape route;
.3 walking speed depends on the type of escape facility, assuming that the flow is only
in the direction of the escape route, and that there is no overtaking;
.4 passengers’ disabilities or medical conditions that will severely hamper their ability
to keep up with the flow are neglected (see paragraph 3.2.8.1 below);
.5 passenger load is assumed to be 100% (full load);
.6 full availability of escape arrangements is considered;
.7 people can move unhindered;
.8 the allowable evacuation time as per section 4.8.1 of the 2000 HSC Code is given
by SFP – 7 (min), where:
3
.8.1 division by 3 accounts for the safety factor, which includes passengers’ ages
and disabilities, restricted visibility due to smoke, effects of waves and craft
motions on deployment, travel and embarkation time and of violations to the
evacuation procedure;
.8.2 subtraction of 7 min accounts for initial detection and extinguishing action
(section 4.8.1 of the 2000 HSC Code); and
.8.3 for category B craft, the passenger awareness time, the time needed for
passengers to reach assembly stations and the time needed for manning
emergency stations is included in the 7 min time (see section 4.8 of the 2000
HSC Code);
.9 as the evacuation procedure is designed to carry out evacuation under controlled

conditions (section 4.8.1 of the 2000 HSC Code), no counter flow takes place; and
.10 when using table 3.6 it is assumed that at the beginning of the evacuation, passengers
are located at a distance not greater than two decks from the embarkation station.
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3.3 Scenarios to be considered
3.3.1 For the purpose of calculating the evacuation time in category A craft, passengers should be
assumed to be distributed in a normal voyage configuration (section 4.8.4.1 of the
2000 HSC Code).
3.3.2 For the purpose of calculating the evacuation time in category B craft, passengers and the
crew should be assumed to be distributed among assembly stations and be ready for embarkation
(section 4.8.4.2 of the 2000 HSC Code).
3.4 Performance standards
3.4.1 The following two performance standards should be complied with for calculating the overall
evacuation time:
tM + tE < SFP - 7 (3.4.1.1)

3
tI + tE < SFP - 7 (3.4.1.2)
3
3.4.2 Both performance standards are derived from section 4.8.1 of the 2000 HSC Code.
3.5 Calculation of tE and tM
3.5.1 The values of tE and tM should be calculated separately based on an appropriate combination
of the following documented and independently witnessed trials as is acceptable to the
Administration but which may be subject to verification trials:
.1 type approval trials1 for any inflatable liferafts and marine evacuation systems
used for the evacuation of the craft, the relevant deployment and embarkation
times being increased by factors of 1.3 and 1.14, respectively; and
.2 full scale shipboard trials on closely similar craft and evacuation systems.
3.5.2 Safety factors on tE and tM are accounted for by dividing by 3 in performance standards
formulae (3.4.1.1) and (3.4.1.2).
3.6 Calculation of tI
3.6.1 Parameters to be considered:
.1 clear width, Wc , is:
.1 measured off the handrail(s) for corridors and stairways;
.2 the actual passage width of a door in its fully open position;
1
Refer to the Revised recommendation on testing of life-saving appliances, and in particular the times measured in
accordance with 5.17.3.3 and 12.6.1 of that recommendation (as adopted by resolution MSC.81(70)).
MSC/Circ.1166
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.3 the space between the fixed seats for aisles in public spaces; and
.4 the space between the most intruding portions of the seats (when unoccupied)
in a row of seats in public spaces;
.2 speed of persons, S (m/s) is the speed of evacuees along the escape route (table 3.6
provides the values of S which should be used for the analysis);
.3 specific flow of persons, Fs (p/(m/s)), is the number of evacuating persons past a

point in the escape route per unit time per unit of clear width Wc (table 3.6 provides
the values of Fs which should be used for the analysis).
Table 3.6*
Type of facility Speed of Specific

persons S flow Fs
(m/s) (p/(m/s))
Stairs (down) 0.55 1.1
Stairs (up) 0.44 0.88
Corridors, doorways 0.67 1.3
.4 calculated flow of persons, Fc (p/s), is the predicted number of persons passing a

particular point in an escape route per unit time. It is obtained from:
Fc = Fs · Wc (3.6.1.4)
.5 flow time, tF (s), is the total time needed for a group of N persons to move past a
point in the egress system. It is calculated as:
tF = N / Fc (3.6.1.5)
.6 walking time, tw (s), is the total time needed for a person to cover the distance
between the assembly station and the embarkation station.
3.6.2 Transitions
Transitions are those points in the egress system where the type of a route changes (e.g. from a
corridor to a stairway) where routes merge or branch out.
3.6.3 Procedure for calculation of tI is as follows:
*
Data derived from land-based stairs, corridors and doors in civil buildings, and are extracted from the publication
“SFPE Fire Protection Engineering Handbook, 2nd edition NFPA 1995”.
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.1 Groups of people:
For the purposes of evacuation, the total number of persons on board is broken down
into one or more groups of people. It should be assumed that all persons in a group
carry out the evacuation at the same time, along the same route and towards the same
embarkation station. The number of persons in each group, the number of groups and
the embarkation station assigned to each group should be in accordance with the
evacuation procedure.
.2 Schematic representation:
The escape routes from assembly stations to embarkation stations are represented as a
hydraulic network, where the pipes are the corridors and stairways, the valves are the
doors and restrictions in general.
.3 For each foreseen group of people:
.1 The walking time, tw, is calculated by using the speed of persons specified in
table 3.6 and the distance between the pertinent assembly and embarkation
stations.
.2 The flow time, tF, of each portion of the escape route is calculated using the
specific flow Fs from table 3.6 and the appropriate clear width of that portion
of escape route. The total flow time is the largest value obtained.
.3 The travel time is obtained as the sum of the walking time and the total
flow time.
3.6.4 Ideal travel time tI
Calculations as per paragraph 3.6.3.3 should be repeated for each foreseen group of people. The
highest resulting travel time is then taken as the ideal travel time for use in performance standard in
paragraph 3.4.
4 Corrective actions
If the performance standards under paragraph 3.4 are not fulfilled, corrective actions should be
considered at the design stage by either modifying one or more components in the evacuation system
(e.g., escape routes, life-saving appliances, passengers load, etc.) or by modifying the evacuation
procedure.
5 Documentation
The documentation of the analysis should report the following items:
.1 the basic assumptions for the analysis;
.2 a schematic representation of the layout of the craft;
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.3 position and role of the crew during the evacuation, according to the evacuation
procedure;
.4 the method for the analysis, if different from these Guidelines;
.5 details of the calculation; and
.6 the resulting overall evacuation time.
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APPENDIX
EXAMPLE OF APPLICATION
1 General
The example provides an illustration on the application of the Guidelines. Therefore it should not be
viewed as a comprehensive and complete analysis nor as an indication of the data to be used. More
specifically, the short description of the evacuation procedure provided in paragraph 3.3 is only an
outline, for the purpose of the evacuation analysis, of the complete evacuation procedure the
embarkation time and the deployment time used in paragraph 4 below are purely illustrative.
2 Craft characteristics
The high-speed craft considered is a category B craft with a total capacity of 800 persons
(784 passengers and 16 crew members). As shown in figure 1, when the order to abandon the craft
is given, passengers are distributed in the public spaces on two decks (210 on the upper deck and 574
on the lower deck), the lower deck is equipped with 4 MES. The structural fire protection time
(SPF) is 60 min.
4 6 seat ed p ass
1 6 4 seat ed p ass
164seated pax 1 146 seseated pax 1
crew
1 crew
Upper
U p p er deck Stair
St air 1
Stair
St air 2
2 1 0 p ass + 2 crew
210 pax + 2
M E S2
M E S4
M ES M ES
5 8 seat ed p ass 1 7 0 seat ed p ass 1 7 0 seat ed p ass 1 7 6 seat ed p ass
170s eated 170seated 176seated pax 1
L o wer deck 158crewseated pax 1 2St air
crew 1 crew
Lower
5 7 4 p ass + L o un ge 1 2 1
Stair 2 2 crew
574
6 crew + pax Lounge L o un ge 2 Stair
St air 2
66 crewcrew Lounge Lounge
L o un ge 3 Lounge
L o un ge 4
to
6o p eratcrew
e MES
operate M E S3 M E S1
M ES M ES
Figure 1 – Sketch of the considered high-speed craft
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3 Description of the system
3.1 Identification of assembly stations
Assembly stations coincide with the public spaces where passengers are located (seated). Passengers
are wearing life jackets.
3.2 Identification of embarkation stations, MES and liferafts
.1 Embarkation stations (4, one for each MES) are located at the lower deck.
.2 Each MES consists of an inflatable slide with an attached platform.
.3 Liferafts (8), 135 persons capacity each, are stowed in racks on the lower deck, in the
proximity of the MES. The aggregate capacity of liferafts is therefore 1,080 persons,
or of 810 persons if one embarkation station is not available in accordance with the
2000 HSC Code.
.4 Two rescue boats are available for marshalling the liferafts.
3.3 Description of the evacuation procedure
.1 When the order to abandon the craft is given, crew members start operating the MES
(total 6 crew members), the rescue boats (1 crew member per boat) and to direct the
passengers (as shown in figure 1: two crew members on the upper deck and 6 crew
members on the lower deck); and all these activities progress in parallel.
.2 PHASE 1: For each MES, the slide is inflated and the first liferaft launched, inflated
and connected to the slide’s platform. In the mean time the first 4 groups of
passengers are formed and directed to the 4 MES, each group is assisted by 1 crew
member, for a total of 400 persons, as follows (see figure 2):
.2.1 164 passengers, marshalled by 1 crew member, move from upper deck through stair 1
down to the lower deck and join with 34 passengers and 1 crew member coming from
lounge 2. They then move along the central aisle of lounge 1 (corridor 2); at the end
of corridor 2 two groups are formed, each composed by 99 passengers and 1 crew
member, and move to MES 3 and 4 through doors 2A and 2B respectively;
.2.2 46 passengers marshalled by 1 crew member move from upper deck, through stair 2,
down to lower deck, where they merge with 152 passengers and 1 crew member; two
groups are then formed, each composed by 99 passengers and 1 crew member, and
move to MES 1 and 2 respectively;
.2.3 in the meantime the remaining passengers stay in lounges 1 to 4 assisted by 4 crew
members.
.3 PHASE 2: Once the first liferaft is ready for boarding, the first group for each MES
descends to the liferaft using the slide and platform. When boarding is completed,
the liferaft is detached from the slide and floated away by the rescue boat. In the
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mean time, the second liferaft is launched, inflated and connected to the platform and
the second 4 groups of persons move to the embarkation stations.
.4 PHASE 3: Once the second liferaft is ready for boarding, the second group for each
MES descents to the liferaft through the slide and platform. Finally, the 6 crew
members operating the MES board. When boarding is completed, the liferaft is
detached from the slide. The evacuation is now completed.
3.4 Identification of groups and their escape routes
In total 8 groups, each composed of 100 persons, are considered. Their (primary) escape routes are
shown in figure 2 for the first 4 groups and in figure 3 for the second 4 groups.
1 crew
46 pass
Stair 1
Upper deck 164 pass 1 crew
no remaining pass or crew
Stair 2
MES4 MES2
1 crew 152 pass

198+2 34 pass 1 crew
Lower deck
Stair 1 Stair 2
198+2
58 pass + 1 crew 136 pass + 1 crew 18 pass + 1 crew 176 pass + 1 crew
remaining remaining remaining remaining
MES3 MES1
Figure 2 – First 4 groups of persons
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MES4 MES2
136 pass1 crew 18 pass

1 crew
Lower deck Stair 1 Stair 2
58 pass
1 crew
176 pass1 crew
MES3 MES1
Figure 3 – Second 4 groups of persons
4 Calculation of tE and of tM
4.1 Embarkation time tE
According to the evacuation procedure, each MES is used by 200 persons, if all four MES are
available. Based on full scale trials on craft having similar arrangements and using the same MES
and same number of crew, the total time needed to deploy, inflate and mooring the liferaft and to
embark 100 persons is 330 s (5 min and 30 s). Accordingly, the total embarkation time is 660 s
(11 min).
4.2 Deployment time tM
Based on full scale trials on craft having similar arrangements and using the same MES, the total
time needed to deploy and inflate an MES is 150 s (2 min and 30 s).
5 Calculation of tI
5.1 For the purposes of this example, it is assumed that calculations have been carried out for all
the 8 groups of people into which the evacuation is organized, according to the evacuation procedure
described in paragraph 3.3 above. It is further assumed that the highest travel time is obtained for
the group of people moving (phase 1) from the afterward passenger area in the upper deck down to
MES 3 and 4 respectively on the lower deck.
5.2 The schematization of the escape route is shown in figure 4. As it may be seen, the elements
composing the escape path are 2 doors, 2 corridors and 1 stairway.
MSC/Circ.1166
ANNEX
Page 11
5.3 The characteristics of the escape path’s elements are as follows:
Table 5.3
Element L (m) Wc (m) Fs S (m/s) Fc N

