(Solas, from the English. Solas, International Convention for the Safety of Life AT SEA) in its consistently published forms is perhaps the most important of all international trade court safety agreements.
International Convention human life At sea of \u200b\u200b1974, text modified by the 1988 protocol to it, with amendments (SOLAS-74) (as amended on January 1, 2016)

The electronic text of the document is drilled by: International Convention for the Protection of Human Life at the 1974 Sea (Text Modified by the 1988 Protocol to it, amended) \u003d International Convention for The Safety of Life At Sea 1974 (Text Modified by The Protocol of 1988 Relating Thereto, Including Amendments), SPb.: ZAO "TsNIIMF", 2015

Preface

Preface

The International Convention on the Protection of Human Life at the Sea of \u200b\u200b1974 (SOLAS-74) was adopted on November 1, 1974 at the International Conference on the Protection of Human Life at the Sea, and the Protocol for 1988 (Protocol-88) - November 10, 1988 at the International Conferences on the harmonized system of inspections and certificate design.

The 2 Security Committee for the Sea (CBM) of the International Maritime Organization (IMO) adopted a number of amendments to annex to the SOLAS-74 Convention. A number of amendments were also adopted by international conferences of Contracting Governments of the Convention. This publication contains the consolidated text of the SOLAS-74 Convention, Protocol-88 to it and the texts of all amendments taken by the Conferences and the Security Committee on the Sea and published earlier in Bulatts No. 1-35 * changes and additions. The consolidated text combines all the requirements of SOLAS in one document used from July 1, 1986.

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* The text also adopted adopted, but not yet entered into force. They are highlighted as follows: Not yet operating text is lighter than already operating; Coming into force on January 1, 2016 - a solid line on the fields; Effective from July 1, 2016 - a dowry line on the fields; The date of entry of new chapters is indicated at the beginning of the chapter (Note. Sost.).

3 As a rule, contained in the consolidated text of the design, equipment and supplies are applicable to ships built on the date and after the date of entry into force of the relevant amendments. These dates and exceptions from this rule are specified in the specific rules of the Annex to the Convention. To determine the requirements applicable to the vessel built to the dates specified in the application, you should contact the previous texts of the SOLAS Convention with the appropriate amendments. For this reason, it is recommended to maintain the consolidated text of the SOLAS-74 of the publication of the Central Federal District of the Marine Fleet of 1993 with ballots N 1-16 to it, the consolidated text of the SOLAS-74 convention of the 2002 edition with ballots N 17-26 and the consolidated text of the SOLAS-74 Convention 2008 with ballots N 27-29, the consolidated text of the SOLAS-74 Convention of the 2010 Edition with Bulletins N 27-35. The consistent numbering of changes in the changes and additions to the Convention will be continued.

You should draw special attention The fact that amendments to the requirements of the Convention, amended Protocol-88 and subsequent amendments, are reflected in the relevant ship certificates. For this reason, the content of evidence of a particular vessel may differ from the forms given in this edition - depending on the applicability of specific requirements for a specific vessel built at a specific date.

Requirements of a production nature (rules for the carriage of goods, recordings, conducting training alarms, etc.) apply to all vessels, regardless of the date of construction. Exceptions are stipulated in the text of the rules themselves.

4 footnotes and notes given in this consolidated text refer to the codecs, manuals and recommendations and can be reduced to the level of modernity with the approval of new IMO documents. As a rule, all these documents are published in the collections of resolutions of IMOs or in separate publications of CJSC TsNIIMF.

5 In the preparation of this edition, the authentic texts of the relevant IMO documents were used, in which minor editorial amendments were made. This editing was limited to:

1 In Chapter I, the expression "This Convention" and "This Convention and these Rules" are replaced by the term "these Rules"; and

2 Fixed bugs found in texts at the time of publication, regardless of the proofreading published by IMO.

6 On the other hand, we draw attention to the following:

1 decimal numbering system was used in all chapters that were completely replaced in the process of making amendments; The numbering system that existed earlier was preserved in chapters I and VIII;

2 in reference to the rules, items and chapters used an abbreviated form, for example: "Rule II-2/23.3" (paragraph 3, rules 23, chapter II-2), whereas the previously existing system was preserved in the rules that were not subject to change, For example: "Rule 8 chapter I" or "Item (a) of this rule";

3 Testailed text of the rule I / 10 (A) (V) - amendment adopted by resolution MSC.204 (81); It will be announced on its entry into force.

7 English is provided as one of the official languages \u200b\u200bof the text. It is the main working language IMO and, for this reason, in case of any discrepancies of the text provisions, preference should be given to text in English.

8 Amendments to this edition, as IMO adoption, CJSC TsNIIMF will be communicated to all users in changes in changes and additions, starting with the Bulletin N 36.

Contracting governments

International Convention for the Protection of Human Life at the Sea of \u200b\u200b1974

Contracting governments,

Wanting to promote strengthening the protection of human life to the sea by establishment, with general consent, uniform principles and rules aimed at achieving this goal,

Considering that the best way to achieve this goal is to conclude a convention that replaces the International Convention for the Protection of Human Life at the 1960 Sea, taking into account the progress made since this Convention,

Agreed on the following:

Article I. General Obligations under the Convention

a) Contracting governments undertake to comply with the provisions of this Convention and its annex, which constitutes an integral part of this Convention. Any reference to this Convention means simultaneously link and its application.

(b) Contracting governments undertake to publish laws, decrees, orders and rules and take all other measures necessary to fully implement the provisions of this Convention in order to ensure that, in terms of human life protection at sea, the vessel is suitable for the type of operation for which it is intended.

Article II. Application

This Convention applies to courts that have the right to swim under the flag of the state whose government is a Contracting Government.

Article III. Laws, Rules

Contracting governments undertake to report and transfer to the Secretary General of the Intergovernmental Maritime Advisory Organization to be stored * (hereinafter - Organization):

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* Currently - International Maritime Organization.

a) a list of non-governmental organizations that are authorized on their behalf to carry out administrative measures to ensure the protection of human life to the Sea to send to Contracting Governments in order to notify them officials;

(b) Texts of laws, decrees, orders and rules that will be published on various issues affected by this Convention;

(c) A sufficient number of samples of evidence issued by them in accordance with the provisions of this Convention to send to Contracting Governments in order to notify their officials.

Article IV. Cases of force majeure

a) A vessel that does not fall under the provisions of this Convention at the time of its departure to any flight does not apply the provisions of this Convention in case of any deviation from the following route if this deviation occurred due to the onset of weather or any other cases of force majeure.

(b) When checking the correctness of the application to the ship, any provisions of this Convention are not taken into account, persons on the vessel due to insurmountable force or as a result of the obligations assigned to the Captain to carry people who were shipwreck, or other persons.

Article V. Transportation of persons in emergency circumstances

a) To ensure the evacuation of persons in order to deliver them from the threatening of their life danger, the Contracting Government can allow the transportation of more persons to be transported on their vessels than this is allowed by the provisions of this Convention.

b) Such permission does not deprive other Contracting Governments of the Rights of Controls implemented by them under this Convention, over such vessels when entering them into the ports.

(c) The Contracting Government, issued such permission, sends a notice to the Secretary-General notice of any such permission together with the presentation of the issuance of such permission.

Article VI. Previous Contracts and Convention

a) This Convention in relations between Contracting Governments replaces and cancels the International Convention for the Protection of Human Life to the Sea, signed in London on June 17, 1960.

b) All other now applicable between governments - participants of this Convention, Convention and Agreements regarding the protection of human life at sea or questions affecting such protection, continue to maintain full force during their term regarding:

i) courts to which this Convention does not apply;

ii) vessels to which this Convention applies, but on issues that are not specifically provided for by this Convention.

(c) However, when the provisions of such contracts, conventions or agreements contradict the provisions of this Convention, preference is given to the provisions of this Convention.

(d) All issues that are not specifically provided for by this Convention remain the subject of the legislation of Contracting Governments.

Article VII. Special rules established by agreement

When, in accordance with this Convention, the Agreement between all or some Contracting Governments, special rules are established, such rules are sent to the Secretary-General of the Organization for distribution to all Contracting Governments.

Article VIII. Amendments

a) This Convention may be amended by one of the two procedures provided for in the following paragraphs.

b) Amendments after consideration in the organization:

(i) The amendment proposed by Contracting Government is submitted to the Secretary-General of the Organization, which sends it to members of the organization and all Contracting Governments at least six months before it is considered;

ii) the amendment presented and in this way is transferred to the Security Security Committee on the Organization;

(iii) Contracting governments of states, regardless of whether they are members of the Organization or not, have the right to participate in the work of the Security Committee on the Sea when considering and approving them amendments;

(iv) The amendments are approved by a majority of two-thirds of the Contracting Governments present and voters in the Security Committee on the Sea, the composition of which is expanded, as provided for by subparagraph (III) of this clause (hereinafter - the Committee on Security on the Sea of \u200b\u200bExtended Composition), provided that that at the moment of voting there is at least one third of the Contracting Governments;

(v) Approved in accordance with sub-clause (IV) of this point of amendments are sent by the Secretary General of the Organization to all Contracting Governments for their adoption;

vi) (1) The amendment to the article of the Convention or to Chapter I, the application is considered to be adopted on the date it is adopted by two thirds of Contracting Governments;

2) amendment to the application, with the exception of his chapter I, is considered to be adopted:

a) after two years from the date of its direction to Contracting governments for adoption; or

b) after a different period, which should not be less than one year, if it is established during its approval by a two-thirds of the Contracting Governments present and voting in the Security Committee on the Sea of \u200b\u200bExpanded Makeup.

However, the amendment is considered not adopted if more than one-third of the Contracting Governments or Contracting Governments of the States, the total trading fleet of which on gross capacity is at least 50% of the World Trade Fleet, will be submitted to the Secretary-General of the Organization that they object to such amendment;

vii) (1) the amendment to the article of the Convention or to Chapter I of its application enters into force for those Contracting governments that have taken it, after six months from the date, to which it was considered accepted, and for the Contracting Government, which will take it after this dates - after six months from the date of its adoption by such Contracting Government;

2) amendment to the annex, with the exception of his chapter I, enters into force after six months from the date, to which it is considered to be adopted for all Contracting Governments, with the exception of those that made a statement, according to subparagraph (VI) (2) of this paragraph That they object to the amendment and did not withdraw such a statement. However, to the established date of entry into force of the amendment, the Contracting Government may notify the General Secretary of the Organization, that it frees itself with the introduction of such amendments for a period not exceeding one year, starting from the date of its entry into force, or on such A longer period that can be installed by a two-thirds of Contracting governments present and voters in the Security Committee on the Sea of \u200b\u200bExtended Makeup during the approval of the amendment.

c) amendment by convening a conference:

(i) At the request of the Contracting Government, supported by at least one-third of Contracting Governments, the Organization convenes the Conference of Contracting Governments to consider amendments to this Convention;

(ii) An amendment approved by such a conference by a majority of two-thirds of the votes of those present and voting Contracting Governments are sent by the Secretary General of the Organization to all Contracting Governments for its adoption;

iii) if the conference does not accept a different decision, the amendment is considered to be accepted and enters into force in accordance with the terms of the procedure provided for for this purpose, respectively, in subparagraphs (VI) and (VII) of paragraph (b) of this article, and references to these sub-clauses on the Committee The safety of the extended composition means references to the conference;

d) (i) A Contracting Government, which has taken into force the amendment to an annex, is not obliged to disseminate the advantages of this Convention on the certificates issued by the ship, which has the right to swim under the flag of the state, the Contracting Government of which, in accordance with the provisions of subparagraph (VI) (VI) ( 2) paragraph (b) of this article, objected to such amendment and did not recall his objection against it, but only in the part in which such evidence is affected by the provisions of the amendment mentioned;

(ii) Contracting government, which adopted an amendment to the annex, disseminates the advantages of this Convention on the certificates issued by the vessel, which has the right to swim under the flag of the state whose government, in accordance with the provisions of subparagraph (VII) (2) of paragraph (b) This article, notified the Secretary-General of the Organization that it frees itself from the introduction of the provisions of this amendment.

e) if it is not specifically provided otherwise, amendment to this Convention, made in accordance with this articley and related to the design of the vessel, applies only to the courts whose kelves are laid or which are in a similar stage of construction at the date or after the date of entry into force of this amendment.

