MARINE ORDERS

Part 29 Emergency procedures & safety of navigation Issue 2 (Amendment)

Order No 4 of 1999 Pursuant to Section 425(1AA) of the Navigation Act 1912, I hereby make this Order amending Marine Orders, Part 29, Issue 2, by omitting pages (i), 1 to 6 and 11 to 20, and substituting pages (i), 1 to 6 and 11 to 20, to come into operation on 1 February 1999. Clive Davidson Chief Executive 20 January 1999

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Table of Contents
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 Interpretation Purpose Application Exemptions & equivalents Review of decisions Penal provisions Shipboard emergency signals Emergency practices Muster list & muster stations Responsibilities of owner, master & crew Distress signals & messages Urgency signals & messages Safety signals & danger messages Speed of radio transmission Improper use of signals or messages Steering gear safety procedures Watertight openings in shipssafety procedures Manning Practice procedures Passengers muster stations Instructions to passengerswarning in case of emergency Emergency stations list Beaufort scale of wind force

Appendix 1 Appendix 2 Appendix 3 Appendix 4 Appendix 5

Amendment, Order No.11 of 1998

Previous issues Part 29, Issue 1, Order No. 21 of 1983 Amendment, Order No.4 of 1990 Part 29, Issue 2, Order No. 11 of 1997

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1 Interpretation
1.1 In this Part, unless the contrary intention appears, the following definitions apply: AMSA means the Australian Maritime Safety Authority established by the Australian Maritime Safety Authority Act 1990; at sea, in relation to a ship, means the period of time during which a ship is engaged in a voyage between a berth at one port of call and a berth at the next port of call; certificated person means a person who holds: (a) a certificate of proficiency in survival craft and rescue boats other than fast rescue boats issued in accordance with the International Convention on Standards of Training, Certification and Watchkeeping for Seafarers, 1978, as amended; or (b) a certificate recognised by the Manager as equivalent to a certificate referred to in (a); Chief Marine Surveyor means the Manager (Survey Operations) in AMSA or, in respect of any particular purpose under this Part, a suitably qualified person authorised by the Manager (Survey Operations) for that purpose; coast radio station means a radio installation established on land for the exchange of radio communications with ships; DSC means transmission of information using digital codes on any of the frequencies specified in A.2 of Appendix 1 of Marine Orders, Part 27 (GMDSS radio equipment) EPIRB means an approved emergency position indicating radio beacon complying with Appendix 11 of Marine Orders, Part 25 (EquipmentLifesaving); ITU-R means the International Telecommunications UnionSector R; Manager means the Manager (Marine Operations and Personnel) in AMSA; radio station means a ship radio station or a coast radio station;

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radio watch means: (a) in the case of a GMDSS ship, listening on the frequency of 156.800 MHz; and (b) in the case of a GMDSS ship, monitoring the frequencies of 2187.5 kHz and, if fitted, 8414.5 kHz and 156.575 MHz; satellite communication means transmission of information through the INMARSAT geostationary satellite service; Senior SARO Maritime means the Senior Search and Rescue Officer Maritime of the Australian Search and Rescue Centre; ship radio station means a radio installation on board a ship; signal station means a signal station established on land for the exchange of visual communication with ships; silence periods means periods of 3 minutes beginning at each hour, and at 30 minutes after each hour of each day reckoned according to Co-ordinated Universal Time; SOLAS means the Safety Convention as defined in the Navigation Act; survival craft means an approved life-raft or lifeboat complying with Appendix 3 of Marine Orders, Part 25; survival manual means a copy of the book Survival at Sea, published by the Australian Government Publishing Service; tropical storm means a hurricane, typhoon or other storm of a similar nature; UTC means Coordinated Universal Time; VHF EPIRB means an approved EPIRB capable of transmitting on VHF channel 70. 1.2 In this Part, a reference to the date on which a ship was constructed means the date on which not less than 50 tonnes or one per cent of the proposed total mass of the structural material of the ship, whichever is the less, has been assembled. 1.3 In this Part: (a) headings and sub-headings are part of the Part;
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(b) each Appendix is part of the Part; (c) a note included in the text and printed in italics is not part of the Part.

2 Purpose
This Part: (a) for the purposes of section 191 of the Navigation Act, makes provision for and in relation to giving effect to Regulations 2, 3, 9, 13, 16, 19, 19-1 and 19-2 of Chapter V of SOLAS; (b) for the purposes of section 229 of the Navigation Act, makes provision for or in relation to signals of distress and urgency; (c) for the purposes of subsection 235(1), prescribes requirements for carrying out musters, boat drills, fire drills, collision drills and other prescribed drills, and for recording them in the official log-book; (d) for the purposes of subsection 269A(1), prescribes matters for and in relation to the sending of safety signals and messages; and (e) pursuant to paragraph 425(1)(db), generally makes provision for and in relation to the safe navigation and operation of ships.

3 Application
3.1 This Part applies to and in relation to: (a) a ship registered in Australia; and (b) a ship registered in a country other than Australia, that is in the territorial sea of Australia or in waters on the landward side of the territorial sea. 3.2 This Part does not apply to a ship that is a Safety Convention ship registered in a country other than Australia, except to the extent that the ship fails to comply with SOLAS. 3.3 Provisions 11.2, 13.2, 13.6, 15 and 16 apply to all ships, including ships referred to in subsection 2(1) of the Navigation Act, except that a provision of this Part does not apply to a ship to the extent that a law of a State or the Northern Territory gives effect to Chapter V of SOLAS in relation to that ship.

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4 Exemptions and equivalents

4.1 Exemptions 4.1.1 The Chief Marine Surveyor, if satisfied that compliance with a provision of this Part would be unnecessary or unreasonable having regard to a ship, its equipment and its intended voyage, may exempt that ship from compliance with such provision to the extent specified and subject to such conditions as that officer thinks fit. 4.1.2 Provision 4.1.1 applies only to the extent that any exemption from a provision of this Part is not inconsistent with SOLAS. 4.2 Equivalents Where a provision of this Part requires a particular fitting, material, appliance or apparatus, or type thereof to be fitted or carried in a ship or a particular provision to be made in a ship, the Chief Marine Surveyor may allow any other fitting, material, appliance or apparatus, or type thereof, to be fitted or carried, or any other provision to be made, if that officer is satisfied that the other fitting, material, appliance or apparatus, or type thereof, or provision, is at least as effective as that required by that provision of this Part.