(p/s) people
Door 1 N.A. 1.4 1.3 N.A. 1.82 165
Corridor 1 14 4.2 1.3 0.67 5.46 165
Stairway 1 4.7 3.5 1.1 0.55 3.85 165
Corridor 2 14 3.0 1.3 0.67 3.90 200
Door 2A N.A 1.4 1.3 N.A 1.82 100
Door 2B N.A 1.4 1.3 N.A 1.82 100
The values of specific flow (Fs) and speed (S) are taken from table 3.6 of the guidelines; the value of
calculated flow (Fc) is obtained by Fc = Fs Wc (see paragraph 3.6.1.4 of the guidelines).
5.4 The resulting walking time (tw) and flow time (tF), calculated according to paragraphs 3.6.1.5
and 3.6.1.6 of the guidelines are as follows:
Table 5.4
Element L (m) Wc (m) N people tw (s) tF (s)

Door 1 N.A. 1.4 165 N.A. 91
Corridor 1 14 4.2 165 21 30
Stairway 1 4.7 3.5 165 9 43
Corridor 2 14 3.0 200 21 51
Door 2A N.A 1.4 100 N.A 55
Door 2B N.A 1.4 100 N.A 55
5.5 The resulting total walking time is the sum of the walking time of each element in the escape
path and totals 51 s. The flow time is the highest among all the elements in the escape path and
corresponds to 91 s. Accordingly, the ideal travel time is where, tI = 142 s.
MSC/Circ.1166
ANNEX
Page 12
Stair 1 1
Stair 164
164 pass pax
1 crew
1
Upper deck Door 1
Corridor
Corridor 1 1 Door 1 Stair
Stair2 2
MES4 MES2
Door
Door 2 B2 B 34pass pax
34
1 crew
1
Lower deck Corridor
Corridor 2 2 Stair
Stair1 1 Stair
Stair2 2
Door
Door 2 A2 A
MES3 MES1
Door 2
35 persons MES3
A
165 persons Door 1 Stair 1

Corridor 1 Corridor 2
Door 2
B MES4
Transition point
Figure 4 – Sketch of the evacuation path and its schematization
6 Performance standard
The calculated overall evacuation time: tM + tE = 150 + 660 < SFP - 7 min = 1059 s
3
tI + tE = 142 + 660 < SFP – 7 min = 1059 s

3
The requirements are fulfilled.
__________
4 ALBERT EMBANKMENT
LONDON SE1 7SR E
Telephone: 020 7587 3152
Fax: 020 7587 3210
IMO

1 June 2005
FUNCTIONAL REQUIREMENTS AND PERFORMANCE STANDARDS

FOR THE ASSESSMENT OF EVACUATION GUIDANCE SYSTEMS
1 The Maritime Safety Committee, at its seventy-fifth session (15 to 24 May 2002) recognized
the need for the development of guidelines on the assessment of evacuation guidance systems.
2 The Committee, at its eightieth session (11 to 20 May 2005), having considered a proposal by
the forty-ninth session of the Sub-Committee on Fire Protection, approved the Guidelines on the
assessment of evacuation guidance systems, set out in the annex.
3 Member Governments are invited to bring the annexed Guidelines to the attention of ship
designers, shipowners, ship operators, shipbuilders and other parties involved in the design,
construction, testing, approval and maintenance of evacuation guidance systems.
***
MSC/Circ.1167
ANNEX
FUNCTIONAL REQUIREMENTS AND PERFORMANCE STANDARDS

FOR THE ASSESSMENT OF EVACUATION GUIDANCE SYSTEMS
1 Purpose
The purpose of this guidance is to provide functional requirements and performance standards
applicable to all evacuation guidance systems.
2 Functional requirements
2.1 The systems should readily identify the routes of escape when the normal emergency lighting
is less effective due to smoke.
2.2 The systems should be such that, in case one exit may not be used, persons are still able to
easily find their way towards another exit.
2.3 Systems relying on external power sources, including those that are automatically activated
or continuously operating, should be capable of being manually activated by a single action from a
continuously manned central control station.
2.4 Electrically powered systems should be connected to the emergency switchboard required by
regulation II-1/42 of the 1974 SOLAS Convention, as amended, so as to be powered by the main
source of electrical power under normal circumstances and also by the emergency source of
electrical power when the latter is in operation.
2.5 All electrically powered systems should be arranged so that the failure of any single device,
or battery will not result in the system being ineffective.
2.6 The systems should not prevent effective communication between the fire-fighting parties
and the continuously manned control station.
2.7 The performances of the systems should not be impeded by the simultaneous functioning of
any other systems, expected to be used in normal or under emergency conditions
(e.g. public address systems, emergency lighting systems, etc.).
3 Performance standards
3.1 Electrically powered systems should meet the requirements for vibration and electromagnetic
interference in accordance with IEC 60945.
3.2 Electrically powered systems should provide a minimum degree of ingress protection of at
least IP 55 in accordance with IEC 60520.
3.3 The systems should be tested, approved and maintained in accordance with guidelines
acceptable to the Administration.
__________
4 ALBERT EMBANKMENT
LONDON SE1 7SR E
Telephone: 020 7587 3152
Fax: 020 7587 3210
IMO

1 June 2005
INTERIM GUIDELINES FOR THE TESTING, APPROVAL AND MAINTENANCE OF

EVACUATION GUIDANCE SYSTEMS USED AS AN ALTERNATIVE TO
LOW-LOCATION LIGHTING SYSTEMS
1 The Maritime Safety Committee, at its seventy-fifth session (15 to 24 May 2002), recognized
the need for the development of guidelines for the testing, approval and maintenance of evacuation
guidance systems used as an alternative to low-location lighting systems required by SOLAS
chapter II-2 and the FSS Code.
2 The Committee, at its eightieth session (11 to 20 May 2005), having considered a proposal by
the forty-ninth session of the Sub-Committee on Fire Protection, approved the Interim Guidelines for
the testing, approval and maintenance of evacuation guidance systems alternative to the low-location
lighting systems, set out in the annex.
3 Member Governments are invited to apply the annexed Interim Guidelines and submit to the
Sub-Committee on Fire Protection information on experience gained in the implementation of the
Interim Guidelines and on any progress made in the development of the testing, approval and
maintenance of evacuation guidance systems.
4 Member Governments are also invited to bring the annexed Interim Guidelines to the
attention of ship designers, shipowners, ship operators, shipbuilders and other parties involved in the
design, construction, testing, approval and maintenance of evacuation guidance systems.
***
MSC/Circ.1168
ANNEX
INTERIM GUIDELINES FOR THE TESTING, APPROVAL AND MAINTENANCE OF

EVACUATION GUIDANCE SYSTEMS USED AS AN ALTERNATIVE TO
LOW-LOCATION LIGHTING SYSTEMS
1 Scope
The purpose of these Guidelines is to provide standards for the testing, approval and maintenance for
alternative systems to low-location lighting systems required by SOLAS regulation II-2/13.3.2.5.1
and chapter 11 of the FSS Code.
2 Testing
2.1 Test for corridors should be performed in reduced visibility using theatrical (white) smoke
with an Optical Density at least OD 0.5 m-1∗. Measuring equipment should conform to a standard
acceptable to the Administration.
2.2 If the system is to be installed in public spaces, the test should be performed in reduced
visibility using theatrical (white) smoke with an Optical Density at least OD 0.1 m-1.
2.3 Test for stairway enclosures should be performed in clear (no smoke) conditions.
2.4 A minimum 80% of the participants should reach the pre-designated exit with a speed of
movement of at least 0.7 m/s calculated using the distance measurement of the optimum route.
Participants achieving a speed of movement of less than 0.7 m/s should be deemed to have failed.
There is no speed of movement criterion applied to stairway enclosure tests.
2.5 The maximum percentage of participants choosing failed exits should not exceed the value of
2% for public spaces and 5% for accommodation areas, corridors and stairway enclosures.
2.6 In the public space configuration when testing with two correct exits, no more than 15% of
the participants may choose the more distant exit.
2.7 There should be a minimum of 60 participants for each test - being at least 8 and not more
than 12 of each age group 16-25, 26-35, 36-45, 46-55, 56-65, 66-75 with an average of
45-55% male/female of the entire group.
2.8 A “control” test should be performed with no guidance system in operation in order to
demonstrate that there is no significant inherent bias to favour the pre-designated exit. Participants
of the “control” test should not participate in any previous or subsequent tests.
2.9 For the purpose of this section:
.1 a “correct exit” is an exit to which the evacuation guidance system intentionally

guides participants;
∗
Refer to the United Kingdom Government’s Health and Safety Executive (HSE) 1998 report: OTH 533 Emergency
Way Guidance Lighting Systems (http://www.hse.gov.uk/research/othpdf/500-599/oth533.pdf).
MSC/Circ.1168
ANNEX
Page 2
.2 participants arriving at any of the “fail exits” are deemed to have “failed” the test and
should be stopped at that point;
.3 only one participant should be in the test at a time in order to preclude any crowd
behavioural influence;
.4 the test area should be illuminated by the emergency lighting as required by SOLAS;
and
.5 during the test signage other than those being part of the test should not be used.
3 Test facility design
3.1 Public spaces
3.1.1 If the system is intended to be installed in public spaces, the test facility should be designed
so that participants are required to navigate to a pre-designated exit across a public space, where the
shortest distance to that exit is not along a wall. A minimum of two exits should be provided to test
the ability of participants to identify and proceed to an exit within an open space. An additional fail
exit should be located 2 to 3 m from each correct exit.
3.1.2 The test room should be not less than 15 m by 10 m with the start point and pre-designated
exit being on the long sides, diagonally opposite each other, such that the distance around the walls
is approximately equal in either direction. The density of the smoke should be great enough to
prevent a participant from being able to see no more than half to two-thirds of the distance to the
nearest exit OD 0.1 m-1. Direct distance between start and a correct exit should be not less
than 12 m.
3.2 Accommodation areas and corridors
The test layout should be such that participants should be required to navigate correctly their way to
a pre-designated exit via at least four decision points including at least two cross-junctions and at
least one T-junction. It should not be possible to navigate the correct route by remaining attached to
one continuous wall. The correct route should include the placement of a non-exit door within 2 to
3 m of the correct exit door. A non-exit door is a fail exit. The total distance travelled over the
correct route should be not less than 25 m, with the distance between decision points being not less
than 5 m.
3.3 Stairway enclosures
Participants should be required to use the stairway enclosures to a pre-designated floor. The
participants should enter the stairway enclosures from a mid-point where each will be instructed by
the guidance system to proceed either up or down. The option of up or down should be randomly
chosen.
4 Participant briefing
Participants to be briefed on the purpose of the test and the technology to be tested, using the
proposed briefing technique that would be used in the implementation on board ship, e.g. the briefing
MSC/Circ.1168
ANNEX
Page 3
given during lifeboat drill, instructions on backs of cabin doors or via the ship’s public address
system, etc. No briefing should be given on the route, test layout or numbers of exits.
5 Approval
All systems should be approved by the Administration for compliance with the Performance
standards for evacuation guidance systems (MSC/Circ.1167) developed by the Organization and, for
electrically powered systems, IEC 60092 Electrical Installations in Ships. Installation requirements
should be included in the approval procedures, and individual onboard arrangements should be
verified accordingly.
6 Maintenance
6.1 All elements of the system should be visually examined and checked at least once per week,
and a record thereof should be kept. All missing, damaged or inoperable elements should be
replaced.
6.2 All systems should have their signal tested at least once every five years. Readings should
be taken on site. Should any reading be found to be outside manufacturer’s tolerances, then that
element of the system should be replaced.
__________
4 ALBERT EMBANKMENT
LONDON SE1 7SR E
Telephone: 020 7587 3152
Fax: 020 7587 3210
IMO