(f) An application for adopting amendment or an objection against it, or a notice made according to subparagraph (VII) (2) of paragraph (b) of this article, is submitted in writing to the Secretary-General of the Organization, which informs all Contracting Governments on the availability of such documents and date of their receipt.

(g) The Secretary-General of the Organization informs all Contracting Governments on the current amendments and the date of entry into force of each such amendment.

Article IX. Signing, ratification, adoption, approval and accession

a) This Convention is open to signing the organization's headquarters from November 1, 1974 until July 1, 1975, and after this date - for joining. States can become participants in this Convention by:

i) signing without reservation on ratification, acceptance or approval;

(ii) signing with a reservation on ratification, adoption or approval, followed by ratification, adoption or approval; or

iii) accession.

(b) Ratification, adoption, approval or accession is carried out by putting on the storage of the relevant document to the Secretary-General of the Organization.

(c) The Secretary-General of the Organization informs the governments of all states that have signed this Convention or joined it, about any signing or transferring the document on ratification, acceptance, approval or accession and the date of its deposit.

Article X. Entry into force

a) This Convention enters into force upon the expiration of twelve months from the date on which its participants, in accordance with Article IX, will be at least twenty-five states, the total trading fleet of which on gross capacity is at least 50% of the global merchant fleet.

b) A document on ratification, adoption, approval or accession, deposited after the date of entry into force of this Convention, comes into force on the expiration of three months from the date of its deposit.

(c) A document on ratification, adoption, approval, or accession, deposited after the date, to which, in accordance with Article VIII, the amendment to the Convention is considered to be adopted, refers to the Convention with this amendment.

Article XI. Denunciation

a) This Convention may be denounced by any Contracting Government at any time after five years from the date of entry into force of the Convention for such a government.

(b) Denunciation is carried out by depositing a document on denunciation to the Secretary-General of the Organization, which notifies all other Contracting Governments about any received document on denunciation and on the date of its receipt, as well as the date of entry into force of such denunciation.

c) Denunciation shall enter into force on the expiration of one year from the date of receipt by the Secretary General of the Denunciation Dennation Document or after the expiration of the longer period, which can be specified in such a document.

Article XII. Storage and Registration

a) This Convention is rendered to keeping the Secretary-General of the Organization, which sends its certified copies to the governments of all states that signed it or joined it.

(b) As soon as this Convention enters into force, the Secretary-General of the Organization will transmit its text to the United Nations Secretary-General for registration and publication in accordance with Article 102 of the United Nations Charter.

Article XIII. Languages

This Convention is drawn up in one copy in English, Spanish, Chinese, Russian and French, all texts are equally authentic. Official translations for Arabic, Italian and german languages will be prepared and deposited with the signed original.

The certificate of what the undersigned, properly authorized by their relevant governments, signed this Convention.

(Signatures omitted)

1998 Protocol to the International Convention for the Protection of Human Life at the 1974 Sea

Parties to this Protocol,

As parties to the International Convention on the Protection of Human Life at the 1974 Sea, performed in London on November 1, 1974,

Recognizing the need to introduce into the above-mentioned Convention on the provisions on examination and certificates of certificates, harmonized with the relevant provisions of other international documents,

Considering that the best way to achieve this goal is the conclusion of the Protocol to the International Convention on the Protection of Human Life at the Sea of \u200b\u200b1974,

Agreed to the following:

Article I. General obligations

1 Parties to this Protocol undertake to comply with the provisions of this Protocol and Annexes to Him, which constitutes an integral part of this Protocol. Each reference to this protocol means simultaneously link to the application to it.

2 In relations between the parties to this Protocol, the provisions of the International Convention on the Protection of Human Life at the Sea of \u200b\u200b1974, with amendments (hereinafter referred to as the Convention) apply to the changes and additions presented in this Protocol.

3 With regard to vessels with the right to float under the flag of the state, which is not a party to the Convention and this Protocol, the parties of this Protocol apply the requirements of the Convention and this Protocol - as far as it is necessary for such vessels to be given a more favorable mode.

Article II. Previous treaties

1 This Protocol, in relations between the parties to this Protocol, replaces and cancels the 1978 Protocol to the Convention.

2 Despite any other provisions of this Protocol, any certificate issued on the basis and in accordance with the provisions of the Convention, and any addition to such a certificate issued on the basis of and in accordance with the provisions of the 1978 Protocol to the Convention, valid when entering into force in this Protocol. In relation to the certificate issued or addition, it remains in force before its expiration, in accordance with the terms of the Convention or the 1978 Protocol to the Convention, depending on the case.

3 The Party of this Protocol does not issue evidence, on the basis of and in accordance with the provisions of the International Convention on the Protection of Human Life at the 1974 Sea, adopted on November 1, 1974.

Article III. Direction of information

The parties of this Protocol undertake to direct and to be kept for storage by the Secretary General of the International Maritime Organization (hereinafter referred to as the organization):

a) the texts of laws, regulations, regulations, rules and other documents that were published on various issues affected by this Protocol;

(b) The list of designated inspectors or recognized organizations that are authorized to carry out measures to ensure the protection of human life to the sea, for sending Parties to inform their officials and notice of specific obligations and terms of office provided by these designated inspectors or recognized organizations. ;

c) A sufficient number of samples of their evidence issued on the basis of the provisions of this Protocol.

Article IV. Signing, ratification, adoption, approval and accession

1 This Protocol is open to signature at the headquarters of the Organization from March 1, 1989 to February 28, 1990, and then remains open for attachment. Taking into account the provisions of paragraph (3), States may express their consent to comply with the provisions of this Protocol by:

a) signing without reservation on ratification, acceptance or approval; or

b) signing with a condition for ratification, adoption or approval, followed by ratification, adoption or approval; or

c) joining.

2 Ratification, adoption, approval or accession is carried out by depositing the document to the Secretary-General of the Organization.

3 Only states who have signed without reservation have ratified, adopted, approved the Convention or joined it, can sign without reservation, ratify, accept, approve this Protocol or join it.

Article V. Entry into force

1 This Protocol shall enter into force upon the expiration of twelve months from the date on which both are followed:

(a) At least fifteen states, the total gross capacity of the merchant ships of which is at least 50% of the gross capacity of the vessels of the World Trade Fleet, expressed their consent to comply with the provisions of the Protocol in accordance with Article IV, and

b) Conditions have been completed for the entry into force of the 1988 Protocol in 1966, provided that this Protocol does not enter into force until February 1, 1992.

2 for states that have been deployed to keep the document on ratification, adoption, approval of this Protocol or accession to it after the conditions for entering into force, but before the date of entry into force, ratification, adoption, approval or accession will take effect At the date of entry into force of this Protocol or after three months after the date of depositing the document, depending on what will come later.

3 Any document on ratification, acceptance, approval or accession, deposited after the date, to which this Protocol comes into force, will enter into force on the expiration of three months after the date of deposit of the document.

4 After the date, to which the amendment to this Protocol is considered to be adopted according to Article VI, any declaration of ratification, adoption, approval or accession refers to this Protocol as amended.

Article VI. Amendments

The procedures set forth in Article VIII of the Convention apply to the amendments to this Protocol, provided that

(b) The amendments to the articles of this Protocol and the annex to it should be approved and to enter into force in accordance with the procedure applied to the amendments to the articles of the Convention or chapter I of annex to it; and

(c) Amendments to the annex to the present Protocol may be approved and engaged in force in accordance with the procedure applied to the amendments to the Annex to the Convention, with the exception of Chapter I.

Article VII. Denunciation

1 This Protocol may be denounced by any Party at any time after five years from the date of entry into force of this Protocol for this party.

2 Denuncation is carried out by depositing a document on denunciation to the Secretary-General of the Organization.

3 Denunciation shall enter into force on the expiration of one year from the date of receipt by the Secretary-General of the Denunciation Document or after a longer period, which can be specified in this document.

4 Denunciation of the Convention by some Party is considered to be denunciation by this party of this Protocol. Such denunciation comes into force on the same date as the denunciation of the Convention, in accordance with Article XI, paragraph (c) of the Convention.

Article VIII. Depositary

1 This Protocol is to keep deposited by the Secretary-General of the Organization (hereinafter referred to as the depositary).

2 Depository should:

(a) Inform the governments of all states that have signed this Protocol or who have joined it:

(i) Each new signing or delivery of a document on ratification, acceptance, approval or accession indicating their dates;

ii) on the date of entry into force of this Protocol;

(iii) about the deposit of any document on the denunciation of this Protocol, indicating the date of its receipt and the date of denunciation entry into force;

b) send certified copies of the true text of this Protocol to the governments of all states that signed this Protocol or joined it.

3 As soon as this Protocol enters into force, a certified copy from its genuine text is sent to the Depositary to the United Nations Secretariat for registration and publication in accordance with Article 102 of the Charter of the United Nations.

Article IX. Languages

This Protocol was drawn up in one authentic copy in English, Arabic, Spanish, Chinese, Russian and French, all texts are authentic. The official translation into Italian will be prepared and put on storage along with the signed script.

Done in London Eleventh November one thousand nine hundred and eighty-eighth year.

In the certificate of what the undersigned, properly authorized by their governments, signed this Protocol.

(Signatures omitted)

Comments To the record of the International Convention for the Protection of Human Life at the Sea of \u200b\u200b1974, Solas -74 / 78 (previously Solas - 60). Disabled 14,764 views

Adopted at the International Conference on November 1, 1974 entered into force on 25. The 1980 ratified by 128 countries of the world - 98.34% tonnage of the world fleet.