5 Review of Decisions
5.1 Reviewable decisions Application may be made to the Administrative Appeals Tribunal for a review of a decision: (a) by the Chief Marine Surveyor, refusing, restricting or imposing a condition on an exemption under 4.1; (b) by the Chief Marine Surveyor, refusing to allow under 4.2 a particular fitting, material, appliance or apparatus, or type thereof, to be fitted or carried in a ship or a particular provision to be made in a ship; (c) by the Chief Marine Surveyor, refusing to exempt a ship under 16.5.5 from compliance with 16.5.1; (d) by the Chief Marine Surveyor, relating to the assignment of a limiting mean draft under 17.3.2; (e) by the Manager, relating to the issue of a safe manning document under 18.1.

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5.2 Statements to accompany notices If a person making a decision referred to in 5.1 gives to a person whose interests are affected by the decision notice in writing of the decision, the notice must: (a) include a statement to the effect that, if the person is dissatisfied with the decision, application may, subject to the Administrative Appeals Tribunal Act 1975, be made to the Administrative Appeals Tribunal for review of the decision; and (b) except where subsection 28 (4) of that Act applies, also include a statement to the effect that the person may request a statement under section 28 of that Act. 5.3 Validity of decisions Failure to comply with 5.2 in relation to a decision does not affect the validity of that decision.

6 Penal provisions
The following provisions of this Part are penal provisions: 7.2.3, 7.2.4, 8.2.1, 8.2.2, 8.2.3, 9.1, 9.2, 9.3.1, 9.3.2, 9.3.3, 10.1, 10.2, 10.3, 10.4, 11.2, 11.4.1, 11.4.2, 11.4.3, 11.5.1, 12.1.2, 12.2.1, 12.2.2, 12.2.4, 12.3, 13.1.2, 13.2.1, 13.2.2, 13.2.3, 13.2.6, 13.3, 13.4.1, 13.4.2, 13.6, 13.7, 15.1, 15.2, 15.3, 15.4, 16.1.1, 16.2, 16.3, 16.4, 16.5.1, 16.5.2, 16.5.3, 16.5.4, 16.5.6, 16.5.7, 17.1.1, 17.1.3, 17.2, 17.3.1, 17.4.1, 17.4.4, 17.5, 17.6, 17.7.1, 17.7.2, 17.8, 17.9.1 and 17.9.2. Note 1: Regulation 4 of the Navigation (Orders) Regulations provides: '4. A person who contravenes a provision of an order made under

1AA[(ex)1

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7 Shipboard emergency signals

7.1 General emergency alarm signal 7.1.1 The general emergency alarm signal for an emergency stations muster of the passengers and crew of a ship is a signal of 7 or more short blasts followed by one long blast on the ship's whistle or siren. 7.1.2 The general emergency alarm signal must be repeated on the ship's electrically operated warning bell system and suitable instructions must be given over a public address system, if fitted, or by any other equally effective means available. 7.2 Prepare to abandon ship signal 7.2.1 The signal to indicate that the ship may shortly be abandoned is one short blast followed by one long blast on the ship's whistle or siren, sounded at least 3 times in succession. 7.2.2 The signal to indicate that the ship may shortly be abandoned must be repeated on the ship's electrically operated warning bell system and suitable instructions must be given over a public address system, if fitted, or by any other equally effective means available. The engine-room telegraph must be put to Finished with Engines. 7.2.3 When a ship is to be abandoned, the master must ensure that any machinery or appliance whose operation could impede the safe abandonment of the ship is stopped, disengaged or otherwise rendered inoperative. Stabilisers, if extended and liable to interfere with survival craft, must be retracted. 7.2.4 When a ship is to be abandoned, the master must ensure that all crew members working below deck or in other parts of the ship distant from survival craft, are effectively warned by all means available that the ship is to be abandoned, in sufficient time to allow all crew members to reach their survival craft station. 7.3 Abandon ship signal The abandon ship signal is to be defined by the Master and stated in each muster list. It is to be given by the Master or senior surviving officer in the most effective manner possible and gives authority to those in charge of survival craft to launch as soon as ready.
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8 Emergency practices
8.1 Signals 8.1.1 The signal for an emergency practice is the general emergency alarm signal, supplemented by instructions by the master as to the nature of the practice over a public address system, if fitted, or by any other equally effective means. 8.1.2 If the master of a ship considers that the sounding of the general emergency alarm signal would constitute a nuisance outside the ship, then: (a) the ship's electrically operated warning bell system; (b) suitable instructions given over the ship's public address system, if fitted; or (c) any other equally effective means, may be used to initiate the emergency practice. 8.1.3 Before a signal is given for an emergency practice, all passengers and crew must be warned of: (a) the time at which the practice is to be held; and (b) the nature of the practice signal. Note: On passenger ships, passengers should be advised of what actions they are to take: (i) during the practice; and (ii) in an emergency. 8.2 When practices to be held 8.2.1 The master of a ship must arrange for practice musters and drills as required by Marine Orders, Part 25 (EquipmentLife-saving). 8.2.2 The master of a ship must arrange for training sessions for the crew in survival and use of equipment, at suitable intervals to ensure that the crew maintain their competence in this respect. Note: These training sessions are not emergency practices, but may be combined with them. In setting the interval between training sessions, the master should have regard to training carried out ashore by crew members.
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8.2.3 The master of a ship must arrange for practices in other operations, such as closure of watertight doors, damage control and rescue of casualties, at the following intervals: (a) in respect of watertight doors in accordance with 17.7.1at least once a week; (b) in respect of other damage control mattersat least monthly on passenger ships and so far as possible immediately after a crew change, or where 50 per cent or more of the relevant persons assigned that duty have changed; (c) in respect of other matterswhen the master considers necessary. 8.3 Practice procedures The procedures to be followed in conducting an emergency practice are specified in Appendix 1. Note: SOLAS requirements for emergency practices are also contained in Marine Orders, Part 25 (Equipmentlife-saving).