1 June 2005
UNIFIED INTERPRETATIONS OF SOLAS CHAPTER II-2
1 The Maritime Safety Committee, at its eightieth session (11 to 20 May 2005), with a view to
providing more specific guidance for vague expressions such as “to the discretion of the
Administration”, which are open to different interpretations contained in IMO instruments, approved
the unified interpretations of SOLAS chapter II-2 prepared by the Sub-Committee on Fire Protection,
as set out in the annex.
2 Member Governments are invited to use the annexed unified interpretations as guidance
when applying relevant provisions of SOLAS chapter II-2 to fire protection construction,
installation, arrangements and equipment to be installed on board ships on or after 13 May 2005 and
to bring the unified interpretations to the attention of all parties concerned.
***
MSC/Circ.1169
ANNEX
UNIFIED INTERPRETATIONS OF SOLAS CHAPTER II-2
Regulation II-2/4.5.3.3 – Safety devices in venting systems
1 Ullage openings do not include cargo tank openings that are fitted with standpipe
arrangements with their own manually operated shutoff valves.
2 Examples include the common 2.54 cm (1") and 5.08 cm (2") diameter standpipe
arrangements that are used for sampling, monitoring or measuring of ullage/temperature/interface,
oxygen, liquid and hand dipping in the cargo tank.
Regulation II-2/9.7.1.1 – Ventilation systems
1 Combustible gaskets in flanged ventilation duct connections are not permitted within 600 mm
of an opening in an “A” or “B” class divisions and in ducts required to be of “A” class construction.
__________
4 ALBERT EMBANKMENT
LONDON SE1 7SR E
Telephone: 020 7587 3152
Fax: 020 7587 3210
IMO

15 June 2005
APPLICATION OF SOLAS REGULATION II-2/15 FOR LUBRICATING OIL AND

OTHER FLAMMABLE OIL ARRANGEMENTS FOR SHIPS BUILT
BEFORE 1 JULY 1998
1 The Maritime Safety Committee, at its eightieth session (11 to 20 May 2005), recalled that, at
its sixty-third session, it had adopted, by resolution MSC.31(63), amendments to SOLAS
regulation II-2/15, prescribing additional requirements to oil fuel arrangements, lubricating oil
arrangements and arrangements for other flammable oils as well as the application of these
requirements. The amendments entered into force on 1 July 1998.
2 The amendments to SOLAS regulation II-2/15, in particular the requirements for oil fuel
systems, applied to all ships constructed before, on or after 1 July 1998 because the above
amendments stipulated to do so. However, the Committee agreed that the amendments to SOLAS
regulations II-2/15.3 and II-2/15.4 were not intended to apply to existing ships constructed before
1 July 1998. The Committee, therefore, clarified that paragraphs 3 and 4 of SOLAS
regulation II 2/15, in terms of compliance with the provisions of paragraphs 2.10 and 2.11 of SOLAS
regulation II-2/15, should only be applied to ships constructed on or after 1 July 1998.
3 The Committee noting that an amendment to SOLAS regulation II-2/15 had been considered
by the Sub-Committee on Fire Protection with a view to clarifying the application of the
aforementioned provisions, approved the attached draft amendment with a view to subsequent
adoption at MSC 81.
4 Member Governments are invited to bring the above information to the attention of all parties
concerned.
***
MSC/Circ.1170
ANNEX
DRAFT AMENDMENTS TO SOLAS REGULATION II-2/15
CHAPTER II-2
CONSTRUCTION - FIRE PROTECTION, DETECTION, EXTINCTION
Regulation II-2/15 – Arrangements for oil fuel, lubricating oil and other flammable oils
An amendment No.1 to regulation II-2/15, as adopted by resolution MSC.31(63), is replaced by the

following text:
“1 The text after the title is replaced by the following:
“(Paragraphs 2.9 to 2.12 of this regulation apply to ships constructed on or after

1 February 1992, except that the references to paragraphs 2.10 and 2.11 in
paragraphs 3 and 4 apply to ships constructed on or after 1 July 1998)”.”
__________
4 ALBERT EMBANKMENT
LONDON SE1 7SR E
Telephone: 020 7735 7611
Fax: 020 7587 3210
IMO
Ref. T2-OSS/1.4 MSC/Circ.1171

23 May 2005
CLOSURE OF INMARSAT-E SERVICES BY INMARSAT LTD.
1 The Sub-Committee on Radiocommunications and Search and Rescue (COMSAR), at its

ninth session (7 to 11 February 2005), noted that MSC 79 in December 2004 had agreed, in
principle, based upon a realistic analysis of the comprehensive information received from
Inmarsat Ltd. on the future viability of the Inmarsat L-band EPIRB system, with the conclusion
of IMSO that there was no reasonable justification for requiring Inmarsat Ltd. to make the
considerable investment needed to ensure continued provision of the Inmarsat-E service beyond
1 December 2006, and had also agreed that the service should be closed on that date, subject to
the commitments given by the company. COMSAR 9 further noted that accordingly, MSC 79
had also requested IMSO to oversee the orderly closure of the Inmarsat-E service, ensuring that
no existing registered L-band EPIRB users were left without equivalent EPIRB cover at any
time.
following the recommendation of COMSAR 9 and recognizing the importance of additional
information, agreed to circulate the additional information on closure of Inmarsat-E services,
given at annex.
3 Member Governments are invited to bring the annexed information to the attention of all
parties concerned.
***
MSC/Circ.1171
ANNEX
ADDITIONAL INFORMATION ON
CLOSURE OF INMARSAT-E SERVICES BY INMARSAT LTD.
1 After in depth consultations between the IMSO Secretariat and the company,
Inmarsat Ltd. has advised IMSO that it will close the L-Band EPIRB service as from
1 December 2006, with the following commitments:
.1 all existing registered users of L-Band EPIRBs will receive a replacement

406 MHz EPIRB with GPS capability free of charge;
.2 this replacement programme will be carried out during 2006;
.3 using its comprehensive registration database, Inmarsat Ltd. will notify all
existing registered L-Band EPIRB users accordingly before 1 December 2005;
.4 the replacement programme will address all registered users of L-Band EPIRBs,
including leisure users, not just those within the 1974 SOLAS Convention, as
amended. EPIRBs will be replaced on an equivalent “like-for-like” basis; and
.5 no existing registered L-Band EPIRB users will therefore be left without

equivalent EPIRB cover.
2 The orderly closure of the Inmarsat-E service will be overseen by IMSO.
____________
4 ALBERT EMBANKMENT
LONDON SE1 7SR E
Telephone: 020 7735 7611
Fax: 020 7587 3210
IMO

23 May 2005
IDENTIFICATION OF PASSENGER SHIPS, OTHER THAN RO-RO PASSENGER

SHIPS, WHICH SHOULD BENEFIT FROM BEING EQUIPPED WITH THE
EMERGENCY MEDICAL KIT/BAG (EMK)

ninth session (7 to 10 February 2005), agreed that following decision of MSC 78 should be
brought to the attention of Member Governments:
“Passenger ships, other than ro-ro passenger ships, not carrying a medical doctor on board
but carrying more than 100 passengers on a route which would make the response time
for a medical intervention from ashore longer than 30 minutes, should benefit from being
equipped with the emergency medical kit/bag (EMK).”
adopted the aforementioned additional guidance and invited Member Governments to bring it to
the attention of all concerned.
3 This circular supplements MSC/Circ.1042 on List of contents of the “Emergency medical

bit/bag” and medical consideration for its use on ro-ro passenger ships not normally carrying a
medical doctor.
_____________
4 ALBERT EMBANKMENT
LONDON SE1 7SR E
Telephone: 020 7735 7611
Fax: 020 7587 3210
IMO

23 May 2005
ADOPTION OF AMENDMENTS TO THE INTERNATIONAL

AERONAUTICAL AND MARITIME SEARCH
AND RESCUE (IAMSAR) MANUAL
1 The Maritime Safety Committee (MSC), at its eightieth session, (11 to 20 May 2005),
having been informed that the International Civil Aviation Organization (ICAO) had approved
the amendments to the IAMSAR Manual prepared by the Joint ICAO/IMO Working Group on
Harmonization of Aeronautical and Maritime Search and Rescue, and that they had been
endorsed by the Sub-Committee on Radiocommunications and Search and Rescue (COMSAR) at
its ninth session (7 to 11 February 2005), adopted the annexed amendments in accordance with
the procedure laid down in resolution A.894(21).
2 The Committee decided that the amendments should enter into force on 1 June 2006.
***
MSC/Circ.1173
ANNEX
SECTION 1
PROPOSED AMENDMENTS TO THE IAMSAR MANUAL – VOLUME I
1 Abbreviations and Acronyms
- Insert the new line as follows:
“MRO ……. Mass rescue operation”
2 Glossary
- Replace the present definition of Aircraft co-ordinator (ACO) by “A person or

team who co-ordinates the involvement of multiple aircraft SAR operations in
support of the SAR mission co-ordinator and on-scene co-ordinator”
“Mass Rescue Operation (MRO) - search and rescue services characterized by the
need for immediate response to large numbers of persons in distress, such that the
capabilities normally available to search and rescue authorities are inadequate”
3 Chapter 4
- Insert new paragraph 4.8 as follows:
“4.8 Radio call signs for aircraft involved in a search and rescue operation
4.8.1 A prefix call sign makes the task/function of a specific aircraft easier to be
understood by other aircraft and participating units in the same area.
4.8.2 The prefix call sign can also give the aircraft priority in some situations.
4.8.3 The State authority responsible for air regulation shall ensure that use of prefix
call sign will conform with other national air regulation practice.
4.8.4 During search and rescue missions and exercises it is recommended that the
following prefix call signs be used before the ordinary radio call sign or as a
specific mission call sign.
“RESCUE” for all airborne units involved in a rescue mission
“AIR CO-ORDINATOR” for the aircraft co-ordinator (ACO)
“SAREX” for all airborne units involved in international/

national exercises”
MSC/Circ.1173
ANNEX
Page 2
4 Chapter 6
“6.5 Mass Rescue Operations
6.5.1 A mass rescue operation (MRO) is one that involves a need for immediate
assistance to large numbers of persons in distress such that capabilities normally
available to SAR authorities are inadequate.
6.5.2 MROs are required less frequently than typical rescue efforts, but have high
potential consequences. Flooding, earthquakes, terrorism, and large passenger
aircraft or ship disasters are examples of scenarios that may involve the need for
MROs. Extensive preparations and resources are required to conduct MROs
successfully.
6.5.3 Such incidents might involve hundreds or thousands of persons in distress in

remote and hostile environments. A large passenger ship collision, for example,
could call for rescue of thousands of passengers and crew in poor weather and sea
conditions, with many of the survivors having little ability to help themselves.
Preparedness to mount a large and rapid response would be critical to preventing
large-scale loss of lives.
6.5.4 MRO plans and exercises are challenging and relatively complex. Effective
arrangements for use of national and often international resources beyond those
normally used for SAR are essential. Preparations require substantial
commitments and partnerships among SAR authorities, regulatory authorities,
transportation companies, sources of military and commercial assistance and
others.
6.5.5 MROs often need to be carried out and co-ordinated within a broader emergency
response context that may involve hazards mitigation, damage control and salvage
operations, pollution control, complex traffic management, large-scale logistics,
medical and coroner functions, accident-incident investigation, and intense public
and political attention, etc. Efforts must often start immediately at an intense level
and be sustainable for days or weeks.
6.5.6 SAR authorities should co-ordinate MRO plans with companies that operate
aircraft and ships designed to carry large numbers of persons. Such companies
should share in preparations to prevent MROs and to help ensure success if they
become necessary.
6.5.7 What the media reports may matter more than what SAR services do for shaping
of public opinion about MROs. There should be no unwarranted delays in
providing information to the media. Information must be readily available, and
freely exchanged among emergency service providers and shipping, airline or
other primary companies involved.
MSC/Circ.1173
ANNEX
Page 3
6.5.8 Since opportunities to handle actual incidents involving mass rescues are rare and
challenging, exercising MRO plans is particularly important.”
SECTION 2
PROPOSED AMENDMENTS TO THE IAMSAR MANUAL – VOLUME II
- Insert the new lines as follows:
“MRO ...................... Mass rescue operation
NATO ..................... North Atlantic Treaty Organization
SUBSAR ................. Submarine search and rescue”
2 Glossary

support of the SAR mission co-ordinator and on-scene co-ordinator”
capabilities normally available to search and rescue authorities are inadequate”
3 Chapter 1
- Insert a new paragraph 1.8.11 as follows, and renumber the remaining paragraphs
in section 1.8:
“1.8.11 Additional information on planning and conducting exercises is provided

in Chapter 6 with regard to mass rescue operations.”
- Insert a new sentence following the first sentence of 1.10.5 as follows:
"… many nationalities. Such an incident may result in the need for mass rescue
operations (MROs), which are discussed in Chapter 6. In this case, …"
- Insert an additional paragraph 1.10.8 as follows:
“1.10.8 Additional information on planning and public and media relations is

provided in Chapter 6 with regard to mass rescue operations.”
MSC/Circ.1173
ANNEX
Page 4
- Insert an additional paragraph 1.12.2 as follows:
“1.12.2 Additional information on incident management on ICS is provided in