Protocol 1988 - on the harmonized system of examination and certificate of certificates - November 10, 1988

Languages \u200b\u200b- English, Spanish, Chinese, Russian, French

Purpose - Strengthening the protection of human life at sea

Entry into force of amendments and documents - 25 states, 50% of the tonnage of the world fleet

It applies to all vessels committing international flights - flights from the country to the Convention to the port outside of this country or vice versa

It does not apply to military courts, cargo gross capacity less than 500 R.T., ships that do not have mechanical means of movement (barges), wooden courts of primitive design, walking yachts not performing commercial flights, fishing ships

PassengerShip for transporting more than 12 passengers

vessel

PassengerAny person, with the exception of the captain, crew members or other

persons working or performing on the vessel

responsibilities related to the activities of this vessel; Child ne.

older than one year

Deck -The highest deck, to which transverse Bigor Waterproof bulkheads

Limit line -Line conducted at least 76 mm below the top divethe surface of the deck of bulkheads in the side

Permeability -Expressed as a percentage of the room that can premisesto be filled with water. The living rooms - 95, MCO - 85, freight

or for stocks - 60

Deadweight -Difference in tons between vessel displacement in water

density 1.025 for cargo waterline corresponding to

appointed summer surface board, and displacement

vessel generate

Displacement -Displacement of the vessel in tons without cargo, fuel, lubricant imagineoil, ballast, fresh and boiler water in tanks,

ship reserves, as well as without passengers, crew and their property

Length -96% of the total length of the waterline passing in a height of 85% of the smallest theoretical height of the side, measured from the top edge of the keel, or the length from the front edge of the belt to the axis of the steering wheel on the same waterline if this length is larger.

Initially 8 chapters: 1-testimiting and evidence

11-1.11-2, 3, 4 - technical requirements

5 - Safety of navigation

6, 7, 8 - operational requirements

Chapter 9 - "Management safe operation Courts -Mkub ". During MKUB countries until July 1, 1998

Chapter 10 - "Security measures for high-speed vessels." Considered adopted July 1, 1995, entered into force on January 1, 1996

Chapter 11 - "Special measures to improve safety at sea." Considered adopted on January 1, 1998, entered into force on July 1, 1998

Chapter 12 - " Additional measures Security for bulk vessels. " Considered adopted January 1, 1999, entered into force on July 01, 1999

Technical requirements : Examination and evidence, division on compartments, stability, mechanical and technical Installations, steering, power supplies, fire safety, Rescue, Radio Navigation Equipment, Lotsmancraft, Emergency Towing.

Operational requirements : Preparation and training sessions, sending emergency messages, speed control near ice, transfer of disaster messages, rescue signals, steering testing and use it.

Chapter 1. Examination and evidence

Examination is carried out by the recognized by the administration of the organization - RMRS.

Initial examination- Complete testing of structures, mechanisms, equipment and supply, underwater part before commissioning. Make sure that the devices, design materials, etc. The vessel fully meets the requirements of these Rules and laws, decisions, the rules of administration for the vessels of the type of operation for which they are intended. Supervision of construction, testing before entering the ship commissioning.

Examination to resume certificate (renewable) - Checking the entire vessel in order to make sure its satisfactory condition and suitability for the type of operation for which it is intended.

Periodic examination (annual, intermediate) - Check in order to make sure that the ship and devices are contained in accordance with the rules and remain suitable.

Additional or extraordinary - After repairing the accident (restorative), discovery of noncompleteness or malfunction rescue Tools.

Renewable - once every 5 years. No forks.

Intermediate - Doc - 3 years.

Annual-reach 3 months before and after the central date.

Certificates of safety of the freight ship: according to the design, equipment and supply with the list of installed), on radio equipment (with a list). All established conventional equipment and supply must be confirming certificates.

Lose force - not confirmed in deadlines, violation of the diving area, proceedings of inspections of installed equipment and supply, ensuring the safety of navigation (rescue tools), overload the vessel, emergency case with the loss of seaworthy qualities, the transition to another state, classification society.

The term can be extended by the administration for no more than 3 months exclusively for completion and arrival in your port.

CHAPTER!! -one. Design, compartments, stability, fur. And email installation

Requirements for stability:

- the length of the DPO with positive shoulders should be at least 15 0 per estate of equilibrium angle,

- With a symmetrical flooding, the metuclear height should be at least 50 mm, with asymmetric flooding 1 of the compartment, the roll angle should not exceed 7 0, two -12 0., The limit dive line should not be under water.

The ship must be extended

The ship must be supplied with information about stability. The captain after loading should determine the trim and stability of the vessel and put the results and compliance with their requirements into the ship log.

Scale of precipitate in the nose and stern, cargo brand, comb, deck line of bulkheads must be clearly visible.

The nasal waterproof tamental bulkhead should be located from the nasal perpendicular at a distance of no more than 3m plus 5% of the vessel.

Requirements for waterproof bulkheads - as few holes as possible, tightness of clincket doors, cable passages, remote closures of the electric (hydraulic) and manual drive, alarm warning and indicator (open-closed), etc. .Dvery constantly closed. Manual closing marking.

The closing time by manual drive is not more than 90 seconds, the electric drive is more than 40 seconds.

The presence of portholes in the cargo premises is not allowed. On the rest - internal storm covers.

Before entering the flight, all waterproof closures and portholes are treated. Record in ship log.

The bridge should be posted a diagram showing for each deck and the border of the waterproof compartments, the location of the holes and the means of closing them with places of controls.

An indication of the position of clint-tape doors and other existing waterproof closes should be displayed on the bridge.

Before leaving for the flight, and then weekly, training should be carried out on the management of waterproof doors, portholes, valves and closing mechanisms. All training and inspections are recorded in the ship log with a detailed indication of all detected flaws.

Doors, valves and closing mechanisms should have the appropriate labeling that ensures their correct use.

The closing time and opening of the PNZ (if allowed) should be registered in the ship log.

The captain should ensure that an effective system of observation and reports on the closure and discovering of the PMD is involved on the vessel.

At least 2 drying pumps should be installed on the vessel.

Steering device - a steering wheel with a 35 0 one side by 35 0 than 28 seconds.

The management of the main steering drive must be carried out both from the undercarriage and from the tiered compartment.

In the case of the power loss of the control system on the bridge, the light and sound emergency can be activated - warning alarm.

Communication means must be provided between the chassis bridge and the TPLED compartment.

The main steering wheel must have two independent power systems.

There should be two independent means of submission of teams from the undercarriage bridge in the machine room or CPU, from where the GD control is conducted. 1 - Machine Telegraph with visual indication of the commands and answers in both the bridge.

Alarm call of mechanics from the machine compartment in living spaces Mechanics.

2 sources of power supply should be installed - the main and reserve plus alarm (ADG or battery).

ADG should provide for 18 hours: emergency lighting of the seats of collection and planting to rescue means of the crew, corridors, ladders and outlets from residential and office space to the placement of gathering, lighting of MO and control posts, locations and installation of the steering, firefighters, drainage pumps , storage of emergency and fire protection property, the work of PV / sq. Radio installation, radio station, one of the fire and drying pumps, steering (if provided).

If not provided with independent powers from rechargeable batteries for 18 hours - the work of the signal-distinguishing lights, work in-house communication, navigation equipment, fire detection alarm, daily alarm lamps, typhon, detectors.

For half an hour to ensure the operation of the PNZ with the electrical closure system.

ADG should be launched and connecting to the provisional atomatically with the loss of power from the main source during no more than 45 seconds with three atomatic additional launches. It is allowed manual start.

Rechargeable batteries must provide for half an hour: emergency lighting of the seats of collection and planting to rescue means of the crew, corridors, ladders and exits from residential and office space to the placement places, lighting of MO and control posts, location and installation of steering, firefighters, drainage pumps , storage of emergency and fire protection property, the operation of the signal-distinguishing lights, the operation of the internal domestic communication, the alarm of the detection of the fire, the daily alarm lamps, tithes, detectors.

The requirement for installing emergency sources is to ensure their work when rolling on any board up to 22.5 0 and a differential on the nose or feed to 10 0.

CHAPTER!! -2. DESIGN. Fire protection

Non-flammable material - the material heated to 750 0 does not burn and does not highlight combustible gases in an amount sufficient for their self-ignition.

Class A Class - made of steel, structurally ensure trouble and flames during one hour, are isolated with non-combustible materials so that the average temperature on the opposite side of the fire exposure does not exceed more than 140 0 s compared to the original and in order not in One point the temperature did not increase more than 180 ° C compared to the initial during: - "A-60" - 60 min., "A-30" - 30 min, "A-15" - 15 min.

Overlapping class "B" - respectively 140 0 s and 225 0 s for: "B-15" - 15 min, "B-0" - 0

The main vertical zones are zones to which the housing, the superstructure and cutting of the vessel are separated by the floors of the class "A" with an average length and width on any deck of no more than 40 m.

Fire pump performance at least 25 m 3 / hour

Fire cranes should be located so that two jets of water from different cranes are taken to any part of the vessel.

The number of fire hoses is determined at the calculation - one sleeve is 30 m of the vessel length, but not less than 5.

Inside the ships, the sleeves must be constantly connected to the cranes.

All fire trunks must be combined.

Before entering the vessel to the flight, and then monthly, exercises should be carried out to combat fire involving: arrival at the site of the crew members and readiness for the fulfillment of duties according to the schedule, start a fire pump using at least 2 fire trollers (checking the system's working state), Checking the firefighter equipment with reconnaissance, checking the means of communication, checking the work of fire-fighting, waterproof and ventilation closures.

Chapter 3. Rescue Means and Devices.

(On the basis of the chapter, an international code was created on rescue funds - LSA- entered into force on July 1, 1998)

Reflective material - material reflecting in the opposite direction a beam of light aimed at it.

Wetsuit there is a protected suit that reduces the weight loss of the human body in cold water.

Heat shield - bag or suit from waterproof material with low thermal conductivity.

Inflatable remedy - a means whose buoyancy is provided with non-rigid, filled with gas chambers and which is usually stored not inflated until it preparations for use.

The inflated agent is a means whose buoyancy is provided with non-rigid, filled with gas chambers and which is stored inflated and is in constant readiness for use.

On the vessel gross capacity 500 and more should be 3 sets of VHF of the equipment of bilateral radiotelephone communications.

On the vessel gross capacity 300 - 500 there must be 2 sets of VHF equipment.

On each board of the vessel, the gross capacity of more than 500 tons should be one radar respondent - RLO.

On the vessel gross capacity 300 - 500 must be 1 radar respondent.

The RLO should be easily gradually and to be as close as possible to the rescue means so that it can be quickly transferred to the rescue.

Rescue circles (SC) - a mass of at least 2.5 kg, the outer diameter is not more than 800 mm, internal at least 400 mm, the buoyancy should not be provided with reed, cork chips or a crumb, another crumbling material or inflatable air chambers.

The number of SC, depending on the length of the vessel: up to 100 m - 8 pcs, from 100 m to 150 m - 10 pcs, from 150 m to 200 m - 12 pcs

At least one circle should be on the stern or near it.

At least one SC on each board should be equipped with a floating rescue liner with a length of 30 m.