9 Muster list and muster stations

9.1 Assignment of passengers to muster stations The master of a ship carrying passengers must: (a) assign each passenger to a muster station according to the cabin berth or lounge seat allocated to that passenger; and (b) record the assignments made under (a) in accordance with Appendix 2 and, exhibit at all times for the information of the members of the crew concerned with the mustering of passengers such number of copies of that record and in such places as a surveyor may require. 9.2 Marking of muster stations for passengers The master of a ship carrying passengers must ensure that the muster stations for passengers are so indicated to the satisfaction of a surveyor, by painted or other signs, as to be readily visible by day and by night. Note: Specified signs are contained in IMO Resolution A.760(18).

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9.3 Assignment of crew 9.3.1 The master of a ship must ensure that: (a) each crew member on joining the ship is assigned to an emergency station and to a survival craft according to the cabin berth allocated or by other suitable identification; and (b) in the case of a passenger ship, each lifeboat has assigned to it no fewer than the number of certificated persons applicable to the lifeboat as determined in accordance with Table l. Table 1
Carrying capacity of lifeboat Number of certificated persons

40 persons or fewer More than 40 persons but fewer than 62 More than 62 persons but fewer than 86 86 persons or more

2 3 4 5

9.3.2 The master of a ship must assign crew members to, and provide instructions to crew members in respect of, duties relating to emergencies that may occur on the ship. Note: Two forms of organisation are suggested. Where the size of the crew permits, specialised emergency parties could be designated to deal with specific emergencies and duties. In other cases, the whole crew might muster at a specific point (except those whose duties necessitate them remaining at their posts, or whose emergency duties require them to undertake a specific duty, such as person in charge of emergency radio communications) and be given relevant tasks as appropriate. 9.3.3 Assignments made under 9.3.1 and 9.3.2 must be recorded in accordance with Appendix 4 and must be so exhibited in conspicuous positions in crew accommodation and other appropriate parts of the ship so as to be easily visible to the crew.

10 Responsibilities of owner, master and crew

10.1 The owner of a ship must supply a copy of this Part to:
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(a) the master; and (b) in the case of a passenger ship, to each officer or other person who is directly responsible to the master for a department of the ship. 10.2 The master of a ship must ensure that: (a) the requirements of 7, 8 and 9 are so met that crew members become conversant with their assigned emergency stations and duties, and emergency procedures generally; (b) crew members are trained in the operation and application of all life-saving, fire fighting and other emergency appliances and equipment provided in the ship; (c) a survival manual is provided at or near the cabin berth of each crew member for the exclusive use of that person; (d) entries recording all practice musters and drills, tests and inspections held in accordance with 7,8 and 9 are made in the ship's official log-book; and (e) where a practice muster or drill, test or inspection required by 7, 8 or 9 is not held, an entry is made in the ship's official log-book stating the reasons for non-compliance. 10.3 An officer or other person referred to in 10.1(b) must become conversant with the requirements of 7, 8 and 9 and must take all necessary measures to ensure that members of the crew under his or her control are instructed in their assigned duties under 9.3.2 and in the survival craft, fire and damage control drills. 10.4 Each member of a ship's crew must become conversant with the contents of the survival manual and, except during training sessions, keep it at or near the cabin berth he or she occupies.

11 Distress and alarm signals

11.1 Prescribed signals of distress For the purposes of this Part, a prescribed signal of distress is: (a) by radiotelephonythe spoken word 'MAYDAY'; and (b) by satellite communication, DSC, EPIRB or VHF EPIRBthe distress signal protocol specified by ITU-R.

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Note: Attention is also drawn to the signals referred to in Annex IV in the Appendix to Marine Orders, Part 30 (Prevention of Collisions). 11.2 Use of prescribed signal of distress A prescribed signal of distress must not be transmitted by radiotelephone, except in connection with the transmission of: (a) a distress call and a distress message; (b) the acknowledgment of a distress message; or (c) other distress traffic, as prescribed by this Part. 11.3 Serious and imminent danger Despite anything contained in this Part, a person who is operating the radio station of a ship that is in serious and imminent danger and is unable to comply with the provisions of the Part may use any means available to attract attention, to make known the ship's position and to obtain help. 11.4 Duties on activation of a distress frequency watch receiver. 11.4.1 Where any of the following equipment is actuated: (a) the DSC distress frequency watch receiver; (b) the Inmarsat EGC receiver distress alarm, the person in charge of the ship radio station must commence watch on the relevant distress frequency or, if a frequency is specified in the distress or urgency message, on that frequency. 11.4.2 Such watch is to be kept for a sufficient time, including the next silence period, as is sufficient to ensure that: (a) the distress or urgency message is received, or (b) a distress or urgency message would have been received if one had been transmitted and the ship had been within range of the transmitting station, or the person in charge of the ship radio station is satisfied that the actuation was due to: (c) a fault in the radio installation, or (d) an electrical storm.
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11.4.3 If a distress or urgency message is received, the person receiving the message must immediately inform the Master of the details of the message. 11.5 Duties of a person hearing a distress or urgency signal 11.5.1 A person who hears a distress or urgency signal must continue to listen on the appropriate frequency and must not resume normal radio service until: (a) if no message follows the signalthe expiration of at least three minutes, or (b) if a message follows the signalthe person has informed the master of the details of the message and the master has permitted resumption of normal radio service. 11.5.2 Where a message that follows the activation of a DSC or EGC distress alarm is not addressed to all radio stations, or is addressed to all ships in a geographical area not including the current position of the ship, the person in charge of the ship radio station may resume normal communication on frequencies other that that used for the distress or urgency communication.

12 Urgency signals and messages

12.1 Prescribed urgency signals 12.1.1 The following signals are prescribed urgency signals: (a) in radiotelephony, the words 'PAN PAN' spoken 3 times; and (b) by satellite or DSC communicationthe urgency signal protocol specified by ITU-R. 12.1.2 A prescribed urgency signal must not be transmitted except for the purpose of giving notice that the calling radio station has a very urgent message to transmit concerning the safety of a ship, an aircraft, a vehicle or a person. 12.1.3 Subject to 12.2.1, the radio frequency to be used for a prescribed urgency signal and the following message, is the distress frequency. 12.1.4 A prescribed urgency signal has priority over all other radio communications except distress traffic.