Chapter 6 with regard to mass rescue operations.”
4 Chapter 2
“2.32 Radio call signs for aircraft involved in a search and rescue operation
2.32.1 A prefix call sign makes the task/function of a specific aircraft easier to be
understood by other aircraft and participating units in the same area.
2.32.2 The prefix call sign can also give the aircraft priority in some situations.
2.32.3 State authority responsible for air regulation shall arrange that use of prefix call
sign will coincide with other national air regulations.
2.32.4 During search and rescue missions and exercises it is recommended that the
specific mission call sign.

national exercises”
5 Chapter 6
- Delete present section 6.14 and insert the following new sections as 6.14 and 6.15
and renumber sections 6.15, 6.16, 6.17 and 6.18.
“6.14 Underwater search and rescue
6.14.1 Many different underwater operations occur within SRRs, such as diving
operations or the operation of military or civilian submarines. When accidents
occur, survivors may be either on the surface or entrapped in a submarine resting
on the seabed. Military submarines trapped under the surface may use
international distress signals or specific military pyrotechnics, dye markers or
beacons. In addition, submarines may pump out fuel, lubricating oil or release air
bubbles to indicate their position.
6.14.2 Submarine SAR, (SUBSAR), is a highly specialized and time-critical activity

reliant on specific capabilities and training. Medical care requirements for
survivors of a submarine accident may also be specialized.
MSC/Circ.1173
ANNEX
Page 5
6.14.3 Military submarine-operating States have developed standard SUBSAR

procedures, capabilities and training, generally under sponsorship of the North
Atlantic Treaty Organization (NATO) for the recovery and care of submarine
accidents. RCCs may request support of these resources should the need arise.
Relevant information may be obtained from the NATO International Submarine
Escape and Rescue Liaison Office.
6.14.4 RCCs should be aware if specialized navy or commercial recovery or treatment

facilities (such as the ones with decompression chambers) exist within or near
their SRRs and arrange in advance for their use at any time on a 24-hour basis.
Similarly, RCCs should liaise with the military to determine mutual assistance that
could be provided in the event of military submarine accidents.
6.14.5 Most SAR personnel are poorly prepared to understand or handle medical
problems peculiar to underwater activities, such as decompression sickness, air
embolism, and nitrogen narcosis. However, they should be trained to recognize
the symptoms and know how to obtain competent medical advice. They should
also be trained in handling and transporting victims of such problems without
worsening their situations. If possible to aid in the treatment of the victim, SAR
personnel should obtain information such as time underwater, depth, time at the
surface, time of the onset of symptoms, and the symptoms currently being
experienced.
6.14.6 Medical advice should be sought before air transport of submarine accident
victims.”
“6.15 Mass Rescue Operations
MRO Overview
6.15.1 A mass rescue operation (MRO) is one that involves a need for immediate
assistance to large numbers of persons in distress such that capabilities normally
available to SAR authorities are inadequate.
6.15.2 MROs are relatively rare low-probability high-consequence events compared to

normal SAR operations, but major incidents leading to the need for MROs have
not been infrequent on a world-wide basis, and can occur anywhere at any time.
The nature of such operations may be poorly understood due to limited chances
to gain experience with major incidents involving MROs.
6.15.3 Flooding, earthquakes, terrorism, casualties in the offshore oil industry and
accidents involving releases of hazardous materials are examples which, because
of their magnitude, may require the application of the same resources as required
for mass maritime or aeronautical rescue operations.
6.15.4 The sequence of priority in major multi-mission incidents must be lifesaving

first, generally followed by environmental protection, and then protection of
property. Moral and legal obligations and public and political expectations
require preparedness to carry out MROs safely and effectively should they
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become necessary. Since the need for MROs is relatively rare, it is difficult to
gain practical experience to help deal with them. Types of potential MRO
scenarios vary, but there are certain general principles that can be followed based
on lessons of history.
6.15.5 Effective response to such major incidents requires immediate, well-planned and
closely co-ordinated large-scale actions and use of resources from multiple
organizations. The following are typical MRO demands:
- intense and sustained high priority lifesaving efforts may need to be

carried out at the same time and place as major efforts to save the
environment and property;
- huge amounts of information need to be readily available at the right times
and places to support the response efforts and meet the needs of the media,
public and families of the persons in distress, which may number in the
hundreds or thousands;
- many means of communications need to be available and interlinked
amongst organizations at various levels to handle huge amounts of
information reliably for the duration of the response;
- a surge in the numbers of competent staffing in all key organizations must
be made available immediately and be sustainable for up to weeks at a
time;
- equipment and logistics demands jump to unprecedented levels; and
- successful MROs depend on the advance provision of flexible and all-level
contingency plans. Intense integrated planning and operational efforts
must also be carried out in real time throughout actual rescue efforts.
6.15.6 All involved in the overall multi-agency, multi-jurisdiction, multi-mission and

possibly international response to major incidents must clearly understand who is
in charge, the respective roles of all involved, and how to interact with each
other. SAR authorities may be responsible for all or part of the MRO functions,
and must be able to co-ordinate their efforts seamlessly with other responders
under the overall direction of another authority within or outside their agency.
6.15.7 The broader response environment may involve activities such as:
- hazards mitigation;
- damage control and salvage operations;
- pollution control;
- complex traffic management;
- large-scale logistics efforts;
- medical and coroner functions;
- accident-incident investigation; and
- intense public and political attention.
6.15.8 MRO plans need to be part of and compatible with overall response plans for
major incidents. Plans must typically allow for command, control and
communications structures that can accommodate simultaneous air, sea and land
operations.
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6.15.9 The consequences of poor preparations for MROs in terms of loss of life and
other adverse results may be disastrous. Major incidents may involve hundreds
or thousands of persons in distress in remote and hostile environments. A large
passenger ship collision, a downed aircraft, or a terrorist incident could, for
example, call for the immediate rescue of large numbers of passengers and crew
in poor environmental conditions, with many of the survivors having little ability
to help themselves.
6.15.10 Preparedness to mount an extraordinarily large and rapid response is critical to

preventing large-scale loss of lives. Such preparedness often depends on strong
and visionary leadership and unusual levels of co-operation to achieve.
6.15.11 There will often be resistance to paying the high price in terms of time, effort and
funding that preparedness for major incidents entails, particularly as they are rare
events. The required levels of co-operation, co-ordination, planning, resources
and exercises required for preparedness are challenging and do not happen
without the requisite commitment of SAR authorities, regulatory authorities,
transportation companies, sources of military and commercial assistance and
others.
6.15.12 MRO planning, preparations and exercises are essential since opportunities to
handle actual incidents involving mass rescues are rare. Therefore the exercising
of MRO plans is particularly important.
6.15.13 Appendix C provides guidance on MRO exercise planning.
General guidance for MROs
6.15.14 For a situation involving large numbers or persons in distress, on-scene

responsibilities for the safety of passengers and crew will be shared by the OSC
and the craft’s pilot-in-command or master, with the pilot or master assuming as
much of this responsibility as possible before or after the aircraft or ship is
abandoned.
6.15.15 Pilots and masters are responsible for manoeuvring the aircraft or ship as feasible
and appropriate and also have overall responsibility for safety, medical care,
communications, fire and damage control, maintaining order and providing
general direction.
6.15.16 Unless a ship appears to be in imminent danger of sinking, it is usually advisable

for passengers and crew to remain on board as long as it is safe to do so.
6.15.17 In the case of a downed aircraft, whether passengers would be safer on board
should be assessed for each situation. Usually they should promptly evacuate the
aircraft at sea. On land, this decision must take into account the conditions of the
aircraft and the environment, expected time to rescue survivors or repair the
aircraft, and whether required passenger care can be best provided inside the
aircraft.
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6.15.18 The OSC will normally be designated by an SMC. An OSC may be able to
handle certain communications on scene and with appropriate remote authorities
to help free the pilot or master to retain the integrity of his or her craft.
However, these persons are themselves in need of assistance, and anything the
OSC can do to help them should be considered, bearing in mind that the OSC’s
main duty is co-ordinating SAR facilities and rescue efforts under the SMC’s
general direction.
6.15.19 Unnecessary communications with the master of a ship or pilot in command of

an aircraft in distress must be minimized, and this should be taken into account
in advance planning.
6.15.20 Exchanges of information during joint planning by use of SAR Plans of

Co-operation for passenger ships and other means will reduce the need to ask the
pilot or master for this information one or more times during a crisis. Persons or
organizations that want this information should be directed to a source ashore or
on the ground that is prepared to handle many potential requests.
6.15.21 High priority should be given to tracking and accounting for all persons on board
and all lifeboats and rafts, and efforts to keep them together will help in this
regard. Availability of accurate manifests and accounting is critical.
6.15.22 The need to relocate survival craft and check for persons in them can waste
valuable resources. One option is to sink survival craft once the persons in them
have been rescued; however, the potential that other survivors may find and need
the craft should be considered.
6.15.23 Navy ships and large passenger ships are often better equipped than other vessels
for retrieving people who have abandoned a ship or aircraft; use of any such
ships should be considered. Ship reporting systems for SAR may help identify
commercial ships available to assist.
6.15.24 Helicopter capabilities should be used if available, especially for retrieval of

weak or immobile survivors. Lifeboat crews should be trained in helicopter hoist
operations. Lowering a rescue person from the helicopter to assist survivors may
be viable.
6.15.25 Ship companies should be encouraged to equip large passenger ships and
possibly other types of vessels with helicopter landing areas, clearly marked
hoist-winch areas, and onboard helicopters to facilitate more direct transfers of
numerous persons.
6.15.26 If a ship with a large freeboard cannot safely retrieve survivors from the water or
survival craft, it may be possible to first retrieve them onto small vessels, and
then transfer them to progressively larger ones.
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6.15.27 Depending on the circumstances, it may be safer to tow survival craft to shore
without removing the occupants at sea. Lifeboats could be designed to support
passengers for longer periods of time, and to be able to reach shore on their own
from longer distances offshore.
6.15.28 To the extent practicable, MROs should be co-ordinated by an SMC in an RCC.

However, depending on the magnitude, nature and complexity of an incident, the
rescue efforts may be better co-ordinated by an appropriate operations centre
higher within the SAR agency or another government agency. Considerations in
this decision might include, among others:
- extensive rescue support by organizations other than those commonly used

for SAR;
- need for heavy international diplomatic support; and
- serious problems in addition to potential loss of lives, such as
environmental threats, terrorist actions, or national security issues.
6.15.29 The following factors should be considered in MRO planning:
- use of the Incident Command System (ICS) discussed below, or other

effective means of handling multiagency, multi-jurisdiction, multi-mission
scenarios;
- identification of situations within the SRR that could potentially lead to the
need for MROs, including scenarios that might involve cascading
casualties or outages;
- mobilization and co-ordination of necessary SAR facilities, including
those not normally available for SAR services;
- ability to activate plans immediately;
- call up procedures for needed personnel;
- need for supplemental communications capabilities, possibly including the
need for interpreters;
- dispatching of liaison officers;
- activation of additional staff to augment, replace or sustain needed staffing
levels;
- recovery and transport of large numbers of survivors (including those
unfit, injured or incapable, recovery of bodies, if necessary), accounting
for survivors with suspected injuries, guarding against and caring for
person with hypothermia, etc.;
- a means of reliably accounting for everyone involved, including
responders, survivors, crew, etc.;
- care, assistance and further transfer of survivors once delivered to a place
of safety and further transfer of bodies beyond their initial delivery point;
- activation of plans for notifying, managing and assisting the media and
families in large numbers;
- control of access to the RCC and other sensitive facilities and locations;
- RCC backup and relocation plans, as appropriate; and
- ready availability to all potential users of plans, checklists and flowcharts.
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6.15.30 The ability of an RCC to continue to effectively co-ordinate the MRO and still
handle its other SAR responsibilities may become overwhelmed, and another
RCC or a higher authority may need to assume responsibility for their other
responsibilities.
6.15.31 With these possibilities in mind, MRO plans should provide for various degrees
of response, along with criteria for determining which degree of response will be
implemented. For example, as local SAR resources are exhausted (or from the
outset), SAR resources may need to be obtained from distant national or
international sources.
6.15.32 Experiences in responding to major incidents have resulted in the following