At least half of the IC should be equipped with self-beggating lights, two of which are additionally supplied with automatically active smokers and are located near the undercarial bridge on both sides.

On each SK is applied by the printed letters of the Latin alphabet, the name of the vessel and the support port.

Self-beggar lights should be white and burn continuously at least 2 hours with light lights at least 2 kDs or glimpses with a frequency of at least 50 and not more than 70 per minute.

Automatically active smoke checkers should give smoke well visible in the course of at least 15 minutes, continue to smoke with full immersion in water at least 10 seconds at a depth of 100 mm.

For each person being on board, there should be a rescue vest SZh if the GK or TZC is not provided.

Requirements: SG should not support combustion or melting after a complete stay on fire for 2 seconds, to be a simple design (75% of persons who are absolutely not familiar with SZh, could properly use it for no more than 1 minute without any help and prompts), properly dress without assistance for no more than 1 min

There should be a sufficient amount of SZH for the watched personnel, which are stored on the bridge, at the post of engine control and other watches.

Each SJ should have a whistle, reliably attached with a cord.

Every szh should have signal fire white color with light power of at least 0.75 kD in all directions of the upper hemisphere with the power supply during at least 8 hours,

If the fire is a flashing - additionally to the listed giving from 50 to 70 glimpses per minute and have a manual switch.

HOUSEMENT GK - is made of waterproof materials so that it can be unpaved and put on without assistance during no more than 2 minutes together with any appropriate clothing and a life jacket (if provided for), should not support combustion or melting after full stay on fire For 2 seconds, there is a simple design, close the whole body, with the exception of the face (hands of the hands, too, should be closed, if the gloves are attached to the GC), have in the area of \u200b\u200bthe device's footage.

GK, having a buoyancy and intended for use without rescue vest, should be equipped with a whistle and signal fire, identically szh.

The HC made of thermal insulation material should provide sufficient heat shield so that the internal temperature of the human body does not fall more than 2 0 s after staying it for 6 hours in circulating water with a temperature of 0 to 2 0 s in the absence of excitement.

The GC is not from the heat-insulating material, being put together with warm clothing and szh, should provide sufficient heat-stash so that the human body temperature does not fall more than 2 0 s after staying it for 1 hour in circulating water with a temperature of 5 0 C in the absence unrest.

A man in the GC with a life jacket must be able to turn over the face down to face upside down during no more than 5 seconds.

For each SSH, at least 3 wetsuits should be provided if the GK of each crew member should be provided.

With open SS or using only the SP of a discharged type, the presence of a GC for each crew member is required.

The thermal protection agent TZC is manufactured from a waterproof material with a heat transfer coefficient not higher than 7800 W / m and have a design that reduces the weight loss of human body as a convection pathway and through evaporation.

The TSC should close the entire body of a person in SZh, with the exception of the face (hands of the hands also need to be closed, if not provided for the gloves attached to the TZC), it was easily dressed in a rescue agent without assistance, easily starred in water during no more than 2 minutes if prevents sailing.

The TSC should perform its functions properly at air temperature from minus 30 to plus 20 0 C.

For each person on board the vessel, clear instructions on actions in an emergency should be drawn up.

Before the start of the flight, the instances of "Alarm Schedules" must be posted in prominent places: Chassis Bridge (plus "Emergency Folder"), MO, crew collection sites (team salon or a residential corridor).

Each crew member before the flight began to familiarize himself with its responsibilities in case of an emergency.

When entering the vessel into operation, its modification, the crew change by 25% before leaving the vessel and the fight against the fire should be carried out.

Monthly on the vessel must be conducted by public studies on the fight for the vitality.

The doctrine of leaving the vessel should include: Calling the crew to the collection sites using anxiety signals, alerts on the domestic communication system, the crew collection on the places according to the schedule, checking the presence of warm clothing and the correctness of the dressing of the SZh, the lifting of at least one rescue boat during the implementation The teachings, launch and operation of SS engines, checking the work of the raft beams, instructing on the use of SS radio equipment.

Once every 3 months, each SS with the team painted in it should be launched and maneuvering.

Date of conducting training fees, a detailed description of the exercises, the content of the conducted on board training activities Must be listed in the ship's magazine.

The cargo ship must have on each board one or more fully closed SS with a common capacity to accommodate the entire crew.

Structurally, the SS should ensure the landing of the prescribed number of people during no more than 3 minutes from the date of submission of the landing team.

In addition to the specified SS on each board, one or more rescue rafts have a total capacity to accommodate the entire crew.

The rescue rack of the joint venture should withstand the effect of the environment for 30 days under any sea conditions, ensure its performance after dropping from a height of more than 15 m, to withstand multiple jumps from a height of at least 4.5 m, structurally provided towing at least 3. nodes on quiet water with fully loaded people and with the floating anchor discharged.

There should be no compatibility of less than 6 people.

For a capacity of more than 8 people, there must be at least 2 diametrically opposite to each other inputs, at least 1 viewing window, a device for installing a RLO at an altitude of at least 1 m above sea level, have a decament to collect rainwater.

On the upper external part of the SP, there must be a white-color signal fire with a duration of action of at least 12 hours and the intensity of 4.3 kD with a manual switch. With flashing heat, the number of glimpses of at least 50 and not more than 70 per minute of the same intensity and duration of action. The fire turns on automatically when the awning is disclosed.

Inside the joint venture is an electric bulb with a manual switch with a validity of at least 12 hours and intensity sufficient to read instructions. It is engaged automatically when the awning is disclosed.

The SP should be descended by the GP should provide landing in it all people within 3 minutes from the date of submission of the landing team.

SP Supplusion: 4 parachute rockets, 6 fibels, 2 flue checkers, email, whistle, RLO, signal mirror, first-aid kit, 2 floating anchors, not less than 2 TZS, food diet at the rate of 10,000 kJ per person, water at the rate of 1, 5 liters per person.

If the rafts are placed on one open deck and can be moved freely from side by side, the total amount should be sufficient to accommodate the entire crew.

On ships with a length of less than 85 m, if the rafts cannot be easily moved from the board at the level of one open deck, then an additional amount of rafts from each board should be installed to accommodate 150% of the total number of people in the vessel.

When the distance from the tip of the vessel to the nearest SS is more than 100 m in addition to the existing SS, the raft must be installed as far as possible into the nose or feed as far as practically feasible.

On rescue tools and controls of their descent, or near them, posters or symbols should be posted for: explaining the appointment of management bodies and procedures for actuating funds; contain instructions or warnings; be good visible at emergency lighting; Use characters in accordance with IMO Recommendations.

The vessel should have a sufficient number of certified crew members to manage rescue boats and dams.

The commander of each rescue boat or the fleet should be an assistant captain or graduate person. On rescue boats there must be deputy commanders.

The rescue commander must have a list of the commands of this SS and their responsibilities. He must follow the preparation of the SS team and the knowledge of their duties.

At each motor SS, a person must be painted, capable of exploiting the engine.

Starting devices and fixtures must ensure the launch of the SS engine at a temperature of - 15 0 for 2 minutes from the date of the start command.

The engine should work at least 5 minutes from the moment of starting in the cold condition when the SS is outside the water

The engine must be able to work when flooding the SS along the axis of the crankshaft.

The speed of the front turn on the quiet water with a full load of at least 6 nodes within 24 hours, when towing a joint venture, a full set of at least 2 nodes

On the upper external part of the SSh should be a white-color signal fire with a duration of at least 12 hours and an intensity of 4.3 cd with a manual switch. With flashing heat, the number of glimpses of at least 50 and not more than 70 per minute of the same intensity and duration of action.

Inside, the SS is a power bottle with a manual switch with a validity of at least 12 hours and intensity sufficient to read instructions.

Supply School: Glowing Compass, 4 Parachute Rockets, 6 False Players, 2 Smoke Checkers, Emphonar, Whistle, RLO, Signal Mirror, Fire Extinguisher, First Aid Kit, 2 Floating Anchors, not less than 2 TZS, Food diet at the rate of 10,000 kJ per person, Water at the rate of 1.5 liters per person, the spotlight capable of shining continuously at least 3 hours.

Each SS should be in constant readiness for use so that 2 crew members can prepare them for landing and descent during no more than 5 minutes.

Resetting rescue rafts are installed so that they can be easily moved to descend from any boards of the vessel if it does not provide for the installation of the rafts with a total capacity for the entire carriage.

Rescue funds should provide landing and a crew descent under adverse conditions of a differential to 10 0 and roll to any board up to 20 0.

On passenger ships, all rescue boats and rafts should be launched on water with all those who were on board people during no more than 30 minutes from the moment of supplying the signal to leaving the vessel.

On the cargo ships, this operation should be carried out by no more than 10 minutes.

The duty boat should be installed in a place convenient for descent and lifting in a state of constant readiness for descent during no more than 5 minutes.

The duty boat team consists of at least 6 people.

The time of lifting the duty boat from the surface of the water with a moderate excitement when it is loaded with a complete set of people and supply no more than 5 minutes

A monthly duty boat with a team should descend the water and maneuver on the water.

As a duty boat, a lifeboat that meets the requirements can be accepted.

The blades blades must be turned over after 30 months and are replaced after 5 years.

Weekly SS checks: Visual inspection of the SS and their triggers for readiness for use, launch of SS engines and their work on the front - reverse of at least 3 minutes, testing averal alarm. The results are recorded in the ship magazine.

Monthly SS checks: including supply and completeness. The results are recorded in the ship magazine.

Each rescue raft and its hydrostat after 12 months should pass maintenance at an approved station.

Places of collection and planting, corridors, ladders and exits to the SS should have sufficient illumination from both the main and emergency power sources. Checking from emergency sources is made during the general public exercises but at least 1 time per month.

Monthly should be carried out to combat fire.

Each doctrine should include: collecting and preparing for the performance of responsibilities on a schedule, a fire pump start using at least 2 barrels, checking fire equipment and inventory, checking communication equipment, checking the work of waterproof doors, fire dampers, ventilation systems.

At the end of the teachings, equipment, inventory, funds used in the process of exercises are given to the state of complete readiness for operation.

Monthly briefings and training on the use of rescue and firefares.

Instructing: actuation and use of ship inflatable rescue funds, hypothermia problems, first medical care, The use of SS in difficult weather conditions, actuation and use of fire extinguishing.

In the dining room, a rest room and, if possible, in every cabin, there should be an instruction on leaving the vessel.

The instruction should reflect: Wearing a GK, SZh, TZS, landing in SS, SP, DSh, their descent, departure, disassembled with a trigger, methods of using means of protection, lighting places of descent, use of survival tools, detection, radio equipment, floating anchors , engines, lift School, SP,. J, install them in place and fastening, rational use of the SS in order to save life, methods of rescue by a helicopter, instructions for emergency repair SS, illustration or booklets.

Alarms schedule: a detailed description of the signal of the public alarm, how will a team of leaving the vessel, the action of the crew members on the alarm, procedures for the search and salvation of crew members remaining in the cabins and other places of the vessel.

Persons of the team composition that are responsible for the readiness and state of rescue and fire fighting means, as well as their deputies should be indicated.