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12.2 Urgency messages 12.2.1 Where the urgency message that follows a prescribed urgency signal is a long message, a medical call or, in an area of heavy radio traffic, a repeated message, the radio frequency used for that message: (a) must be a frequency other than that referred to in 12.1.3; and (b) must be specified at the end of the urgency signal. 12.2.2 A person must not interfere with the transmission of an urgency message that follows the transmission of a prescribed urgency signal. 12.2.3 An urgency message, other than a message dealing with medical matters, that follows a prescribed urgency signal must be in plain language. 12.2.4 When the master of a ship, or if appropriate the Senior SARO Maritime, is satisfied that action called for by an urgency message is no longer necessary, the master or Senior SARO Maritime must cause a further message to be transmitted cancelling the urgency message. 12.3 Authority for transmission of urgency signal A prescribed urgency signal must not be transmitted: (a) by a person on board a ship unless the transmission of that signal is authorised by the master of the ship, or (b) by a person at a coast radio station unless the transmission of that signal is authorised by the Senior SARO Maritime.

13 Safety signals and danger messages

13.1 Prescribed safety signals 13.1.1 The following signals are prescribed safety signals: (a) in radiotelephony, the word 'SECURITE' (pronounced 'SAY-CURE-E-TAY') spoken 3 times; and (b) by satellite or DSC communicationthe safety signal protocol specified by ITU-R. 13.1.2 A prescribed safety signal must not be transmitted except for the purpose of giving notice that the calling radio station has a danger message to transmit concerning an important navigational or meteorological warning.

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13.2 Danger messages 13.2.1 A danger message must be communicated in the English language or by means of the International Code of Signals to ships in the vicinity by the master of a ship that meets with a danger referred to in 13.2.2. 13.2.2 A danger message must convey the following information: (a) in the case of ice, derelicts and other direct dangers to navigation: (i) the kind of ice, derelict or other danger observed; (ii) the position of the ice, derelict or other danger when last observed; and (iii) the Co-ordinated Universal Time and the date when the danger was last observed; (b) in the case of a tropical storm, a statement that a tropical storm has been encountered and as accurately as possible: (i) the position of the tropical storm; (ii) the position, true course and speed of the reporting ship when the observation was made; (iii) the Co-ordinated Universal Time and the date when the observation was made; (iv) the barometric pressure with an indication as to whether that pressure is given in millibars or kilopascals and as to whether the reading is corrected or uncorrected; (v) the change in barometric pressure during the previous 3 hours; (vi) the true direction of the wind; (vii) the wind force according to the Beaufort scale specified in Appendix 5; (viii) the state of the sea, as being smooth, moderate, rough or high; (ix) the swell, as being slight, moderate or heavy and the direction from which it comes; and (x) the period or length of the swell, as being short, average or long; (c) in the case of winds of force 10 or more on the Beaufort scale specified in Appendix 5, being winds in respect of which the ship has not received a tropical storm warning, the information referred to in (b)(ii) to (vii); and

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(d) in the case of sub-freezing air temperatures associated with gale force winds causing severe ice accretion on superstructures: (i) the Co-ordinated Universal Time and the date when the observation was made; (ii) the air temperature at the time when the observation was made; (iii) the sea temperature at the time when the observation was made, if practicable to measure it; (iv) the wind force according to the Beaufort scale specified in Appendix 5; and (v) the true direction of the wind. 13.2.3 A danger message must be sent as soon as the master of the ship has the information required by 13.2.2 and must be repeated immediately after the end of the first available silence period. 13.2.4 Where a danger message is repeated in accordance with 13.2.3, the prescribed safety signal that precedes the repetition of the danger message must be transmitted towards the end of the silence period. 13.2.5 A danger message must end with the name of the master of the ship transmitting the message and the call sign of the ship radio station. 13.2.6 The radio frequency to be used for the prescribed safety signal that precedes a danger message is the distress frequency, and the radio frequency to be used for the danger message must be specified at the end of the safety signal. 13.2.7 Nothing in 13.2 is intended to prevent a danger message being included as part of a meteorological service that is transmitted at fixed times. 13.3 Subsequent observations and reports The master of a ship from which a danger message referred to in 13.2.2 (b), (c) or (d), has been transmitted must, while the ship remains in a position from which it is possible to make the observations referred to: (a) continue to make further such observations at hourly intervals; and (b) as soon as practicable after he has on each occasion the required information, send messages in accordance with 13.2 conveying that information.

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13.4 Duties of person receiving prescribed safety signal 13.4.1 A person operating a radio station who hears a prescribed safety signal must listen on the radio frequency used for the transmission of the danger message until he or she is satisfied that the message is of no concern to the ship. 13.4.2 A person must not interfere with the transmission of a danger message that follows the transmission of a prescribed safety signal. 13.5 Priority of safety traffic A danger message preceded by the safety signal has priority over all communications other than distress traffic, vital navigational warning messages and traffic preceded by an urgency signal. 13.6 Report to shore station The master of a ship who has sent out a prescribed safety signal and danger message in accordance with section 269A of the Navigation Act must: (a) at the first opportunity, send by satellite communication the information contained in the danger message, to the person in charge of the authority responsible for promulgating navigation warnings or, if it is not possible to so communicate, transmit the information to a coast radio station or make the report by visual means to the person in charge of the first signal station with which the master is able to communicate and request the person to whom the report is made to transmit the report to the proper authority in the country in which the coast radio station or signal station is located; and (b) immediately on arrival of the ship at its next port of call, lodge a copy of the report with the proper authority for that port. 13.7 Official log-book entries The master of a ship must ensure that entries are made in the official log-book recording: (a) all new dangers to navigation observed: (b) all danger messages and information received in regard to new dangers to navigation; and (c) all danger messages and information sent or transmitted in regard to new dangers to navigation and the exact time and position of the ship when the danger message information was sent or transmitted.
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14 Speed of radio transmission

A radiotelephone message must be transmitted as distinctly as practicable, each word being clearly pronounced so as to facilitate transcription.