practical guidance. Authorities should:
- plan how any agency receiving notification of an actual or potential mass

rescue event can immediately alert and conference call other authorities
that will potentially be involved, brief them, and enable immediate actions
to be taken by all concerned (this will require identification of entities in
each agency that can be contacted on a 24-hour basis, and that have
authority to immediately initiate actions and commit resources);
- exercise the above plans;
- co-ordinate all rescue operations effectively from the very beginning;
- begin quickly with a high level of effort stand down as appropriate rather
than begin too late with too little effort;
- use capable resources like cruise ships for taking large numbers of
survivors on board;
- ensure that MRO emergency plans address communications
interoperability or interlinking;
- retrieve and protect debris as evidence for follow on investigation;
- put security plans in place to limit access to the RCC;
- arrange in advance to involve the Red-Cross, chaplains, critical incident
stress experts and other such support for human needs;
- identify senior agency spokespersons to protect the time of workers
directly involved in the response and designate a senior official to provide
information to families;
- clearly identify the point at which the SAR response (lifesaving) has ended
and the focus shifts to investigation and recovery;
- be prepared to use an Incident Command System (ICS) when appropriate;
- ensure that air traffic and air space can be and is controlled on scene;
- assign additional liaison personnel on-scene, as required;
- anticipate development and needs and act early;
- ensure that the scope of SAR plans and other emergency or disaster
response plans are co-ordinated to reduce gaps, overlaps and confusion
about the person in charge and the procedures to be followed at various
times and places;
- control access to the scene, including access by the media;
- determine in advance how private resources can be appropriately used to
supplement other SAR resources;
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- ensure that SAR plans provide for logistics support for large numbers of
rescuers and survivors including pre-arranged accommodations, if
possible, and availability of food, medical care and transportation;
- consider requesting assistance from airlines and shipping companies other
than the one whose aircraft or ship is involved in the incident, and know
the types of assistance that such organizations might provide;
- consider use of bar coded bracelets as an effective means of identifying
children before, during and after the emergency;
- attempt to reduce the burden on a pilot or master and crews; if safe and
appropriate to do so, place a marine casualty officer on board to assist the
master and SAR personnel; and
- share capabilities, expertise and assets among government and industry to
take maximum advantage of the strengths of each.
Communications for mass rescue operations
6.15.33 Communication plans must provide for a heavy volume of communication use as
a major incident will normally involve many responding organizations that need
to communicate effectively with each other from the beginning.
6.15.34 As necessary, advance arrangements should be made to link means of

interagency communications that are not inherently interoperable.
6.15.35 Interagency communications must be based on terminology understood by all

involved.
Major incident co-ordination
6.15.36 Regardless of the magnitude and priority of the lifesaving efforts involved in
responding to a major incident, if any other functions are being carried out
concurrently on scene by other than SAR personnel, the overall response
involving SAR and the other functions, e.g., firefighting, should be well
co-ordinated.
6.15.37 If certain basic concepts and terms are recognized and understood by all
emergency responders, they will be much better prepared to co-ordinate joint
efforts.
6.15.38 Standard SAR procedures should typically be followed for the SAR part of the
response, but these procedures will be largely independent of other efforts.
Companies or authorities handling other aspects of the response will follow
command, control and communication procedures developed for their respective
organizations and duties.
6.15.39 The SAR system can function in its normal manner or use modified
SAR procedures established to account for special demands of mass rescues, but
it should be appropriately linked and subjected to a scheme for management of
the overall incident response.
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6.15.40 For major incidents, crisis management for the overall response may also be
needed. The Incident Command System (ICS) is one simple and effective means
of meeting this need. ICS can be used where no equivalent means of overall
incident management is in place. SAR and transportation authorities are likely to
encounter use of the ICS within emergency response communities.
6.15.41 The ICS works best with some advance familiarization and exercising.
6.15.42 Appendix C provides general information about ICS.
Industry planning and response
6.15.43 SAR authorities should co-ordinate MRO plans with companies that operate
ships and aircraft designed to carry large numbers of persons. Such companies
should share in preparations to minimize the chances that MROs will be needed,
and to ensure success if they become necessary.
6.15.44 Appendix C provides guidance on industry roles and discusses how companies
could arrange for use of field teams and emergency response centres as possible
means of carrying out their MRO responsibilities.
6.15.45 For passenger ships, SAR Plans of Co-operation required by the Safety of Life at
Sea Convention and developed by SAR authorities and shipping companies are
part of MRO plans.
Public and media relations for MROs
6.15.46 Good public and media relations become very demanding and quite important
during MROs.
6.15.47 What the media reports may matter more than what SAR services do for shaping
of public opinion about MROs. The role of the media may be critical in shaping
the actions of the public and of those directly involved in the distress situation in
a way that contributes to safety, success and panic control. There should be no
unwarranted delays in providing information to the media.
6.15.48 Information should be readily available, clear, accurate, consistent and freely
exchanged among emergency responders and others concerned, such as the
public and families of persons on board.
6.15.49 Designate the person who will speak to the public and the media and develop
press releases, and outline what they will say, staying factual. If SAR services
do not provide a public spokesperson and information for a major incident, the
media likely will, thus denying the Authorities the opportunity to manage the
information and emphasize the appropriate points.
6.15.50 A single spokesperson not directly involved in the incident can be valuable in
relieving the Incident Commander and SMC of this duty.
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6.15.51 Spokespersons should be cautious about speculating on causes of accidents and

ensure that the media understands that the main focus of current operations is on
saving lives.
6.15.52 Ensure that the media knows who is in charge of co-ordinating rescue operations.
6.15.53 Interviews should be live if possible.
6.15.54 Many entities are involved in a response to a major incident, including ships,
aircraft, companies and SAR services. Co-ordination is required to ensure that
there is one message with many messengers.
6.15.55 Prompt establishment of a joint information centre at a location distant from the
SMC will help to achieve this goal. (A joint information centre is a component
of an ICS and is discussed in Appendix C). The centre can establish proper
procedures for establishing what messages will be released to the public and how
those messages will be released. Since the messages may be sensitive, it is
critical that everyone communicates the same information. The centre can be
responsible for co-ordinating information made available via the internet and
perhaps establishing and maintaining a public website.
6.15.56 The media is a 24-hour global market, and its news is broadcast worldwide. The
media will find a way to get to the scene for first hand information, pictures and
video. By providing transportation to the scene and controlling media access,
safety and the information the media reports can be better managed.
6.15.57 Media outlets often have more resources to mobilize on scene than do SAR
authorities, and RCC operating plans should account for how to deal with such
situations.
6.15.58 Information should be provided to the public on the SAR facilities are being used
and, if possible, a web address or list of contact phone numbers should be
provided for families, media and others to contact for more information.
6.15.59 Preparations should be made so that large numbers of callers can be

accommodated without saturating the phone system or crashing the computer
server.
6.15.60 Advance preparation of standby web pages by transportation companies and

SAR authorities can help in responding to floods of requests for information.
These pages can be quickly posted to provide general information for media use.
Web information should be timely and accurate.
6.15.61 Once posted, these pages can be easily updated with the status of the incident
and could also include:
- contact information;
- basic government or industry facts;
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- industry and SAR definitions;
- photographs and statistics of aircraft, ships and SAR facilities;
- answers to frequently asked questions;
- links to other key sites;
- information on passenger capacity, crew size, vessel plans and firefighting

capabilities; and
- library footage of a vessel inspection or of the crew performing lifesaving

drills.
6.15.62 Besides the media, families and other organizations will also want this
information.
MRO follow-up actions
6.15.63 It is very important to develop and share lessons learned from actual MRO
operations and exercises. However, concerns about legal liability (often
excessive), may discourage staff from highlighting matters that could have been
improved.
6.15.64 Since lessons learned can help prevent recurring serious mistakes, agreement
should be reached among principal participants on how lessons learned can be
depersonalized and made widely available. Lessons learned from MROs should
be shared not just locally, but internationally.
6.15.65 Careful accounting for survivors after they have been delivered to a place of
safety remains important. They need to be kept informed about plans for them
and about the ongoing response operations. With large numbers of persons often
staying in different places, keeping track of and working with them can be
difficult.
6.15.66 Transportation companies are often best suited to handle and assist survivors
during this time.
6.15.67 Crewmembers may be placed at various locations to record passenger names and
locations. Another possibility is for airlines or passenger ships to attach plastic
cards to life vests to give passengers phone numbers for contacting the company.
Some companies use bar coded bracelets to track children who are passengers.
6.15.68 Communicating with passengers is more difficult in remote areas where phone
service may be inadequate or lacking. If phones do exist, calling the airline or
shipping company may be the best way to check in and find out information. In
more populated areas, local agencies may have an emergency evacuation plan or
other useful plan that can be implemented.
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6.15.69 To protect passengers from harassment by interviewers and cameras, survivors

may be placed in hotels or other places of refuge. However, triage and landing
locations must be established and publicized to all rescue personnel and good
Samaritans.”
6 Appendix C
- Delete present Appendix C and insert the following as new Appendix C:
“Appendix C
MASS RESCUE OPERATIONS: EXERCISES; INDUSTRY ROLES

AND INCIDENT MANAGEMENT
MRO exercises
Since opportunities to handle actual incidents involving mass rescues are rare and challenging,
exercising MRO plans are particularly important. Mass evacuation and rescue operations are
difficult and costly, leading to a tendency to use simulation excessively during exercises rather
than physically exercising on-scene efforts.
MRO exercise objectives need not be addressed in a single large exercise, but may be satisfied in
part by routine incorporation into multiple drills, some intended mainly to test other systems.
However, realistic drills are necessary and costly, and over 1,000 volunteer ship passengers or
hundreds of volunteer aircraft passengers will likely be needed to conduct a realistic exercise.
Separate rooms can be used to simulate command posts that would normally be in separate
locations.
MRO exercises should ideally achieve the following objectives:
• Account for:
- Crew and passenger lists,
- Rescued passengers and crew until they can return to their homes. All persons
associated with the rescue and aftermath operations,
- Lifeboats, including empty boats or rafts, and
- Exercises should take account of high freeboard issues for likely rescue facilities;
• Identify and task available resources:

- Amver or other ship reporting systems,
- Potential resources ashore and afloat,
- Resources from local agencies (medical personnel, hospital facilities, fire
department, general community, transportation resources), and
- National and regional military and other resources;
• Evaluate notification processes, resource availability, timeliness of initial response,

real-time elements, conference capabilities and overall co-ordination;
• Ensure all agency roles are specified, understood and properly followed;
• Test capabilities of potential OSCs and ability to transfer OSC duties;
• Evaluate span of control;
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• Evacuate a ship or aircraft;

• Co-ordinate activities and achieve information exchanges:
- Communications (RCC-RCC, government-industry, RCC-OSC, on scene,
shore-ship, ground-air, ship-air, SAR facility-survival craft, etc.),
- Information for all concerned (identify, merge, purge, retrieve and transfer to the
right place in the right form at the right time),
- New communication and information management technologies, and
- Media and next-of-kin;
• Safely transfer and care for passengers (evacuation, in survival craft, rescue, medical,
protection from environment, post-rescue transfers, etc.);
• Test all communication links that may be needed for notification, co-ordination and
support;
• Conduct medical triage and provide first aid;
• Assess ship’s safety management system effectiveness;
• Exercise co-ordination with local response agencies;
• Provide food, water, lifejackets and other protective clothing to survivors;
• Test mass rescue plans of:
- SAR services,
- Operating company (including aircraft and ship plans),
- Any relevant emergency response organizations, e.g., disaster response, military,
firefighting and medical, and
- Transportation and accommodation companies;
• Assess how effectively earlier lessons learned have been accounted for in updated plans
and how well these lessons were disseminated;
• Exercise salvage and pollution abatement capabilities;
• Carry out emergency relocation of the disabled craft; and
• Exercise external affairs, such as international and public relations taking into account:
- Necessary participants involved,
- Joint information centres established quickly and properly staffed,
- Press briefings handled effectively, e.g., consistent information from different
sources,
- Notification of the next of kin and family briefings,
- Staff and equipment capacity to handle incoming requests for information, and
- Rescued persons tracked, kept informed and needs monitored, and reunited with
belongings.
The following steps are normally carried out during exercise planning:
• Agree on the exercise scenario, goals and extent;
• Assembly a multi-disciplinary planning team and agree on objectives for each aspect of
the exercise;
• Develop the main events and associated timetables;
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• Confirm availability of agencies to be involved, including any media representatives or

volunteers;
• Confirm availability of transportation, buildings, equipment, aircraft, ships or other