Near the bridge or on it there should be 12 parachute missiles.

PR should reach a height of 300 m, burn with bright red fire for at least 40 seconds with a descent rate of no more than 5 m / s. Illustration or instructions for use on a waterproof case with a built-in fastener.

The falsefaeer should burn with bright red fire at least 1 min and continued burning after immersion for 10 seconds into water to a depth of 100 mm. Illustration or instructions for use on a waterproof case with a built-in fastener.

Lintetable devices - at least 4 missiles, not less than 4 lines, shooting range of at least 230 m in calm weather

Chapter 4. Radio City

Continuous observation - Radio surveillance is not interrupted

Digital selective call (CIV) - Communication method using digital codes.

International Service Navteks – Coordinated transmission and automatic reception on frequency 518 kHz Information on safety at sea using narrowband lettering telegraph.

Safety information - Navigation and meteorological warnings, forecasts and other urgent messages related to security transmitted for ships.

Sea Area A1. - District within the range of radiotelephony mode of one coastal violation of the station that provides a permanent possibility of transmitting discrepancies using CIV.

Sea Area A2. - District, with the exception of A1, within the range of radiotelephony zone, one coastal PV station that ensures the permanent possibility of transmitting disaster messages using CIV.

Sea Area A3. - District, with the exception of A1 and A2, within the zone of the system of geostationary satellites, the Inmarsat, which ensures the permanent possibility of transmitting disaster reports.

Sea Area A4. - district outside A1, A2, A3.

IMD identifiersSat - Identifier in marine mobile services, the call sign of the vessel, identifiers in the Inmarsat systems and the identifier of the serial number that can be transmitted by ship equipment and are used to identify vessels.

Each vessel in the sea should be provided: the transfer of alerts on the distress of the ship-shore is not less than two separate and independent means, each of which uses various types of radio communications;, receiving alerts about the distress - ship; Transfer and receiving alerts about the disaster ship-ship; transmission and reception to coordinate search and rescue;, transmission and reception of messages at the disaster site; transmission and reception of signals to locate; Transfer and receiving information on sea safety; transmission and reception of general-purpose radio communications; Reception and transfer of messages bridge-bridge.

Each vessel must have:

- VHF radio installation, providing the reception and transmission of CIV - channel 70 (156,555 MHz), radiotelephone messages - channel 6 (156.3 MHz), channel 13 (156.65 MHz), channel 16 (156.8 MHz). Continuous observation at a frequency of 156,525 MHz, auditory observation on 16 channels

- RLO in the range of 9 GHz

- Receiver Navteks.

- Infarous radio equipment - to receive information on sea safety

– – Satellite ARB - location pointer, providing warning alerts industry through satellites in the range 406 MHz

- - Radio installation Continuous observation and transmission of a radiotelephone signal at a disaster frequency 2182 kHz

- Radio installation continuous observation and transmission of a disaster signal on frequency of 2187.5 kHz Using Tsive

Requirements for energy sources - primary, reserve, emergency.

Check satellite APP after 12 months.

The automatic disaster signal transmission equipment with a location of the vessel should be provided by this information automatically from the built-in or separate navigation receiver. In the absence of automatic entry of the location of the vessel, this should be done manually every 4 hours.

Chapter 5. Warming Safety

Take all measures to notify all countries about any hazards.

Warning shutter on strong storms, winds and tropical cyclones in the form of telelax and graphically.

Twice a day to transfer for the needs of shipping weather, the situation analyzes, weather forecasts, excitement and ice furnishings

Take measures to supply vessels by sea hydrometeopolisters, lead observations and transfer 4 times a day of synoptic messages.

Organize and transmit messages about ice atmosphere

Provides the adoption of all disaster signals, the organization of communication in distress and coordination of actions during salvation near the coast of Contracting Parties. IAMSAR.

Hydrographic support.

System of establishing ways to move vessels.

System of ship messages.

Ship movement management services (succes).

Installation and operation of the navigation equipment of the seas.

Equipment of ships crews. Minimum proper number and qualifications. An appropriate work language is installed. If the working language is not the official language of the state, under the flag of which the vessel has the right to float, all the necessary instructions, schemes and lists should include translation into a working language.

Equipment requirements by navigation systems. All ships must have: a magnetic compass with a dedication destroyed and a certain residual, or another means independent of the source of electricity, to determine the course and transfer it to the steering station; marine navigation maps and benefits for planning a preliminary laying of the flight and maintaining true laying on the flight; GNSS receiver; Rlo; Sound acceptable system to determine the direction of the sound signal; a means of communication with the APAP; Gross capacity of more than 150 + spare magnetic compass, tires, more than 300 + echo sounder, radar, remedy for electronic gaskets and a distance of targets, lag. All vessels before July 1, 2008 should be equipped with an automatic identification system (AIS); More than 500+ gyrocompass, refirator GK, steering wheel, steps and screw turnover, steering wheelchair.

To assist in the investigation of the Court's accidents, are equipped with an instrument for registering data on flight.

The presence of MCC is necessarily.

Requirements for review from the undercarriage - 225 0 from the place of control of the vessel and from each wing, 2 vessel lengths right on the nose or 500 m, from the steering station - 60 0 for each board.

Requirements for the reception-transmission of Lotsmana.

Mandatory steering device automatic manual, the presence of steering.

In the areas of intensive shipping (special caution of swimming), two steering units should work.

Rule 26 - steering wheel drive: tests and exercises. 12 hours before the departure, the presence on the bridge and in the manual instruction and the block diagram to switch to the manual-automatic emergency. Once every three months of teachings on the transition to emergency steering steering with a record in the ship log.

On all vessels in the ship's magazine, the activities and events that have significance for the safety of shipping sufficiently detailed content should be conducted.

The bridge should contain an illustrated table of rescue signals of communication with aircraft, ships and rescue stations.

The captain of the vessel who met the danger to the navigation (ice, strong storms, icing, strong winds, an abandoned vessel and others. Sunday all means to inform the nearest courts and competent authorities.

Mandatory assistance to courts that endure disaster.

Before the flight, the captain plans the route of movement on maps taking into account the navigation benefits, taking into account the established system of vessel movement systems, the space for the safe transition, navigation hazards, meteo conditions, is making measures to protect the marine environment against pollution. The owner, charterer or the company operating the vessel should not argue or limit the captain when making them a decision to ensure the security and environmental protection.

Chapters U1 and U11. Transportation of goods.

In the development - a MOPOG, the Code of Safe Practice Placing and Fastening the Cargo.

Mandatory information about cargo is its description, the mass of gross or number of cargo places, special properties.

Chapter 1x. Management of safe operation of ships. MKUB.

Chapter X1. Special measures to improve safety at sea.

Expanded examination.

IMO identification number for each vessel.

Control of the state of the port for fulfilling operational requirements.

Explicit grounds for a more detailed vessel inspection

- Lack of main equipment and devices required by conventions

- establishing the fact of invalidity of some ship documents

- establishment of the lack of or falsification of documents required by the conventions

- identification of serious damage or wear of the hull or ship structures

- identifying the facts of serious inconsistencies in safety facilities, prevent pollution or navigation equipment

- the presence of evidence that the captain or crew is not familiar with the main ship operations to ensure the safety of the vessel or the prevention of pollution

- feeding false disaster signals and failure to cancel such signals

The most frequent inconsistencies detected when checking the state of the port:

- Rescue Devices Rescue

- Rescue Circles and Bui

- Rescue boats

- Supply rescue boats

- Rescue vests / TZS

- Rescue rafts

- Manuals

– fire-fighting equipment and inventory

- Fast overlap media, remote control

– stationary installations Fire extinguishing

– individual means protection

Chapter XII. Additional security measures for balckers.

Chapter XI. Special measures to improve safety at sea.

Chapter X. On Safety Measures for Speed \u200b\u200bShips.

Chapter IX. International Code for Management of Safe Operation

courts and Pollution Prevention - MCUB (ISV Code4).

"The International Code for Management of Safe Operations of Courts and Pollution Prevention, MCUB is included in Chapter IX" The International Convention for the Protection of Human Life at sea of \u200b\u200b1974, Solas -74/78 "in 1994.

Codex MCUB is warning Document aimed at rejecting from standards that may somehow affect the safety of the sea, and actions preventing them are predetermined.

The Code is a quality system that provides an international security standard for managing the courts, the prevention of pollution and the need to protect the captain, provided that it is properly implemented by their duties.

When developing MCUB, the requirements of international standards, quality systems in design and development, production, installation and maintenance, taking into account international conventions:

Solas-74 (on the protection of human, life at sea);

Marpol-73/78 (to prevent pollution from ships),

Colreg (international rules of shipping and preventing the clash of ships, 1972);

International Convention on Cargo Marks, 1966

The purpose of the IMO (Maritime Marine Safety Committee) - Develop and develop conventions and other rules to improve safety at sea and prevent or reduce them.

The Code was approved by resolution A.741 (18) IMO Assemblies on November 4, 1993 on introduction from July 1, 1998 for passenger ships, tankers of all types, balkers,

The Code provides for the issuance of 2 certificates to the administration (government government, the vessel goes under whose flag) or organization:

1. Compliance document (5 years). A shipowner company is issued (a copy of the vessel) on the results of the inspection for compliance with the sub (security management system) of the company with the requirements of the ICUC (MCUP International Code to manage the safe operation of ships and prevent pollution).

2. Security Management Certificate (5 years with annual confirmation). The vessel is issued after a successful verification of compliance with its sub-requirements of the MCUB.

The security management system (sub) should apply to all control functions that can affect security policies and goals, and provide implementing means:

Promote quality development by careful analysis of the tasks that must be performed; - definitions of the required skills, selection and training of personnel;

Using the necessary equipment, compliance environmentin which you can work and recognize the person who perform the task in accordance with the requirements;

The management system should ensure the prevention of accidents for ships and ship personnel, accidents, harm to the environment and is aimed at reducing the risk of emergency incident to an acceptable level, reducing the consequences of an accident;

Personal composition prepared for taking measures to undesirable emergency situationsand proactive measures to avoid accidents.

The chapter contains:

Rule 1.. Providing powers to recognized organizations (resolution A.739 (18)).

Rule 2. Expansion of examination (in accordance with resolution A.744 (18)).

Rule 3.. Assigning to each vendor identification (identification) number IMO. Rule entered into force on January 1, 1996.

Rule 4. Control of the port of the port for the implementation of operational requirements in accordance with resolution A.744 (18). Responsibility for the compliance of the vessel, international security standards lies on the state of the flag, after registering the vessel (the state of the vessel and the qualification of its crew).

In 1982, in Paris, 14 states signed a memorandum of understanding in the interests of navigation safety. The purpose of this agreement - reduce the operation of vessels that do not meet

International standards, compliance with international conventions on the safety of ships, prevent pollution of the environment, living conditions and work on the vessel.

Such unions about mutual understanding were created: in Australia (1985), Latin American States (1992), Asian and Pacific (1993), Mediterranean Sea and Pools of the Indian Ocean (1997), Western and Central Africa ( 1999), Chernomorsky District, Persian Gulf (2000).