15 Improper use of signals or messages

15.1 A person must not: (a) transmit or display a prescribed signal for distress; or (b) transmit a prescribed urgency signal; or (c) send out a danger message. unless the transmission, display or sending out is permitted by this Part or another Part of Marine Orders 15.2 A person must not use any flare, rocket or shell that could be mistaken for a prescribed signal of distress coming from a ship, unless advance notice has been given to the Australian Search and Rescue Centre. Note 1: The address of the Australian Search and Rescue Centre is GPO Box 2181, Canberra ACT 2601. The telephone number is (02) 6230 6868 and the facsimile number is (02) 6279 5077. Notice should preferably be given 7 days in advance. Note 2: A person proposing to discharge a flare, rocket or shell may also need to comply with State or Territory requirements. 15.3 When a distress signal has been accidentally transmitted from a ship, the Master must advise immediately the relevant marine rescue coordination centre, preferably by satellite communication, of the accidental transmission and that the ship is in no danger. Note: Where possible, a cancellation message should also be broadcast on the frequency on which the accidental transmission was made. 15.4 If a person removes an EPIRB from a ship for purposes other than test and repair, that person must ensure that the batteries are removed from the EPIRB.

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16 Steering gear safety procedures

16.1 Use of automatic pilot 16.1.1 In areas of high traffic density, in conditions of restricted visibility and in all other hazardous navigational situations where the automatic pilot is in use in a ship, manual control of the ship's steering must, at all times, be able to be established without delay. 16.1.2 In the circumstances specified in 16.1.1, the officer of the watch must have available to him, at all times and without delay, the services of a qualified helmsman to take manual control of the ships steering. Note: On an Australian ship, a person is considered to be a qualified helmsman if he or she is the holder of a steering certificate under Marine Orders, Part 3 (Seagoing Qualifications). 16.2 Change-over A change from automatic to manual control and from manual to automatic control of a ship's steering must be made by or under the supervision of the officer of the watch, or other responsible officer. 16.3 Test The manual steering of a ship must be tested after prolonged use of the automatic pilot and before entering an area where navigation demands special caution. 16.4 Operation of steering gear In an area where navigation demands special caution, the master of a ship must ensure that the ship has more than one steering gear power unit in operation where such units are fitted and capable of simultaneous operation. 16.5 Steering geartesting and drills 16.5.1 Within 12 hours prior to a ships departure from a port the master must ensure that the ship's steering gear is checked and tested by the ship's crew, including: (a) the operation of: (i) the main steering gear; (ii) the auxiliary steering gear;
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(iii) the remote steering gear control systems; (iv) the steering positions located on the navigating bridge; (v) the emergency power supply; (vi) the rudder angle indicators in relation to the actual position of the rudder; (vii) the remote steering gear control system power failure alarms; and (viii) the steering gear power unit failure alarms; (b) the full movement of the rudder according to the required capabilities of the steering gear; (c) visual inspection of the steering gear and its connecting linkage; and (d) the operation of the means of communication between the navigating bridge and steering gear compartment. 16.5.2 Where applicable to a ship, simple operating instructions with a block diagram showing the change-over procedures for remote steering gear control systems and steering gear power units must be permanently displayed on the navigating bridge and in the steering gear compartment. 16.5.3 The master of a ship must ensure that all officers concerned with the operation or maintenance of steering gear are familiar with the operation of the steering systems fitted on the ship and with the procedures for changing from one system to another. 16.5.4 In a ship equipped with automatic pilot and more than one steering gear power unit, emergency steering drills must take place at least once every 3 months in order to practice emergency steering procedures and must include direct control from any alternative steering position, the communications procedure with the navigating bridge and, where applicable, the operation of alternative power supplies. 16.5.5 The Chief Marine Surveyor may exempt a ship or class of ships that regularly plies on voyages of short duration from compliance with 16.5.1. 16.5.6 The master of a ship exempted from compliance with 16.5.1 must carry out the checks and tests specified so far as those checks and tests are applicable, at least once every week.

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16.5.7 The date upon which the checks and tests specified in 16.5.1 or 16.5.6 are carried out and date and details of emergency steering drills specified in 16.5.4 are carried out must be recorded in the official log-book.