needed resources;
• Test all communications that will be used, including tests of radio and mobile phones at
or near the locations where they will be used;
• Identify and brief all participants and people who will facilitate the exercise, and ensure
that facilitators have good independent communications with person who will be
controlling the exercise;
• Ensure that everyone involved knows what to do if an actual emergency should arise
during the exercise;
• If observers are invited, arrange for their safety, and to keep them informed about the
exercise progress;
• For longer exercises, arrange for food and toilet facilities;
• Use “exercise in progress”, signs, advance notifications and other means to help ensure
that person not involved in the exercise do not become alarmed;
• Schedule times and places for debriefs;
• Agree and prepare conclusions and recommendations with the entity responsible for
handling each recommendation along with the due date for any actions;
• Prepare a clear and concise report and distribute it as appropriate to the participating
organizations; and
• Consider the outcome of this exercise in planning future exercises.
MRO industry roles
SAR authorities should co-ordinate MRO plans with companies that operate aircraft and ships
designed to carry large numbers of persons. Such companies should share in preparations to
minimize the chances that MROs will be needed, and to ensure success if they are. This section
provides guidance on industry role, and discusses how companies could arrange for use of
company field teams and emergency response centres as possible means of carrying out their
MRO responsibilities.
Early notification of potential or developing MROs is critical, due to the level of effort required
to mount a very large-scale response. It is much better to begin the response process and abort it
should it become unnecessary, than to begin it later than necessary should the actual need exist.
Pilots and masters should be advised and trained to notify SAR services at the earliest indication
of a potential distress situation.
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Company response organizations should be able to help SAR services by organizing support,
equipment, advice and liaison any of their ships or aircraft.
Companies should be prepared to provide information to preclude the need for multiple sources
attempting communications with the aircraft pilot-in-command or ship captain for information
that is unavailable or available from another source. Receiving and handling requests for
information aboard the distressed craft can interfere with the pilot’s or master’s ability to handle
the emergency and manage critical on-scene leadership needs.
Companies operating large aircraft or ships should be advised to prepare a co-ordinated team that
can handle emergency response functions around the clock should the need arise. Such a team
might include staff as indicated in the following Table.
Typical company field team
Team Leader Maintains overview, directs operations and keeps management informed
Communicator Maintains open (and possibly sole) line of communications to craft in
distress
Co-ordinating Usually a pilot or master mariner, who co-ordinates with SAR and other
Representative emergency response authorities, organizes tugs, looks at itineraries,
arranges to position ships or ground facilities that may be able to assist
and organizes security and suitable delivery points for passengers crew
when they are delivered to safety
Technical Maintains contact with regulatory authorities, classification societies,
Representative insurers and investigators and provides liaison and advice for firefighting,
damage control, repairs and other specialized or technical matters
Environmental Involved with environmental impact and spill response
Representative
Medical Gives medical advice, tracks casualties and arranges medical and
Representative identification services for survivors
Passenger and Provides information and support to whoever is designated to care for
Crew next-of-kin and keep them informed, identifies transportation needs, and
Representatives may need to deal with various countries, languages and cultures
Media Gathers information, co-ordinates public affairs matters with counterparts
Representative in other organizations, prepares press releases, briefs spokespersons and
arranges availability of information by phone and web sites
Specialists From within or outside the company who may facilitate some special
aspect of the response or follow up
The company may operate an Emergency Response Centre (ERC) to maintain communications
with the craft in distress, remotely monitor onboard sensors if feasible, and keep emergency
information readily available. Such information might include passenger and crew data, aircraft
or ship details, incident details, number of survival craft and status of the current situation.
Transportation companies should have readily available contacts with tour companies, shore
excursion companies, airlines and cruise lines, hotels, etc., since such resources can be used to
address many problems experienced with landing large numbers of survivors into a community.
Contingency plans for co-operation should be developed between SAR authorities and
transportation companies, and these plans should be sufficiently exercised to ensure they would
be effective should an actual mass rescue situation arise. Such plans should identify contacts,
co-ordination procedures, responsibilities, and information sources that will be applicable for
MROs. These plans should be kept up to date and readily available to all concerned.
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Respective functions of the ERC and RCC should be covered in co-ordinated pre-established
plans, and refined as appropriate for an actual incident. These centres must maintain close
contact throughout the SAR event, co-ordinating and keeping each other appraised of significant
plans and developments.
There are other steps the transportation industry could be urged to undertake to improve
preparedness for MROs. The following are some examples:
• Carry SAR plans on board aircraft or ships;

• Provide water and thermal protection for evacuees appropriate for the operating area;
• Provide a means of rescue to bring people from the water to the deck of ships;
• Use preparation checklists provided by SAR authorities;
• Conduct an actual physical exercise in addition to simulations;
• Provide the capability to retrieve fully loaded lifeboats and rafts;
• Enhance lifeboat lifesaving capabilities;
• Provide ways to assist persons in lifeboats who are seasick, injured or weak;
• Provide on-board helicopter landing areas and helicopters;
• Prepare to assist survivors once they have been delivered to a place of safety;
• Have aircraft or ship status and specifications readily available, such as inspection
records, design plans, communication capabilities, stability calculations, lifesaving
appliances, classification society contacts, passenger and cargo manifests, etc., so that
such information will not need to be obtained directly from a pilot or master; and
• Work with SAR authorities to develop and be able to rapidly deploy air droppable
equipment or supplies for survivors, maintain strategically located caches for this
purpose.
Acceptance of certain responsibilities by industry demonstrates commitment to passenger safety

and can free SAR services to handle critical arrangements relating to SAR resources,
co-ordination and communication.
MRO incident management
For major incidents, crisis management for the overall response may also be needed. The
Incident Command System (ICS), one widely used means of meeting this need, works best
with some advance familiarization and exercising within and among the transportation and
emergency response communities. Since SAR and transportation authorities are likely to
encounter use of the ICS within emergency response communities, this Appendix provides
general information for familiarization with ICS.
The following terms are relevant to the ICS:
Incident Commander (IC): the primary person functioning as a part of the incident
command system, usually at or near the scene, responsible for decisions, objectives,
strategies and priorities relating to emergency response;
Incident Command Post (ICP): the location at which primary functions are carried out
for the Incident Command System;
MSC/Circ.1173
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Incident Command System (ICS): and on-scene emergency management concept that
provides an integrated organizational structure adaptable to the complexity and demands
of an major incident involving multiple missions, response organizations or jurisdiction;
Unified Command (UC): the incident commander role of the incident command system
expanded to include a team of representatives that manages a major incident by
establishing common objectives and strategies and co-operatively directing their
implementation.
The ICS is designed for use when multiple organizations and jurisdictions need to be jointly
involved in a co-ordinated emergency response activity.
While organizations have their respective systems of command and control or co-ordination,
these should be compatible with systems in use by others so that organizations can function
jointly and effectively when necessary. Commonality and similarities among crisis management
systems locally, regionally and internationally foster effective joint efforts.
The ICS does not take control, responsibility or authority away from SAR services; SAR services
remain focused on lifesaving, while the ICS focuses on promoting an effective overall incident
response.
The ICS training, advance co-ordination and liaison will be rewarded by better performance and
success when a crisis situation arises.
As a tool for managing major incidents, the ICS:
Accommodates all risks and hazards;

Is simple, powerful and flexible;
Can easily expand or contract as the incident warrants;
Relieves the SAR system of co-ordinating non-SAR missions;
Enables SMCs to use the ICS contacts to draw on additional resources; and
Ensures better communication and co-operation between agencies.
The ICS organization can grow or shrink as the situation dictates, and provides a logical process
and progression to achieve results. Its organization should be allowed to grow with increased
demand and shrink when operations decline, both of which require anticipation.
Advantages of the ICS can be lost when organizations develop their own unique and relatively
complex versions of the ICS; it works best when it remains simple, flexible and standardized so
everyone on scene from all organizations understands it.
In its basic form a person is designated as the IC to handle overall co-ordination, including
setting objectives and priorities.
Support functions (sections supported by one or more persons) can be established as needed and
on the scale needed to keep the IC informed and assist in certain areas.
The four support sections in the ICS organization are as follows:
Operations Section - helps manage resources to carry out the operations;
MSC/Circ.1173
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Planning Section - helps develop action plans, collect and evaluate information, maintain
resource status and arrange to scale up or scale down activities;
Logistics Section - helps provide resources and services needed to support the incident
response, including personnel, transportation, supplies, facilities and equipment; and
Finance-Administration Section - assists with monitoring costs, providing accounting

and procurements, keeping time records, doing cost analysis and other administrative
matters.
Other additions to directly assist the IC might include:
An Information Officer - assists the media and others seeking incident information,
ensures the IC has appropriate information available, and helps to provide information to
the public and families of persons in distress;
A Safety Officer - monitors safety conditions and develops measures to ensure safety and
reduce risks; and
Liaison Officers - serve as primary contacts for on-scene representatives of their

respective organizations.
The following Figure illustrates the basic ICS organization:
Incident Command System Organization
Safety
Incident Information
Commander Liaison
Operation Planning Logistics Finance
The IC usually establishes an Incident Command Post (ICP) as a base for ICS activities. For
particularly demanding incidents, the ICS organization can be expanded. For example, for
operations that are particularly large-scale, sustained or complex, the IC can be augmented by
establishment of an actual or virtual (i.e. without everyone co-located) Unified Command (UC)
populated by operational managers representing the primary response organizations involved. If
the UC is made up of linked independent command posts, a government post and an industry
post for example, ideally there should still be a person from each command post assigned to work
at the other post(s) involved.
For a situation like a major passenger aircraft or ship disaster, a Joint Information Centre (JIC)
should be established, perhaps in association with the Information Officer position, to facilitate
and co-ordinate the vast amount of information that will need to be managed internally and
shared with the public.
MSC/Circ.1173
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Whether the ICS should be used depends on the duration and complexity of the incident. If it is
used, co-ordination of SAR functions with other functions is usually achieved by assigning a
representative of the SAR agency or of the SMC to the Operations Section of the
ICS organization.
This allows SAR services to be plugged into the ICS and overall operations while still being able
to function with relative independence in accordance with normal SAR procedures. The ICS has
an overall incident focus, while SAR services must remain focused on lifesaving.
A determination should be made as early as possible regarding the person responsible for overall
co-ordination, and how the overall response will be organized and managed. Procedures should
be understood by all and overall response managed to ensure mutual support, effort prioritization,
and optimal use of available resources, and to enhance on-scene safety and effectiveness.
Inter-agency contingency planning should identify who the IC should be for various scenarios.
Typically, the IC will be assigned from the government organization with primary responsibility
for the type of function most prominent in the response to the particular incident. However, with
appropriate access to experts and information from all agencies concerned, a key consideration in
selecting the IC should be familiarity and experience with the IC function, i.e., the IC should be a
person who can best handle the responsibility.
The IC should be someone skilled at managing on-scene operations and should usually be located
at or near the scene. Everyone involved, regardless of rank or status, will normally be in a
support role for the IC, similar to the SMC support structure within an RCC.
The IC function can be transferred as the situation warrants, although such transfers should be
minimized as is the case for transfers of SMC functions during a mission. It is important to
designate an IC early, in contingency plans if possible, and to make a transfer later, as
appropriate, as delay in designating an IC can be quite detrimental.
Except when functions other than SAR are relatively insignificant to the incident response, the IC
should normally be someone other than the SMC. The priority mission will always be lifesaving,
and the SMC should normally remain unencumbered by additional non-SAR duties.
Similarly, the IC's command post should normally be at a location other than in the RCC,
because the RCC needs to remain focused on, and be vigilant and responsive to, its normal SAR
responsibilities in addition to handling SAR aspects of the major incident.”
7 Appendix O
- In Appendix O page O-4, corrections should be made as follows:
- In the entry “Grønland GREENPOS”
The fourth column should read only “Mandatory”. In the fifth column the
existing text should be replaced by the following “All ships, on voyages to
or from Greenland ports and places of call”.
- In the entry “Grønland KYSTKONTROL”
MSC/Circ.1173
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Page 23
The fourth column should read only “Mandatory”. In the fifth column the
existing text should be replaced by the following “All ships of 20 gross
tonnage and more, and fishing vessels, on voyages between Greenland
ports and places of call”.
SECTION 3
PROPOSED AMENDMENTS TO THE IAMSAR MANUAL – VOLUME III
“MRO ……. Mass rescue operation”
2 Glossary

support of the SAR mission co-ordinator and on-scene co-ordinator”.
capabilities normally available to search and rescue authorities are inadequate”.
3 Section 1
- Replace present section on Ship Reporting Systems (pages 1-4), as follows:
“Ship Reporting Systems
• Ship reporting systems have been established by several States.
• Ships at sea may be the only craft near the scene of a distressed aircraft or vessel.
• A ship reporting system enables the SMC to quickly:
o identify vessels in the vicinity of a distress situation, along with their

positions, courses, and speeds,
o be aware of other information about the vessels which may be valuable
(whether a doctor is aboard, etc.),
o know how to contact the vessels,
o improve the likelihood of rapid aid during emergencies,
o reduce the number of calls for assistance to vessels unfavourably located to
respond,
o reduce the response time to provide assistance.
MSC/Circ.1173
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Page 24
• Masters of vessels are urged or mandated to send regular reports to the authority
operating a ship reporting system for SAR and other safety related services.
• Additional information on operators of ship reporting systems may be obtained

from RCCs.”
- Replace present section on The Automated Mutual-Assistance Vessel Rescue