According to the decision of the IMO, from January 1, 1996, the resolution A.742 (18) "Procedures for controlling the operational requirements related to the safety of ships and prevent pollution" and the rule 4 of the heads of XI SOLAS-74 "The control of the port state for the implementation of the operational requirements. "

The goal of the resolution: Providing guidelines for conducting inspections within the control of vessels by the state of the port and sequence in conducting these inspections, identifying the shortcomings of the vessel, its equipment, or its crew and the application of control procedures.

Application: Procedures apply to ships falling under the actions of the provisions of international conventions: SOLAS-74 with amendments, Marpol-73/78. Convention on Cargo Mark 1966, PDNV-78/95, according to the court of the courts of 1969, MPPSS-72.

When monitoring the ship Matching documents must be checked: the International Convention on Cargo Mark 1966, Solas-74, Marpol 73/78, the magazine of oil operations, "Certificate of Minimum Crew", "Certificate of Safety on Design, Equipment and Supply", Truck Book , Certificates of crew competence (working diplomas, certificates).

Port State Control Inspectors (ICCP) can check the competence of the crew members regarding the safety of navigation and pollution prevention.

This check can be in the demonstration of the crew members of the skill to perform their job responsibilities, act in critical situations in various types of crew activities: the struggle for the vitigation of the vessel, the vestment of the watch on the bridge and in the engine room, cargo operations, transportation of dangerous goods, the provision of medical care.

The inspector has the right to delay the vessel if the level of operational suitability of the vessel and the crew is not sufficient to ensure the safety of navigation.

This chapter includes articles: requirements for stability of a damaged vessel, constructive strength, inspection of the design of the trucks, according to the requirements of the balkers, the declaration of the specific weight of the bulk cargo, the load control tool.

The chapter was introduced in Solas in 1997 and concerns the rakeers of 150 meters long and more. The constructive control measures for the safety of the balkers, built before July 1, 1999, are set up and the timing of the listed of the balkers in line with the requirements of the head of XII SOLAS-74.

Chapters V Convention SOLAS-74

"Safety of navigation" was subjected to substantial processing:

requirements apply to all maritime courts regardless of the type and destination committing international and local flights.

The convention is subject to cargo and fishing vessels. The position of the chapter refers to ships with a capacity of 150 R.T. and less that are committing international flights and coastal vessels with a capacity of less than 500 R.T., and fishing vessels. Ships not having a mechanical engine must comply with new requirements.

Changes are made to the Convention to the new edition of the chapter V of the SOLAS-74 Convention.:

Rules 6. Ice exploration service in North Atlantic. The Office will implement the US government. Regulations are incorporated: the procedure for covering the expenditures for the implementation of ice exploration by countries whose fleet uses information about the ice environment.

Rules 10-12. Establishing ways of vessel movements, ship messaging systems and ship movement services and determines the procedure for entering the specified paths, systems and services.

The main block of rules of the chapter V (from 14 to 35) defines navigation requirements for the equipment and design of the vessel, his team and the order of the crew members during the flight.

Rule 14.. General requirements On the mandatory staffing of the courts with a proper number of crew and his due qualifications.

Rule 15.. Principles associated with the design of the bridge and the order of its equipment with navigation systems and equipment.

In addition to this rule, the IMO is developing "Guidelines for Ergonomic Equipment Criteria".

Rule 19.. Equipment requirements by navigation systems and equipment. Requirements of the new rule are expanded, and distributed to ships with a capacity of 150 R.T. and less. Installing new types of equipment: receivers of the global navigation satellite system (GNSS), transponders of an automatic information (identification) system, auto-power and electronic cartographic systems.

On the courts built before this period, to replace and the additional installation of the new equipment. Receivers must automatically determine the current vessel location.

All ships must be equipped with AIS transponders (automatic information system):

Automatic information system It is a navigation system:

For mutual exchange between ships, vessel and coastal service;

Transmission of information about call sign and name;

Data on the coordinates of the vessel and information about the vessel (sizes, cargo, precipitation, etc.), its flight, the parameters of the movement (course, speed, etc.) in order to solve problems to prevent the collision of ships, control the compliance of the swimming mode.

The AIS, managed by coastal services for the auto repair of vessels and control the movement of vessels in the service area.

The AIS display systems is an electronic card display system (ECDIS), a SARP or personal computer.

Coastal systems for displaying AIS is the Console of the SUPS operator (coastal service management system), ECDIS or personal computer.

To the advantages of automatic information system (AIS) When solving problems to prevent the collision of ships:

1. Improving the accuracy of determining the parameters of the movement of vessels, the effectiveness of their discrepancy due to the mutual exchange of coordinates defined with high accuracy (up to 5-10 meters), informations about the current course of the vessel.

2. The principle of information exchange between the courts on the transfer of data through transponders excludes the possibility of transferring markers accompanied by the courts, which takes place when working SARP. The system provides a sustainable and reliable auto drift of vessels on narrow fairway near navigation signs.

3. Thanks to the mutual data exchange of the gyrocompass of the real-time course, information is provided on the direction of the diametrical plane of the goals and their perspective, which contributes to the adoption of the right solution in the discrepancy. The ship-goal maneuver can be easily detected by changing the value of the gyrocompas and by transmitting the rotation rate value, which makes it possible to eliminate the difficulties that have previously arise when using SARP.

4. The prevention of collisions of the courts will contribute to the mutual exchange between the participants of the movement of information on the type of vessel, its sediment, sizes and navigation parameters planned maneuvers.

In the new Rule 19 of the SOLAS-74/78 Convention:

Explaced requirements for equipping vessels with a capacity of 300 R.T. and more, radar station with electronic devicesfixing and determining the risk of collision with counter objectives (from one to 10).

On ships with a capacity of more than 500 R.T. Radar can have automatic direction indication devices and a distance of up to 10 observed purposes to determine the probability of a collision.

On ships with a capacity of more than 3,000 R.T. You must additionally have the second radar with the device. automatic installation moving objects.

On ships with a capacity of more than 10,000 R.T. A means of automatic radar gasket (SARP) must be installed, which defines up to 20 goals and capable of ensuring the direction of maneuver to prevent collisions with them.

On ships with a capacity of 10,000 R.T. And more must be installed autorone.

On ships with a capacity of 50,000 R.T. And more must be installed: indicator of rotation rate and absolute lag for measuring the longitudinal and transverse components of the velocity of the vessel relative to the soil.

New in Rule 19 is the requirementSupported to all ships with a fully closed bridge, equip their sound signals reception system. The system should provide an opportunity to listen to external sound signals on the bridge and determine their direction.

Courts committing international flights must be equipped with a flight data registration device, or a "black box."

Chapter V. SOLAS-74 Convention "Safety of Maritime" Contains the requirements:

Ship steering;

Providing visibility from navigation bridge;

The use of an international signals, disaster signals, and other messages about the danger observed at sea.

In the XXI century, the sea fleet enters using existing navigation techniques (gyrocompas, lags, echo sounders, radar and SARP).

Only GNSS receivers are added to the navigation equipment.

New equipment is AIS transponders, whose use can make significant changes In the methods of shipment.

The International Convention for the Protection of Human Life at the Sea (Solas, from the English. Solas, Safety of Life AT SEA) in its consistently published forms is perhaps the most important of all international trade court safety agreements. Each vessel, which makes an international flight and subject to this regulatory document (see Rules 3 and 4 of Chapters I), must comply with its requirements (if the requirements cannot be fulfilled on objective reasons, the seizure must be issued on the vessel (withdrawal certificate (Solas, MK-66, MPPSS-72)) with the approval of the maritime administration of the flag of the vessel). Otherwise, it can be detained, and for some positions (see OSPS) and is not allowed in the port. The current version of the document is known as SOLAS-74.
The main objective of this regulatory document is to establish minimum standards that meet the requirements for safety during the construction, equipment and operation of ships.
The flag states must ensure that the courts floating under their flag perform the requirements of SOLAS, and many certificates are prescribed by the Convention to proof that this is fulfilled. Such documents, they are usually called "conventions", are issued either by the administration itself, or on its behalf ("on the authorization of the administration") - in the presence of an appropriate order.
Control conditions also allow Contracting Governments to inspect the courts walking under the flags of other states, especially if there are clear grounds for doubt that the ship and / or its equipment do not significantly fulfill the requirements of the Convention. This procedure was called "Control State Control" (Port State Control, PSC).
The current text of the SOLAS convention includes articles that set out common obligations, changes procedures, etc., and is accompanied by an application divided into 12 chapters.

Here you can free to familiarize yourself with the document.

A little about history

The first version of this document was adopted in 1914, in the footsteps of the death of Titanic, the second - in 1929, the third - in 1948, and the fourth - in 1960. The 1960 Convention, which was adopted on June 17, 1960 and was introduced from May 26, 1965, was the first significant task of the International Maritime Organization (IMO) after its creation. It represented a significant step forward in the modernization of instructions and maintain the technical development pace in the shipping industry.
In the future, a new problem has emerged. She concluded to support regulatory document At the level of modernity, by making periodic amendments. In practice, the procedure for implementing amendments was too slow. Soon it became clear that the entry of the amendments taken within a reasonable period of time would be able to ensure.
Therefore, on November 1, 1974, at the International Conference on the Protection of Human Life at the Sea, a completely new text of the Solas Convention was adopted. He included not only changes agreed upon to the specified date, but also a new procedure for making amendments - the default procedure developed to ensure that the changes can enter into force in L suggests that the change will take effect after the specified date if Before this date, objections from the agreed number of parties will not be obtained. Now the current text of the Convention is sometimes called "Solas 1974, amended."
This made it possible to update and correct the Convention as a revision of 1974. So, in 1988, a protocol was adopted to her (on November 10, at the International Conference on the Harmonized System of Examination and Certificate Certificate). In 1992, the so-called Consolidated Text of the Convention was issued in IMO.

If it is not specifically provided otherwise, then to all vessels that make any flights. An exception:

(a) Military ships and subsidiary vessels Navy and other vessels belonging to Contracting governments or those used and used for non-commercial purposes.

(b) vessels making swimming in the Great Lakes of North America, the waters in them flowing and their connecting to the border in the East formed by the lower exit from the Saint-Lambar gateway (Quebec, Canada).

3. What cases can administration can provide separate courts Resets and equivalents of the requirements of the V Convention SOLAS-74, whom and what time does it inform? (AR.3)

Any ship making a maximum removal of which from the coast, the duration and nature of the flight makes the application of this chapter in full inappropriate, provided that the administration took into account the effect that mentioned seizures and replacements may have to have other courts.

Each administration after January 1 presents an IMO report summing up all seizures and equivalent replacements for the previous year, together with the grounds for issuing them. IMO sends this information to other Contracting Governments for Information.

4. How often does each government ratifying the SOLAS-74 convention shall transmit meteorological information for shipping needs? (Pr.5)

At least twice a day by means of terrestrial and space services of communication with text and, if possible in graphical form.