17 Watertight openings in shipssafety procedures

17.1 Watertight doors 17.1.1 Except as provided in 17.1.2, a watertight door must be kept closed while the ship is at sea. 17.1.2 A watertight door, other than a watertight door referred to in 17.3, may be opened: (a) when it is necessary for it to be open for the working of the ship; or (b) when it is opened and closed for the purposes of testing in accordance with 17.6. 17.1.3 Where a watertight door is open for the working of the ship, the vicinity of the doorway must be kept clear of any obstruction that may prevent rapid closure of the door. 17.2 Portable plates A portable plate fitted over an opening in the internal watertight structure of a ship, must be in place and forming a watertight connection to that structure, before a voyage commences and must not be removed while the ship is at sea except in cases of urgent necessity on the direct order of the master. 17.3 Openings to be kept closed at sea 17.3.1 The following openings must be closed watertight and locked before a ship leaves the berth or anchorage and must not be opened before the ship arrives at the next berth or anchorage: (a) watertight doors in a watertight bulkhead separating cargo spaces or separating a cargo space from a passenger space; (b) watertight doors that do not comply with 6.1 to 6.4 of Regulation 15 of Chapter II of SOLAS; (c) sidescuttles in a 'tween deck where the sill of any sidescuttle in that space, other than a non-opening sidescuttle, is below the margin line and is below a line drawn parallel to the bulkhead deck at side and having its lowest point 1.4 metres plus a distance equal to 2.5 per cent
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of the breadth of the ship above the waterline when the ship is first afloat in seawater on proceeding to sea; (d) sidescuttles that are not accessible while the ship is at sea, and their deadlights; and (e) gangway ports, cargo ports or coaling ports and any similar side openings below the margin line, or below the freeboard deck in a cargo ship. 17.3.2 The Chief Marine Surveyor may assign to the ship a limiting mean draft at which all sidescuttles that would be required to be closed and locked by 17.3.1(b) when at a deeper draft will have their sills above a line drawn parallel to the bulkhead deck at side and having its lowest point 1.4 metres plus 2.5 per cent of the breadth of the ship above the waterline corresponding to the limiting mean draft. 17.3.3 In a tropical zone, the limiting mean draft referred to in 17.3.2 may be increased by 0.3 metres. 17.3.4 If a ship is afloat in sea water at a draft corresponding to or less than the limiting mean draft assigned in accordance with 17.3.2 a sidescuttle referred to in 17.3.1(b) need not be closed and locked before leaving port nor kept closed at sea. 17.4 Closure of cargo loading doors 17.4.1 The following doors must be closed and locked before a ship proceeds on any voyage and must remain closed and locked until the ship is at its next berth: (a) cargo loading doors in the shell or the boundaries of enclosed superstructures; (b) bow visors fitted in the shell or the boundaries of enclosed superstructures; (c) cargo loading doors in the collision bulkhead; (d) weathertight ramps forming an alternative closure to those specified in (a), (b) and (c). 17.4.2 Where a bow or stern door cannot be opened or closed while the ship is at the berth, the door may be opened or left open while the ship approaches or draws away from the berth, but only so far as may be necessary to enable the door to be immediately operated. The bow door or visor may only be opened
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on approach to the berth, or left open on departure, on condition that the inner bow door is kept closed. 17.4.3 The master may permit particular doors to be opened if necessary for the operation of the ship or the embarking and disembarking of persons provided the ship is at safe anchorage and the master is satisfied that the doors may be opened without impairing the safety of the ship. 17.4.4 The master must ensure that an effective system of supervision and reporting of the closing and opening of the doors referred to in 17.4.1 is implemented. 17.5 Sidescuttles in spaces used for cargo or passengers The sidescuttles and deadlights of any space which may be used for the carriage of either cargo or passengers must be closed watertight and locked before cargo is loaded in that space and kept closed and locked until the cargo is discharged. 17.6 Ash-chutes, rubbish-chutes and similar fittings The cover and valve of an ash-chute, rubbish-chute or other similar fitting in a ship having its inboard opening below the margin line of the ship must, when the chute or other fitting is not in use, be kept closed and secured watertight. 17.7 Testing and periodical operation of openings 17.7.1 Subject to 17.7.3, watertight doors and sidescuttles, the valves and closing mechanisms of scuppers, ash-chutes, rubbish-chutes fitted in a ship, and the means of communication provided in respect of those doors which cannot be closed from a central control station, must be tested: (a) at least once every week; (b) immediately before a voyage commences, if the voyage is to exceed 7 days; and (c) immediately before leaving port, on a ro-ro passenger ship. 17.7.2 Subject to 17.7.3, each watertight door fitted in a transverse watertight bulkhead, whether hinged or power operated, that is required to be open for the working of the ship, must be closed and opened once daily while the ship is at sea for the purpose of testing its operation. On ships normally engaged on voyages of less than 24 hours, such tests may be carried out in port before departure.
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17.7.3 Provisions 17.7.1 and 17.7.2 do not require the opening and closing while the ship is at sea of any door or other closing appliance fitted that is otherwise required by this Part or any other Part of Marine Orders to be kept closed at all times while the ship is at sea. 17.8 Periodical inspection The following appliances and fittings must be inspected at least once every week by a person assigned for that purpose by the master of a ship and be suitably marked with proper operating instructions to ensure safety and effectiveness when they are operated: (a) watertight doors; (b) a mechanism, indicator or warning device associated with a watertight door, (c) the means of communication provided in connection with a watertight door that cannot be closed from a central control station, as specified in Marine Orders, Part 12 (Ship Construction); and (d) any valve required for the operation of damage-control crossconnections or for ensuring the watertight integrity of any space within the ship. 17.9 Official log-book entries 17.9.1 The master must ensure, before the ship proceeds on any voyage, that entries are made in the official log-book recording: (a) the times of the last closing of the doors specified in 17.4.1; and (b) the times of opening any door referred to in 17.4.3. 17.9.2 The master of a ship must ensure that entries are made in the official log-book of the ship recording: (a) the times of the last closing, if any, before the ship proceeds to sea, and of the next subsequent opening, of the fittings to which 17.3 and 17.4 apply; (b) the times of the opening and closing, while the ship is at sea, of the watertight doors fitted between bunkers in a 'tween deck space below the bulkhead deck; (c) whether the portable plates referred to in 17.2 are in place when the ship proceeds to sea and the times, if any, of the removal and replacement of those plates, or any of them, while the ship is at sea; and
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(d) the times when the tests and inspections required by 17.6 and 17.7 were conducted and whether the fittings so tested and inspected were satisfactory and if not, the extent to which they were not in good working order and the action taken to put them in good working order.

18 Manning
18.1 The Manager may issue in respect of a ship an appropriate safe manning document as evidence of the minimum safe manning considered necessary to comply with Regulation 13(a) of Chapter V of SOLAS. Note: The Manager will only issue a safe manning document if the manning of the ship complies with IMO Resolution A.481(XII). Copies of this document are obtainable from AMSA. 18.2 A safe manning certificate issued by the General Manager, Ship and Personnel Safety Services, in AMSA prior to 1 July 1998 and setting out minimum manning levels for the purposes of Regulation 13(a) of Chapter V of SOLAS has effect as though it were a document issued under 18.1. ******

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Appendix 1 Practice procedures 1 Emergency practice