(pages 1-4), as follows:
“Amver
Amver is one of many ship reporting systems. It is a world-wide system operated

exclusively to support SAR and make information available to all RCCs.
• There is no charge for vessels to participate in, nor for RCCs to use, Amver.
• Many land-based providers of communications services worldwide relay ship
reports to AMVER free of charge.
• Any merchant vessel of 1,000 gross tons or more on any voyage of greater than
24 hours is welcome to participate.
• Information voluntarily provided by vessels to AMVER is protected by the
US Coastguard as commercial proprietary data and made available only to
SAR authorities or others specifically authorized by the ship involved.”
- Insert the following text after the section on Aircraft Reporting System
(pages 1-5):
“Underwater search and rescue
• In the event a mobile facility has reason to suspect that an underwater accident has
occurred, every effort should be made to contact the nearest Rescue Co-ordination
Centre. When accidents occur, survivors may be either on the surface or
entrapped in a submarine resting on the seabed. Generally, medical care
requirements for survivors of an underwater or submarine accident is specialized
and competent medical advice is required.
• Vessels believing they have collided with a submarine, as with a collision with
any vessel, should anticipate a requirement to provide SAR assistance. Further
information on Submarine SAR and its parallel activity, Submarine Escape and
Rescue may be found at the website maintained by the International Submarine
Escape and Rescue Liaison Office.”
4 Section 2
- Insert following text after the section on Visual (pages 2-51):
MSC/Circ.1173
ANNEX
Page 25
“Prefix call sign
• During search and rescue missions and exercises it is recommended that the
specific mission call sign:

national exercises.”
- Delete present section on Rescue by Aircraft (pages 2-36) replaced by the text, as
follows:
“Rescue by Maritime Facilities
■ Recovery of survivors by assisting vessels
• Seafarers should consider how to recover survivors into their own vessels under
various environmental conditions. Recovery methods include:
□ Using throwing rockets or heaving lines to pass lifebuoys and/or lines to

survivors;
□ Streaming a rope, with lifebuoys or other flotation attached;
□ Rigging pilot ladders, jacob’s ladders or nets, preferably clear of the ship’s
side, with safety lines. If survivors are unable to climb, ladders or nets
may have to be recovered with the survivors secured to them. Where
practicable:
- rig ladders or nets from pilot doors or other low openings,
- deploy safety lines with rescue strops or loops,
- use suitably equipped crew members to assist survivors directly,
- deploy a liferaft with the ladder or net to act as a transfer platform;
□ Pulling survivors up suitable marine evacuation systems;
□ Deploying liferafts or lifeboats for survivors to hold onto, or climb into;
□ Using rafts or boats as lifts, leaving them on the falls if conditions permit;
□ Lifting survivors using gantries, cranes, davits or derricks, with lines

rigged to minimize swinging against the ship’s side;
MSC/Circ.1173
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Page 26
□ Deploying purpose-built or improvised recovery baskets;
□ Rigging a boat rope for boats and survival craft to secure alongside;
□ Lowering embarkation ladders.
• Any lights in use must not be directed towards helicopters operating in the area.
• Survivors in the water should be lifted in a horizontal or near-horizontal position

if possible (for example, in two strops; one under the arms, the other under the
knees) to minimize the risk of shock induced by sudden transfer from the water
and possible hypothermia.
• Assisting vessels should also be prepared to receive survivors from helicopters:

see pages 2-23.
• When the risks involved in recovery operations outweigh the risks of leaving the
survivors in life saving appliances, consider the following actions:
□ Using the ship to provide a lee for the survivors;
□ Deploying life saving appliances from the assisting vessel;
□ Maintaining visual and communications contact with the survivors;
□ Updating the co-ordinating authority;
□ Transferring essential survival and medical supplies.”
- Insert following after ■ Immediate Care of Survivors (pages 2-38):
“• Once on board, medical care and welfare of the survivors should be attended to.
Additional assistance should be sought from the SAR authorities as required;
• Medical advice should be sought from the Telemedical Maritime Advice Service,
via the RCC.”
- Insert new heading before fourth paragraph (pages 2-39), as follows:
“■ Recording Information on Survivors
• Survivor information …… ”
_____________
4 ALBERT EMBANKMENT
LONDON SE1 7SR E
Telephone: 020 7735 7611
Fax: 020 7587 3210
IMO

20 May 2005
BASIC SAFETY GUIDANCE FOR OCEANIC VOYAGES BY

NON-REGULATED CRAFT

ninth session (7 to 11 February 2005), developed Basic safety guidance for oceanic voyages by
non-regulated craft, given in the annex.
2 The Maritime Safety Committee, at its eightieth session (11 to 20 May 2005), with a view
to providing basic safety guidance for oceanic voyages by non-regulated craft to reduce those
risks that could lead to loss of life or severe physical injuries to both crew and would-be rescuers,
agreed to the annexed Guidance.
3 Member Governments are invited to bring the annexed Guidance to the attention of all
parties concerned for consideration and action, as appropriate.
***
MSC/Circ.1174
ANNEX
BASIC SAFETY GUIDANCE FOR OCEANIC VOYAGES BY

NON-REGULATED CRAFT
I PURPOSE
The purpose of this circular is to provide basic safety guidance for oceanic voyages by
non-regulated craft to reduce those risks that could lead to loss of life or severe physical injuries
to both crew and would-be rescuers, and to reduce the need for extended and expensive
SAR operations. Furthermore, these craft can, during their voyages, cross congested areas and
create a risk for the safety of the traffic in these areas.
II BASIC SAFETY GUIDANCE
1 Type of craft
1.1 The craft should be of suitable construction for the intended voyage, possess adequate
buoyancy and stability and carry appropriate high visibility markings.
2 Provisions and safety equipment in the craft
2.1 Life-raft(s) of an approved type.
2.2 Sufficient life jacket(s) of an approved type for all crew members.
2.3 Electronic positioning system.
2.4 Pyrotechnics, hand flares and other signalling devices.
2.5 Radar reflector of an approved type.
2.6 Sufficient food, water and, if required, fuel for the voyage. (Emergency water making kit
may be an advantage.)
2.7 Adequate medical equipment.
3 Radiocommunications
3.1 The craft should be equipped with adequate communications and distress alerting systems
within the Global Maritime Distress & Safety System, for example:
.1.1 two types of alerting systems, e.g. long-range communications (radio or satellite)
and a satellite EPIRB properly registered; and
.1.2 hand held radios capable of operating on maritime and aeronautical short-range
frequencies.
MSC/Circ.1174
ANNEX
Page 2
4 Voyage planning
4.1 The person in charge of the craft should prepare a voyage plan and leave that plan with a
responsible person ashore together with details of the craft. Normally, the responsible person
ashore will be the primary contact with the craft for normal communications throughout the
voyage. If the responsible person ashore becomes concerned for the safety of the craft, he/she
should contact the appropriate MRCC. The person in charge of the craft should submit a voyage
plan to the Maritime Administration at the port of departure, if required by that Maritime
Administration.
5 Crew gear
5.1 Suitable clothing with high visibility markings and survival equipment appropriate for the
voyage should be provided.
6 Crew training
6.1 All members of the crew should have satisfactorily completed appropriate:
.1.1 training for the intended voyage, e.g. navigation and communications with
appropriate certification where necessary;
.1.2 survival course(s); and
.1.3 first aid course(s).
III GUIDANCE FOR ADMINISTRATIONS
7.1 A Maritime Administration that becomes aware of a planned oceanic voyage by a

non-regulated craft that does not meet the basic safety guidance herein should use its best
endeavours to prevent the craft from departing.
7.2 If the craft does depart, then the Maritime Administration should ensure that the
MRCC(s) responsible for the SAR Region(s) through which the craft is expected to pass are
made aware of the particular voyage.
IV DETAILED GUIDANCE
8.1 Further detailed guidance can be obtained from:
.1.1 ISAF Offshore Special Regulations – www.sailing.org
.1.2 International Ocean Rowing Society – www.oceanrowing.com/index.htm
______________
4 ALBERT EMBANKMENT
LONDON SE1 7SR E
Telephone: 020 7587 3152
Fax: 020 7587 3210
IMO

24 May 2005
GUIDANCE ON SHIPBOARD TOWING AND MOORING EQUIPMENT
1 The Maritime Safety Committee, at its eightieth session (11 to 20 May 2005), following the
recommendations made by the Sub-Committee on Ship Design and Equipment at its forty-eighth
session, approved guidance concerning shipboard equipment, fittings and supporting hull structures
associated with towing and mooring, as set out in the annex, with a view to ensuring a uniform
approach towards the application of the provisions of SOLAS regulation II-1/3-8, which is expected
to become effective on 1 January 2007.
2 Member Governments are invited to use the annexed guidance when applying SOLAS
regulation II-1/3-8, and to bring it to the attention of all parties concerned.
***
MSC/Circ.1175
ANNEX
SHIPBOARD EQUIPMENT, FITTINGS AND SUPPORTING HULL STRUCTURES

ASSOCIATED WITH TOWING AND MOORING
1 Application
1.1 Under regulation II-1/3-8 of the 1974 SOLAS Convention, as adopted by