5. How often are the vessels in the area of \u200b\u200bthe tropical cyclone should pass their observations? (Pr.5)

As often as possible, however, taking into account the employment of the commercial vessel to manage it in storm conditions.

6. Those what communication system The World Meteorological Organization defines the procedure for disseminating forecasts, warnings and other meteorological data (25)

Through GMDSS.

7.Who and for what period provides an ice patrol to control Icebergs in the North Atlantic? (Pr.6)

Ice exploration service under the US government, funded by the United States and Canada.

8. What measures should every State party SOLAS-74 provide for the rescue of people who endure disaster on the sea near the coast of their country and whether these measures are distributed to the salvation of courts that endure disaster? (Pr.7)

All necessary measures to create, operate and maintenance Such search and rescue means of people who endure disaster in the sea near the coast of the countries of Contracting Governments, which are practically possible and necessary, based on the intensity of the movement of ships and navigation hazards and practically ensure the location and rescue of these people. About measures to save vessels in rule 7 of the Convention is not mentioned.

9. In what cases of the system of ways of movement of vessels at the international level can be mandatory for ships? (PR.10)

If the systems of the installed ways of vessel movement are adopted and enacted in accordance with the management and criteria of the IMO, they may be given a mandatory nature for all vessels, or for certain categories of ships, or for ships carrying certain categories of goods.

10. What valuables should be the captain, if it refused to use the system of pathways of vessels developed and approved by IMO? (PR.10)

The reason why the captain adopted such a decision should be convincing what the appropriate entry in the ship's journal should be done.

11. What organization develops at the international level of leadership, criteria and rules of the system of ship posts? (Pr.11)

12. Are the requirements for the system of ship messages developed by IMO and submitted to the SOLAS-74 Convention, to the system of ship messages for search and rescue? (Pr.11)

13. Does the Captain of the vessel be required to comply with the requirements of the adopted system of ship posts? (Pr.11)

14.Mo does the requirements for vessel traffic courts be mandatory outside the territorial waters of the coastal state? (PR.12)

15. In the case of the alleged changes in the transmissions of location systems, which may adversely affect the work installed on the ships of the recedecators, what measures should be taken? (PR.13)

Changes in the nature of the signal of the place definition systems should be avoided whenever possible, and if necessary, conduct after the advance and exhaustive alerts of all interested parties.

16. Who and for what purpose is to ensure that all vessels under the national flag are equipped with a crew in proper quantity and due qualifications? (PR. 14)

Contracting governments.

17.Who gives a document for the vessel on the minimum safe composition of the crews? (PR. 14)

Sea administration of state.

18.Who defines the working language on the ship and in which document this should be specified? (PR. 14)

Shipping company or, if necessary, Captain of the vessel. There must be an entry on the working language in the ship log.

19. In what limits of the sailor should know the working language on the ship? (PR. 14)

From the sailor, the ability to understand the language and give answers on it, and if necessary - orders and instructions.

20. If the work language on the ship is not the language of the flag state, in which language should all the plans and lists, which you want to post on the ship should be set out? (PR. 14)

All plans and lists that need to posting on the vessel must have a translation into a working language, if it is not the official language of the flag state.

21. Regardless of the installed working language, in what cases do English should apply on ships and what exception may be from this requirement? (PR. 14)

When communicating, the "bridge - bridge" and "bridge - shore", as well as to communicate the watched personnel of the bridge with Lotsman, except when the language is common to all who are involved in communication.

22. What basic requirements are set forth in the SOLAS-74 Convention to the Principles relating to the design and device of navigation systems, equipment and bridge procedures? (PR.15)

(a) facilitate the solution of the tasks relating to the full assessment of the situation and safe juggling under any operating conditions set by the watch and pilot of the Watchman;

(b) contribute to the efficient and safe management of the equipment available on the bridge, means and staff of the Watch;

(c) provide the possibility of a watch on the bridge and pilot to have a convenient and continuous access to the most important information provided clearly and unequivocally, using standard symbols and symbols for the controls and information display bodies;

(d) indicate the operating state of the automated functions and integrated components, systems and / or subsystems;

(e) prevent or minimize excessive operation or work in which there is no need and any conditions and stimuli, which can cause fatigue and reducing the watchfulness of the watch and pilots;

(e) minimize the risk of human error and, with the help of monitoring and APS systems, timely detect an error if it was allowed so that the watch on the bridge and pilotage take appropriate measures.

23. Whether the fault required by the head of the V convention of the Solas-74 navigation equipment is considered as a reason to consider the vessel to be unwostered and delay its output from the ports in which there is no possibility of their rapid repair? What measures in this case should the Captain of the vessel? (PR.16)

No, it should not. The captain must take all appropriate measures and, planning and fulfilling a safe flight to the port, where you can repair, it must take into account the faulty equipment or the lack of one or another information..

24. What vessels should be checked for electromagnetic compatibility of electric or electronic equipment installed on the bridge or in close proximity to it? (PF.17)

On all vessels built 01/07/2002 and after this date.

25. In what cases does the electrical or electronic equipment shall not be operated on the bridge? (PF.17)

Mutable equipment should not be operated if it can adversely affect the proper operation of navigation systems and equipment.

26. Does the presence of a radio feel on the vessel? (PR.19)

Yes, before the first examination after 01/07 / 2002.

27. What navigation equipment is required to have on all vessels built 01/07 / 2002. And later, regardless of their size? (PR.19)

(a) magnetic compass with deviation destroyed, the residual values \u200b\u200bof which are defined, or another means independent of the source of electricity to determine the course;

(b) Pelorus or a compass depleting device, or another means independent of the source of electricity to determine the directionle in the horizon arc at 360 °;

(c) means of correction to obtain true bearers and courses at any time;

(d) marine navigation maps and benefits to plan a preliminary gasket throughout the flight; The electronic cartographic navigation information system (EKNIS) can be considered to meet the requirements of this rule regarding the availability of maps;

(e) duplication tools for the fulfillment of functional requirements p. (d) if this function is partially or fully performed by electronic means;

(e) GNSS receiver or ground radionavigation system, or another means to determine the current coordinates automatically;

(g) radar reflector or other means to ensure the possibility of their detection by ships using a radar in the ranges of 9 and 3 GHz, if the vessel gross capacity is less than 150;

(3) If the chassis bridge is completely closed, and the administration does not define other, the means by which the Watch Assistant can listen to the audio signals and determine their direction;

(and) means of communication with emergency post management;

All vessels, gross capacity of 150 and more and passenger ships regardless of the size also must have:

(k) a spare magnetic compass for replacing or duplicating installed equipment;

(l) signal lamp or other device for feeding signals during the day and at night with an independent power source;

All vessels, gross capacity of 300 or more and passenger vessels, regardless of size, moreover must have:

(m) echo sounder or other electronic device for measuring and displaying depth under keel;

(H) radar in the range of 9GHz to determine and display the distance and bearing of radar respondents for search or rescue, plaquinity, obstacles, buoys, coastal features and navigation signs to assist in a commencement of a collision prevention;

(o) the electron gasket (PPE) of the distance and the origin of the goals for determining the risk of collision;

(P) Lag for measuring and mapping the speed and distance traveled relative to water;

(p) adjusted course information transfer device intended for input to equipment;

(t) all vessels, gross capacity of 300 or more, international flights, and cargo ships, with a capacity of 500 and no longer performing international flights, and passenger ships, regardless of the size, moreover, must be equipped with an automatic identification system (AIS).

28. Is it allowed to use the reflection system of electronic maps and information (EKNIS ) Instead of paper maps and benefits? (PR.19)

29. What is the redundancy system if the functions of maps and benefits are performed by electronic means? (PR.19)

Relevant set of marine navigation cards.

30.Mine whether marine paper cards serve as a reservation to the system Ecnis? (PR.19)

31. For what sizes of the courts are required by the transponder of the global positional system? (PR.19).

For all vessels.

32. On the courts of which register capacity is the radar reflector? (PR.19)

For all vessels.

33. On the ships of gross capacity less than 150 radar reflector must interact with waves of 3 cm long, 10 cm or with waves of both lengths? (PR.19)

With waves of both lengths.

34. What should the chassis bridge be equipped, if it is completely closed? (PR.19)

Means with which the Watch Assistant can listen to sound signals and determine their direction.

35. On the courts of which register capacity is required to install the phone or other means for transmitting a course on the Emergency Power Control Service? (PR.19)

On all vessels.

36. What register capacity cargo and passenger ships should be equipped with a spare magnetic compass or other means performing the functions of a magnetic compass? (PR.19)

37. What register capacity cargo and passenger vessels should have a signal lamp for communication, which can not only use the ship's ship source? (PR.19)

All vessels, gross capacity over 150 and passenger vessels, regardless of size.

38. What register capacity cargo and passenger vessels must have echo sounder? (PR.19)

39. What register capacity cargo and passenger vessels should have a radar with a wavelength of 3 cm? (PR.19)

All vessels, gross capacity over 300 and passenger vessels, regardless of size.

40. What register capacity of the court who make international flights and cargo ships that do not commit international flights must be equipped with AIS (PF.

All vessels, gross capacity over 300, which make international flights, and cargo ships with gross capacity of over 500, not performing international flights.

41. In which cases the administration can free trial, gross capacity over 300, from the AIS installation? (PR.19)

If they are derived from operation for 2 years after the date of the implementation specified in Chapter V of the Convention SO.LAS -74 (the most late date July 01, 2010).

42. Transfer the AIS functions (PR.19).

(a) Automatically provide appropriately equipped stations on the shore, other maritime and aircraft information, including vessel identification, its type, coordinates, course, speed, and other information related to security.

(b) automatically make similar information from other vessels equipped in the detailed manner;

(c) to maintain the accompanying courts;

(d) exchange data with coastal;

Requirements (b), (c), (d) do not apply when the hiking information is provided.

43. What register capacity must have a gyrocompace and the transfer of its testimony to all repeaters in other devices? (PR.19)

Over 500.

44. On the courts of which register capacity is required to have a gyrocompass repeater in the manner? (PR.19)

Over 500.

45. The indicators of the modes and positions of which devices should be visible from the ship control of the ships with gross capacity 500 and higher? (PR.19)

Steering indicators, rowing screw, stop, screw steps, operation mode indicators, sub-device indicators.

46. \u200b\u200bOn the courts of which register capacity must be needed in addition to the radar in the range of 3 cm waves still radar in the range of 10 cm waves? (PR.19)

Over 3000.

47. On the courts of which register capacity it is necessary to have a SARP to determine the risk of collision and modeling maneuver? (PR99)

Over 10,000.

48. Not less than what amount of goals should the SARP process on the ships of gross register from 10,000 and higher? (PR.19)

At least 20 goals.

49. On the courts of which register capacity should be a stealless (course control system and trajectory)? (PR.19)

Over 10,000.

50. On the courts of which register capacity should there be a directional indicator of the vessel? (PR.19)

Over 50,000.