An emergency practice must be conducted as follows: (a) On the general emergency alarm signal being given, the crew (excepting only those who in the opinion of the Master cannot be relieved from immediate duties) must at once assemble at their emergency stations. (b) Emergency parties must be trained and practised in their emergency duties, as required by the Master. (c) When satisfied with the emergency drill, the Prepare to Abandon Ship signal should be given, whereupon all crew members should muster at the survival craft to which they are allocated. (d) The person in charge of each survival craft must: (i) call the roll of those persons allocated to the survival craft; (ii) be satisfied that each person fully understands the duties allocated to him or her in launching and boarding the craft; (iii) be satisfied that each life-jacket has been correctly donned and secured; (iv) instruct and examine each person in accordance with the Manual, as required by the Master; (v) report to the Master the total number of persons, including the person in charge, attending at his or her survival craft, and (vi) report to the Master when the instruction has been satisfactorily completed. (e) In a passenger ship, each member of the crew allocated duties in connection with the marshalling and mustering of passengers must take his or her allotted place in a stairway, passageway or muster station, and those in charge of, or assisting at, muster stations must:

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(i) instruct each passenger, assisting as necessary, in the correct donning of life-jackets; (ii) advise passengers as appropriate on the procedures for abandonment of the ship, including that while the ship is not in a sinking condition it is normally the safest refuge, that conditions may occur when it is necessary to evacuate all passengers, and that crew will be with the passengers in their survival craft to take appropriate action and assist the passengers in boarding rescue ships; and (iii) report to the Master the number of passengers mustered at the Muster Station. (f) The muster should normally be followed by the abandon ship practice, with launching of survival craft as appropriate.

2 Survival craft and rescue boat drill

2.1 Lifeboat and rescue boat drills 2.1.1 A drill is to be conducted in accordance with: (a) the provisions of Marine Orders, Part 25 (EquipmentLife-saving); and (b) the ships Safety Management System. 2.1.2 Where a boat is fitted with on-load release gear the release gear is to be tested at least once per year, but only with the boat touching the water or partially waterborne. There should still be substantial weight on the falls. 2.1.3 When a fire-protected boat is lowered into the water, the water spray system is to be tested. 2.1.4 Where a lifeboat drill is held at sea, and weather prevents swinging out and part lowering of a boat, the boat is to be swung out and partly lowered at the next suitable opportunity. 2.1.5 Where a ship has a freefall boat, launchings may be made by lowering the boat using the gantry, with minimal crew aboard, provided that the boat is free-fall launched with as many crew as are possible at least once every six months.

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2.1.6 Rescue boats are, as far as practical, to be launched and manoeuvred in the water with their operating crews aboard once a month, and in any case, at least every three months. 2.2 Life-raft and marine escape system drills 2.2.1 At least one liferaft is to be prepared for launching by releasing all securing lashings. Where a cradle or other device is used to ensure that the liferaft will enter the water clear of the ship, the device is to be tested during or following the drill. It is not necessary actually to launch any liferaft. 2.2.2 Where liferafts are davit launched, the davit is to be tested by hooking on to one liferaft, if this is practicable without disturbing the waterproofing of the liferaft container. After unhooking the container, the davit is to be swung out and secured in the lowering position. A small weight may be attached to the fall to check the lowering and braking capability of the davit and winch. Where a ship has more than one davit, all davits are to be tested within a period of three months. 2.2.3 A liferaft is to be inflated and the crew given instruction in the use of the equipment and the maintenance of the liferaft. This liferaft may be a spare raft carried for the purpose, or a demonstration raft supplied by a liferaft service station or training establishment. This may be done on board, on the wharf adjacent to the ship, at the liferaft service station or training establishments premises, or at a swimming pool if the instruction is to be combined with practical training in righting and boarding the raft. This procedure is to be carried out at intervals such that all persons serving on a ship participate in this part of the drill at intervals not exceeding 6 months. 2.2.4 If a ship is fitted with marine evacuation systems, drills are to include exercising of the procedures required for the deployment of such a system up to the point immediately preceding the actual deployment of the system. This aspect of drills is to be augmented by regular instruction using on-board training aids. Additionally, every system party member shall, as far as practicable, be further trained by participation in a full deployment of a similar system into water, either on board a ship or ashore, at intervals of not longer than 2 years, but in no case longer than 3 years. 2.3 Testing of power supplies The main and emergency lighting at all muster and survival craft stations and in alleyways, stairways, emergency exits and in accesses to all muster and survival craft stations must be tested and the emergency power supply to the
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ship's whistle or siren, general alarm bell system and public address system, if fitted must be tested.

3 Fire drill
A fire drill must be conducted as follows: (a) The officer appointed by the master to be the officer in charge of the drill must order a mock attack on a fire that must be assumed, for the purpose of the drill, to have occurred in a selected part of the ship. (b) On receipt of the signal or warning in the engine room the fire pumps must be prepared. (c) The numbers of the crew forming the fire party must be sent to the seat of the assumed fire. (d) In the vicinity of the assumed fire: (i) the fire hoses must be laid out and not less than two hoses connected to the hydrants and tested at full pressure, with water being supplied from the main fire pumps. In a cargo ship, at alternate fire drills, the water is to be supplied from the emergency fire pump. Where isolating valves are fitted in the fire main, these should be shut and opened to confirm proper operation; and (ii) the fire extinguishers must be unshipped. (e) Not less than once in each period of 3 consecutive months, a practical demonstration of the use of the portable fire extinguishers must be given by expending the charge of at least one extinguisher. (f) The crew must be exercised in: (i) the closing of doors, windows, ports, ventilators, ventilating shafts and other openings so as to isolate the assumed fire from other parts of the ship and to reduce the supply of air to the assumed fire. Particular attention must be paid to stairways and lift shafts; (ii) the use of breathing apparatus and safety lamps, (iii) the rescue of casualties, using stretchers, hoists or other apparatus; and (iv) any other emergency practice considered necessary to combat the assumed fire. (g) The members of the crew forming the fire party must be instructed in the use of all other fire-fighting appliances provided in the ship.
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(h) The engine room is an area of high fire risk. Masters and Chief Engineers should therefore plan and carry out supplementary fire drills relating to fires in particular areas of the Engine Room, from likely causes. In particular, the following should be practised: (i) shutting down ventilation systems to the engine room, bearing in mind that in a practice it may be necessary to keep some air inlets open to supply air to machinery that cannot be shut down at the time of the practice; (ii) operating remote shut off arrangements for fuel valves for tanks and fuel pumps. As far as possible, different remote shut-offs should be operated in rotation, so that all are operated between crew changes; (iii) rigging and using hoses in the engine room to use in cooling bulkheads, tanks, &c, where a fire on the other side could hazard the engine room if the bulkhead, tank, &c, is not cooled, remembering the hazards of salt water and electrical machinery, and the need to instruct persons operating fire hoses in the importance of shutting off electrical machinery first; (iv) rescue of persons overcome by smoke, or caught by smothering gas; and (v) moving around the engine room in conditions of total blackout due to smoke.