resolution MSC.194(80) in 2005, new displacement type ships, except high-speed craft and offshore
units, shall be provided with arrangements, equipment and fittings of sufficient safe working load to
enable the safe conduct of all towing and mooring operations associated with the normal operations
of the ship. The arrangements, equipment and fittings shall meet the appropriate requirements of the
Administration or an organization recognized by the Administration.
1.2 This circular is intended to provide standards for the design and construction of shipboard
fittings and supporting hull structures associated with towing and mooring, which Administrations
are recommended to implement. The provisions of this guidance do not require tow lines nor
mandate standards for mooring lines onboard the ship.
1.3 Equipment that is used for both towing and mooring should be in accordance with sections 3
and 4.
2 Definitions
For the purpose of this guidance:
2.1 Shipboard fittings mean bollards and bitts, fairleads, stand rollers and chocks used for the
normal mooring of the ship and similar components used for the normal towing of the ship. Other
components such as capstans, winches, etc. are not covered by this guidance. Any weld, bolt or
other fastening connecting the shipboard fitting to the supporting hull structure is part of the
shipboard fitting and subject to any industry standard applicable to such fitting.
2.2 Supporting hull structure means that part of the ship structure on/in which the shipboard
fitting is placed and which is directly submitted to the forces exerted on the shipboard fitting. The
hull structure supporting capstans, winches, etc. used for the normal towing and mooring operations
mentioned above should also be subject to this guidance.
2.3 Industry standard means international or national standards which are recognized in the
country where the ship is built, subject to the approval of the Administration.
3 Towing fittings
3.1 Strength
The strength of shipboard fittings used for normal towing operations and their supporting hull
structures should comply with the provisions of 3.2 to 3.6.
MSC/Circ.1175
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Page 2
3.2 Arrangements
Shipboard fittings for towing should be located on longitudinals, beams and/or girders, which are
part of the deck construction so as to facilitate efficient distribution of the towing load. Other
equivalent arrangements may be accepted (for Panama chocks, etc.).
3.3 Load considerations
3.3.1 The design load used for normal towing operations (e.g. harbour/manoeuvring) should be
1.25 times the intended maximum towing load (e.g. static bollard pull) as indicated on the towing
and mooring arrangements plan. The design load should be applied through the tow line according
to the arrangement shown on the towing and mooring arrangements plan.
3.3.2 For other towage service (e.g. escort), the design load used for each fitting should be the
nominal breaking strength of the tow line defined in table 1 based on the equipment number (EN)
described in the appendix. The design load should be applied through the tow line according to the
arrangement shown on the towing and mooring arrangements plan.
3.3.3 The method of application of the design load to the fittings and supporting hull structure
should be taken into account such that the total load need not be more than twice the design load
specified in 3.3.1 or 3.3.2, i.e. no more than one turn of one line (see figure below).
3.4 Shipboard fittings
The selection of shipboard fittings should be made by the shipyard in accordance with industry
standards (e.g. ISO 3913:1977 Shipbuilding-Welded steel bollards) accepted by the Administration.
When the shipboard fitting is not selected from an accepted industry standard, the design load used
to assess its strength and its attachment to the ship should be in accordance with 3.3 above.
3.5 Supporting hull structure
Arrangement
3.5.1 The arrangement of the reinforced members (carling) beneath shipboard fittings should
consider any variation of direction (laterally and vertically) of the towing forces (which should be
not less than the design load as per 3.3) acting through the arrangement of connection to the
shipboard fittings.
MSC/Circ.1175
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Page 3
Acting point of towing force
3.5.2 The acting point of the towing force on shipboard fittings should be taken at the attachment
point of a towing line or at a change in its direction.
Allowable stresses
3.5.3 Allowable bending stress: 100% of the specified yield point for the material used; allowable
shearing stress: 60% of the specified yield point for the material used; no stress concentration factors
being taken into account.
3.6 Safe working load (SWL)
3.6.1 The SWL used for normal towing operations (harbour/manoeuvring) should not exceed 80%
of the design load as given in 3.3.1 and the SWL used for other towing operations (e.g. escort)
should not exceed the design load as given in 3.3.2. For fittings used for both harbour and escort
purposes, the greater of the design loads of 3.3.1 and 3.3.2 should be used.
3.6.2 The SWL of each shipboard fitting should be marked (by weld bead or equivalent) on the
deck fittings used for towing.
3.6.3 The above provisions on SWL apply for a single post basis (no more than one turn of
one line).
3.6.4 The towing and mooring arrangements plan described in section 5 should define the method
of use of towing lines.
4 Mooring fittings
4.1 Strength
The strength of shipboard fittings used for mooring operations and their supporting hull structures
should comply with the provisions of 4.2 to 4.6.
4.2 Arrangements
Shipboard fittings for mooring should be located on longitudinals, beams and/or girders, which are
part of the deck construction so as to facilitate efficient distribution of the mooring load. Other
equivalent arrangements may be accepted (for Panama chocks, etc.).
4.3 Load considerations
4.3.1 The design load applied to shipboard fittings and supporting hull structures should be
1.25 times the breaking strength of the mooring line provided in accordance with table 1 based on
the equipment number (EN) described in the appendix. The design load should be applied through
the mooring line according to the arrangement shown on the towing and mooring arrangements plan.
MSC/Circ.1175
ANNEX
Page 4
4.3.2 The design load applied to supporting hull structures for winches, etc. should be 1.25 times
the breaking strength of the mooring line according to 4.3.1 above and, for capstans, 1.25 times the
maximum hauling-in force. The design load should be applied through the mooring line according to
the arrangement shown on the towing and mooring arrangements plan.
4.3.3 The method of application of the design load to the fittings and supporting hull structure
should be taken into account such that the total load need not be more than twice the design load
specified in 4.3.1, i.e. no more than one turn of one line.
4.4 Shipboard fittings
The selection of shipboard fittings should be made by the shipyard in accordance with industry
standards (e.g. ISO 3913:1977 Shipbuilding-Welded steel bollards) accepted by the Administration.
When the shipboard fitting is not selected from an accepted industry standard, the fittings should be
equivalent to a recognized industry standard in compliance with the design load as per 4.3.
4.5 Supporting hull structure
Arrangement
4.5.1 The arrangement of the reinforced members (carling) beneath shipboard fittings should
consider any variation of direction (laterally and vertically) of the mooring forces (which should be
not less than the design load given in 4.3) acting through the arrangement of connection to the
shipboard fittings.
Acting point of mooring force
4.5.2 The acting point of the mooring force on shipboard fittings should be taken at the attachment
point of a mooring line or at a change in its direction.
Allowable stresses
4.5.3 Allowable bending stress: 100% of the specified yield point for the material used; allowable
shearing stress: 60% of the specified yield point for the material used; no stress concentration factors
being taken into account.
4.6 Safe working load (SWL)
4.6.1 The SWL should not exceed 80% of the design load given in 4.3.
4.6.2 The SWL of each shipboard fitting should be marked (by weld bead or equivalent) on the
deck fittings used for mooring.
4.6.3 The above provisions on SWL apply for a single post basis (no more than one turn of
one line).
4.6.4 The towing and mooring arrangements plan described in section 5 should define the method
of use of mooring lines.
MSC/Circ.1175
ANNEX
Page 5
5 Towing and mooring arrangements plan
5.1 The SWL for the intended use for each shipboard fitting should be noted in the towing and
mooring arrangements plan available on board for the guidance of the Master.
5.2 Information provided on the plan should include in respect of each shipboard fitting:
.1 location on the ship;
.2 fitting type;
.3 SWL;
.4 purpose (mooring/harbour towing/escort towing); and
.5 method of applying load of towing or mooring line including limiting fleet angles.
MSC/Circ.1175
ANNEX
Page 6
Table 1
MOORING AND TOW LINES
EQUIPMENT NUMBER MOORING LINES TOW LINE*

Exceeding Not exceeding Minimum breaking strength Breaking strength (kN)
(kN)
1 2 3 4
50 70 34 98
70 90 37 98
90 110 39 98
110 130 44 98
130 150 49 98
150 175 54 98
175 205 59 112
205 240 64 129
240 280 69 150
280 320 74 174
320 360 78 207
360 400 88 224
400 450 98 250
450 500 108 277
500 550 123 306
550 600 132 338
600 660 147 370
660 720 157 406
720 780 172 441
780 840 186 479
840 910 201 518
910 980 216 559
980 1060 230 603
1060 1140 250 647
1140 1220 270 691
1220 1300 284 738
1300 1390 309 786
1390 1480 324 836
1480 1570 324 888
1570 1670 333 941
1670 1790 353 1024
1790 1930 378 1109
1930 2080 402 1168
2080 2230 422 1259
2230 2380 451 1356
2380 2530 480 1453
2530 2700 480 1471
2700 2870 490 1471
2870 3040 500 1471
3040 3210 520 1471
3210 3400 554 1471
MSC/Circ.1175
ANNEX
Page 7
EQUIPMENT NUMBER MOORING LINES TOW LINE*

Exceeding Not exceeding Minimum breaking strength Breaking strength (kN)
(kN)
1 2 3 4
3400 3600 588 1471
3600 3800 618 1471
3800 4000 647 1471
4000 4200 647 1471
4200 4400 657 1471
4400 4600 667 1471
4600 4800 677 1471
4800 5000 686 1471
5000 5200 686 1471
5200 5500 696 1471
5500 5800 706 1471
5800 6100 706 1471
6100 6500 716
6500 6900 726
6900 7400 726
7400 7900 726
7900 8400 736
8400 8900 736
8900 9400 736
9400 10000 736
10000 10700 736
10700 11500 736
11500 12400 736
12400 13400 736
13400 14600 736
14600 16000 736
*
Information is provided in relation to 3.3.2 and provision onboard of such a line is not necessary under this
guidance.
MSC/Circ.1175
ANNEX
Page 8
APPENDIX
EQUIPMENT NUMBER
The equipment number (EN) should be calculated as follows:
EN = ∆ 2/3 + 2.0hB + A
10
where:
∆ = moulded displacement, in tonnes, to the Summer Load Waterline
B = moulded breadth, in metres
h = effective height, in metres, from the Summer Load Waterline to the top of the
uppermost house; for the lowest tier “h” should be measured at centreline from the
upper deck or from a notional deck line where there is local discontinuity in the
upper deck
h = a + Σhi
where:
a = distance, in metres, from the Summer Load Waterline amidships to

the upper deck
hi = height, in metres, on the centreline of each tier of houses having

a breadth greater than B/4
A = area, in square metres, in profile view, of the hull, superstructures and houses above
the Summer Load Waterline which are within the equipment length of the ship and
also have a breadth greater than B/4
NOTES
1 When calculating h, sheer and trim should be ignored, i.e. h is the sum of freeboard
amidships plus the height (at centreline) of each tier of houses having a breadth greater
than B/4.
2 If a house having a breadth greater than B/4 is above a house with a breadth of B/4 or less,
then the wide house should be included but the narrow house ignored.
3 Screens or bulwarks 1.5 m or more in height should be regarded as parts of houses when
determining h and A. The height of the hatch coamings and that of any deck cargo, such as
containers, may be disregarded when determining h and A. With regard to determining A,
when a bulwark is more than 1.5 m high, the area shown below as A2 should be included
in A.
MSC/Circ.1175
ANNEX
Page 9
4 The equipment length of the ships is the length between perpendiculars but should not be
less than 96% nor greater than 97% of the extreme length on the Summer Waterline
(measured from the forward end of the waterline).
__________

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INTERNATIONAL MARITIME ORGANIZATION

Ref. T3/2.01 FAL.2/Circ.87

REVISED LIST OF CERTIFICATES AND DOCUMENTS REQUIRED TO BE

6 This circular supersedes FAL/Circ.90-MEPC/Circ.368-MSC/Circ.946.

CERTIFICATES AND DOCUMENTS REQUIRED TO BE CARRIED

1 All ships Reference

International Load Line Certificate LL Convention,

International Load Line Exemption Certificate LL Convention,

Intact stability booklet SOLAS 1974,

Damage control plans and booklets SOLAS 1974,

Minimum safe manning document SOLAS 1974

Fire safety training manual SOLAS 1974

Fire Control plan/booklet SOLAS 1974

On board training and drills record SOLAS 1974

Fire safety operational booklet SOLAS 1974

Certificates for masters, officers or ratings STCW 1978, article VI,

International Oil Pollution Prevention Certificate MARPOL 73/78,

Oil Record Book MARPOL 73/78,

Shipboard Oil Pollution Emergency Plan MARPOL 73/78,

International Sewage Pollution Prevention Certificate MARPOL 73/78,

Garbage Management Plan MARPOL 73/78,

Garbage Record Book MARPOL 73/78,

Voyage data recorder system-certificate of compliance SOLAS 1974,

Cargo Securing Manual SOLAS 1974

Document of Compliance SOLAS 1974,

Safety Management Certificate SOLAS 1974,

International Ship Security Certificate (ISSC) or Interim SOLAS 1974

Ship Security Plan and associated records SOLAS 1974

.1 training, drills and exercises;

Continuous Synopsis Record (CSR) SOLAS 1974

2 In addition to the certificates listed in section 1 above,

Exemption Certificate2 SOLAS 1974,

A certificate called a Special Trade Passenger Ship Space SSTP 73,

Search and rescue co-operation plan SOLAS 1974

List of operational limitations SOLAS 1974

Decision support system for masters SOLAS 1974,

3 In addition to the certificates listed in section 1 above,

Cargo Ship Safety Equipment Certificate4 SOLAS 1974,

Cargo Ship Safety Radio Certificate5 SOLAS 1974,

Cargo Ship Safety Certificate 1988 SOLAS Protocol,

Exemption Certificate6 SOLAS 1974,

Document of authorization for the carriage of grain SOLAS 1974,

Certificate of insurance or other financial security in CLC 1969,

Certificate of insurance or other financial security in CLC 1992,

Enhanced survey report file SOLAS 1974

Record of oil discharge monitoring and control system MARPOL 73/78,

Cargo Information SOLAS 1974,

Bulk Carrier Booklet SOLAS 1974,

Dedicated Clean Ballast Tank Operation Manual MARPOL 73/78,

Crude Oil Washing Operation and Equipment MARPOL 73/78,

Condition Assessment Scheme (CAS) Statement of MARPOL 73/78,

Hydrostatically Balanced Loading (HBL) Operational MARPOL 73/78,

Oil Discharge Monitoring and Control (ODMC) MARPOL 73/78,

Subdivision and stability information MARPOL 73/78,

4 In addition to the certificates listed in sections 1 and 3

Cargo record book MARPOL 73/78,

Procedures and Arrangements Manual (P & A Manual) Resolution MEPC.18(22),

Shipboard Marine Pollution Emergency Plan for MARPOL 73/78,

5 In addition to the certificates listed in sections 1 and 3

Note: The Code is mandatory under Annex II of

International Certificate of Fitness for the Carriage of IBC Code,

Note: The Code is mandatory under both chapter VII of

6 In addition to the certificates listed in sections 1 and 3