51. On vessels of which register capacity should absolute lag be installed, measuring speed and distance taken relative to the soil in longitudinal and transverse directions? (PR.19)

Over 50,000.

52. What are the requirements for the integral navigation system in case of refusing to one of its subsystems? (PR.19)

A malfunction of one of the subsystems should trigger alarm (APS) and should not cause any other subsystem to malfunction. If malfunction in one part of the integrated navigation system should be able to work for each individual equipment or part of the system separately.

53. What is the purpose of the data registration devices on the courts? (PR.20)

To assist in the investigation of accidents, when performing international flights.

54. In what cases does the administration can free ship from installing a PD? (PR.20)

In addition to Passenger Ships Ro-Ro Court, built to 01/07 / 2002. Can be freed from the installation of the PRD, if the shipowner proves that the connection of the PDC to the existing equipment is inappropriate and impracticable practically.

55. What vessels should there be an international signals? (PR.21)

All vessels that require radio installations, as well as on any vessel at the request of the administration.

56.k what vessels The SOLAS -74 Convention establishes requirements for visibility from the bridge? (PR.22)

To ships with a length of 45m and more, built 01/07 / 1998. And later.

57. What is the distance and in what corner in width should not be scanned overview of the sea surface from the ship control of the vessel, regardless of precipitation, differential and deck load? (PR.22)

Distance no more than two vessel lengths or 500m (depending on that less); angle up to 10 ° for every board.

58. How the total horizontal angle should not exceed the shadow sectors, impede the overview of the sea surface from the ship controlles created by the load, cargo devices or other obstacles that are in front of the steering wheelbitch? (PR.22)

No more than 20 °.

59. What is the magnitude of the horizontal angle should not exceed the shadow sector, impede the overview of the sea surface from the ship controlles? (PR.22)

No more than 10 °.

60. Not less than the magnitude of horizontal angles should be the sectors of the unobstructed review between the shadow sectors from the ship controlles in the steering wheelhouse? (PR.22)

Not less than 5 °.

61. What is the magnitude and in which sector should there be a horizontal review from the ship controlles? (PR.22)

At least 225 °, i.e. Not less than 2,5 ° from direction directly on the nose behind the traverse of each side.

62. What size and in which sector should there be a horizontal review from each wing of the bridge? (PR.22)

At least 225 °, i.e. At least 45 ° from the opposite side through the nose and up to 180 ° to the stern.

63. What kind of size and in which sector should there be a horizontal review from the steering control post? (PR.22)

At least 60 ° for every board

64. According to the requirement of the Solas -74 Convention, what should be seen from the wing of the bridge? (PR.22)

Board ship.

65. What should be the height of the upper edge of the front windows of the bridge? (PR.22)

This height should provide an overview for a person whose eyes are at the level of 1800 mm from the deck when the vessel is experiencing a strong killery. The height can be reduced to 1600mm by decision of the administration..

66. What is the slope to the outside of the front windows of the chassis and for which this requires the SOLAS -74 Convention? (PR.22)

The angle of inclination of the bridge windows should be within 10 ° - 25 ° from the vertical with the protruding top so that they do not fall asleep and wave.

67. What glasses can not be installed in the windows of the chassis bridge? (PR.22)

Polarized and tinted.

68. Are structural alterations on the bridge for ships built to 01/07 / 1998. For the requirements of the SOLAS -74 Convention on visibility from the undercarriage of the bridge? (PR.22)

Not required, although visibility from their windows should be as close as possible to the requirements of the convention SO.LAS -74.

69.Pode whose observation is made installation of a device for transmitting pilotage, landing and landing for Lotsmana? (PR.23)

Under the supervision of the responsible person of the Komostava.

70.Who should accompany Lotsmana on the chassis bridge and back? (PR.23)

The responsible person of the commercial.

71. With anyone should have the connection of the responsible person of the Komostava, accompanying Lotsmana on the bridge and back?

Communication with the bridge.

72. What needs to be performed with persons engaged in the installation and operation of equipment for receiving and disembarking Lotsmana? (PR.23)

Instructing on the safe use of the device and the procedure.

73. What should be done with the equipment to transfer pilots?

Test before use, keep clean, well-groomed and renovated and properly laid, periodically test.

74. What is the distance from the sea level to the place of entry to the vessel take the pilot with the help of a regular ladder or a mechanical lift? (PR.23)

Over 9m.

75. Not less and no more than height from the sea level ensures the reception of Lotsmana Lotsmansky Drapp? (PR.23)

From 1.5 to 9m.

76. What is the number of steps of the pilot ladder should be restarted into the ship? (PR.23)

All steps. If there is a private bar, there must be special security measures.

77. In what place on the housing and away from which devices to fix the pilot ladder? (PR.23)

Within the middle part of the vessel and outside the area of \u200b\u200baction of any drain devices.

78. From what amount of sections can a pilot ladder? (PR.23)

From one.

79. With what limit roll or differential the pilot ladder should reach the water level? (PR.23)

With a roll of up to 15 ° to the opposite board and any differentiate.

80. How should a regular ladder be located if it is used in conjunction with Plotsmansky to lift the pilots to the height of more than 9m? (PR.23)

The standard ladder is set to feed to the stern, its lower end must reliably lay down to board in the middle part of the vessel and be outside the area of \u200b\u200bany drain from the vessel.

81. In what place the vessel body and away from which devices the mechanical lift should be located for Lotsman? (PR.23)

In the middle part of the vessel and be outside the area of \u200b\u200bany drain from the vessel.

82. Why should the passage in the surrounding fence or a falseboard between the top of the pilot ladder and deck? (PR.23)

Handrails.

83. What should the passage of passing through the leather fence or a falseboard between the top of the pilot ladder and deck? (PR.23)

The ladder through the Fakebort and two racks of the handrails, securely attached to the vessel body below and at the top.

84. How should the doors be opened in the vessel used to transfer pilots? (PR.23)

Inside the vessel.

85.What should there be a mechanical pilot lift in case of a break in electricity supply? (PR.23)

Reliable manual drive.

86.Where is the pilot ladder in the case of licking the mechanical lifts? (PR.23)

Next to the lift and readiness for use at any time.

87. Is it possible to celebrate the place on board, where will the pilot lift come from? (PR.23)

88. What measures to take when installing the pilot lift in very cold weather? (PR.23)

In order to avoid the formation of ice, the lift cannot be installed until there is an immediate necessity.

89.What should be at the place of reception of Lotsmana? (PR.23)

Two failies with a diameter of at least 28mm, ricked to the vessel, a rescue circle with self-beggar fire, an interim end, lighting of disembarking sites and space overboard, as well as a lift control post.

90. In what cases, if the vessel motion control system is used or the management system, should it be possible to immediately install the manual control mode of the vessel? (PR.24)

In the areas of the high intensity of the movement of ships, in conditions of limited visibility and in all other dangerous situations for shipping.

91. In what cases, if possible, more than one power steering unit should simultaneously work on ships? (PR.25)

In areas where shipment requires special caution.

92. In what time before the ship's waste, the crew should check and test the steering wheel drive? What checks check (PR.26)

Within 12 hours to waste check:

(a) the main steering wheel drive;

(b) auxiliary steering wheel drive;

(c) Remote control system;

(d) steering posts on the bridge;

(e) emergency power supply;

(e) pointers of the angular position of the steering wheel by comparison with the actual position of the steering;

(g) APS on the loss of power of the remote control system;

(h) APS on the malfunction of the power unit of the steering drive;

(and) automatic disconnecting devices;

Checks and tests should include:

(a) complete steering wheel in accordance with the characteristics of the drive;

(b) visual inspection of the steering drive;

(c) the operation of the communication between the chassis and the bronmed department;

93.Well, instructions and block diagrams associated with the steering and the order of transition from one system to the other should be posted? (PR.26)

On the satellite bridge and in the tallest department.

94. How often do the vessel carry out exercise for emergency steering? (PR.26)

At least once every three months, except planned.

95.What on the vessel should know the order of transition from one steering control system to another? (PR.26)

All faces of the CommOSTAB, related to the operation and maintenance of the steering drive.

96. How often perform steering checks on ships regularly flying a little duration? (PR.26)

At least once a week.

97. Is it possible on the vessel performing international flights, fully restore data on the flight related to the shipment, on records in the journal registration of actions and incidents (ships magazine)? (PR.28)

98.Well there should be an illustrated table with a description of rescue signals for facing people to communicate with rescue stations, vessels, aircraft engaged in search and rescue operations? (PR.29)

At hand at the vessel's watch assistant.

99.What does it contain and where is the "List of operational restrictions" stored? (AF)

All restrictions on the use of a passenger ship, including restrictions on areas of operation, for weathercraft, as of the sea, at a permissible speed, loading, differential, regardless of whether they are installed by the administration, or when designing and building. The list is drawn up in the form of a document acceptable to the administration, stored with a folder of ship documents must have a translation into English or French if they are not working the vessel.

100. What dangers and to whom should the captain of each vessel should report? (AR.31)

About hazardous ice, abandoned vessels and other direct navigation threats; About a tropical storm, about air temperature below the freezing point in combination with storm wind, which can lead to icing; About winds, by force of over 10 points, which there were no storm warning should inform everyone close to the courts and competent authorities in an arbitrary form, better in English.

101. Where can I find typical examples of captain's messages about detected hazards? (PR.32)

Rule 32, Chapters of the Convention SO.LAS -74.

102. What duties imposes on the Captain the vessel located in the sea, which is able to assist, the message that people suffer disaster in the sea? (PR.33)

Must follow with the highest possible speed to assist, informing the disaster and / or search service and rescue service on the actions and intentions of the vessel.

103. What should the Captain of the vessel, which is deprived of the opportunity to follow to help people who endure people? (PR.33)

The captain is obliged to make a record of the reason in the ship's journal, by virtue of which he did not follow to help people who endure disaster and inform the relevant search and rescue service in the prescribed manner.

104.Who can free the ship going to help you endure disaster in the sea to people from the fulfillment of these duties? (PR.33)

The captains of the courts are exempt from the obligation to assist if other vessels are selected for this purpose, and if a message has been received that the help is no longer needed.

105. What should the Captain of the vessel be seen before entering the sea, checking the plan of the upcoming flight? (PR.34)

(a) The presence of marine navigation maps and benefits for the diving area.

The flight plan must determine the path of following, which takes into account

(a) any relative to the flight system of established ways of vessel movement;

(b) sufficient space for a safe transition throughout the flight;

(c) take into account all existing navigation hazards and weather conditions;

(e) Environmental Protection Measures.

106. Does the owner of the vessel, the charterer or other person impede or limit the Captain of the vessel to take Lily to fulfill the decisions that are necessary for the professional opinion of the captain, are necessary for the safety of navigation and the protection of the marine environment? (PR.34)

107. Is it possible in special cases Apply a disaster signal for purposes that are not related to the report that people suffer disaster in the sea. (PR.34)

108. Leated whether the Captain of the ship coming to the aid of the vessel who transmitted a disaster signal, in addition to helping people, to save the ship and loads on it (PR.34)

(Only if he signed the "rescue agreement).