4 Damage control drill

A damage control drill must be conducted in accordance with the ships Safety Management System and, where applicable, as follows: (a) On the emergency signal being given, the officer in charge of the drill must indicate a section of the ship where the emergency is assumed to have occurred for the purposes of the drill. Bulkhead doors in the various sections of the ship must immediately be closed by members of the crew assigned to that duty. (b) A messenger from each party that has been allotted to a section of the ship must report to the master, or to the officer appointed by the master to be the officer in charge of the drill when all bulkhead doors in that section are closed. (c) Doors that were already closed at the commencement of the drill must be opened and then closed.

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(d) Nothing in (c) is to be taken to authorise the opening, while the ship is at sea, of any watertight door or other fitting which is required by 17.3 to be kept closed. (e) Cross-flooding arrangements must be checked, if practical and safe to do so. (f) Members of the crew assigned to sounding duty must immediately sound tanks and bilges in the section of the ship indicated for the purposes of the drill. (g) A messenger from the sounding party must communicate with, as required: (i) the officer in charge of the drill; and (ii) the chief engineer. (h) As many pumps as possible operated from the engine room must be connected to the section of the ship indicated for the purposes of the drill. (i) A report must be made to the bridge by messenger or other means when the pumps are ready for action. (j) If open in port, ship's side doors, sidescuttles, valves and similar fittings must be closed as directed. (k) A report must be made to the bridge by messenger or other means when the side doors, sidescuttles, valves and similar fittings have been closed.

5 Launching Drills with the ship making headway.

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

5.1 Chapter III of SOLAS 74 requires that rescue boats (Reg. 16) and lifeboats on ships of 20 000 tons and upwards (Reg. 28) are to be capable of being launched at speeds of up to 5 knots. 5.2 Drills in launching rescue boats and lifeboats at such speeds are not mandatory but, in view of the urgency in launching a rescue boat to pick up persons who may have fallen overboard, or the possibility of abandoning ship before all way has been taken off, persons should be aware of the dangers of such launching, and methods of overcoming them. Persons should, where possible, be trained in launching with the ship making headway, in sheltered water and under the supervision of an officer experienced in such drills.
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5.3 Such drills should be carried out when a ship is at anchor or alongside where there is suitable relative movement between ship and water, or ashore at a training establishment where conditions are suitable. At the Masters discretion, drills may be carried out with the ship under way in sheltered waters. Until the crew gain experience, the drills should be carried out with minimal water movement, drills with greater water movement being carried out as the crew becomes more experienced. 5.4 The following precautions should be taken: (a) Drills should only be carried out under supervision of an officer experienced in such drills, in calm and clear conditions and, if practicable, when the ship has minimum freeboard. Provision should be made for rendering assistance in the event of unforeseen circumstances. (b) The number of crew members in the boat should be kept to the minimum compatible with the training to be carried out. All crew in the boat should be wearing lifejackets and, where appropriate, immersion suits and head protection. (c) Skates, if fitted to a lifeboat approved for use as a rescue boat, should be removed unless they are designed to be retained under all launch conditions. All openings should be shut in totally enclosed boats, except the helmsmans hatch, which may remain open to give a better view for launching. (d) Instructions as to procedures should be given to the boats crew by the officer in charge before the drill commences. (e) Two way radiotelephone communication should be established between the officer in charge of the drill, the navigating bridge, and the boat before lowering commences, and be maintained throughout the exercise. (f) The boats engine should be running before the boat is lowered, and crew should be standing by to adjust the length of the painter so it comes taut just before the boat enters the water. If possible, the painter should be marked to indicate the appropriate lengths for light and loaded drafts. (g) The ships propeller should be stopped during lowering and recovery, and while the boat is close to the ship. (h) Recovery and securing of the boat should be followed by a debriefing session to consolidate the lessons learned.
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6 Recovery of Lifeboats used as Rescue Boats.

Where a lifeboat is approved for use as a rescue boat, it is essential that after use as a rescue boat it can be safely recovered. Appendix 5 of Marine Orders, Part 25 (EquipmentLife-saving) requires that rope and wire pennants be provided to assist the recovery of a lifeboat which is also a rescue boat in bad weather conditions. Other arrangements may be accepted where they are compatible with the design of the boat and are capable of filling the intended purpose. Training should be carried out at each statutory launching of such a lifeboat. The instructions should be compatible with the particular arrangements on each ship, and documented in the ships Safety Management System.

7 Helicopter Drills.
7.1 Drills should be carried out on ships which transfer persons by helicopter, whether or not the helicopter lands on the ship, as necessary to ensure the crew are trained in: (a) normal procedures relating to the transfer of persons; and (b) emergency procedures as may be required by a helicopter crash or fire. 7.2 The training procedures should be in accordance with the ships Safety Management System and Marine Orders, Part 57 (Helicopter operations). ******

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Appendix 2 Passengers' muster stations

Name of ship
Cabin berth or lounge seat No.

Muster station

General Emergency Alarm Signal: Seven or more short blasts followed by one long blast on the ship's whistle or siren. This will be repeated on the general alarm bell system, and may be supplemented by instructions on the Public Address System. WHEN YOU HEAR THE GENERAL EMERGENCY ALARM SIGNAL, GO DIRECTLY TO YOUR MUSTER STATION. IF THERE ARE ANY INSTRUCTIONS GIVEN ON THE PUBLIC ADDRESS SYSTEM, OBEY THESE INSTRUCTIONS, THEN GO TO YOUR MUSTER STATION. The General Emergency Alarm Signal is a signal to passengers that an emergency has arisen which, unless it can be controlled, could result in abandonment of the ship. The crew will deal with the emergency. IT IS NOT A CAUSE FOR PANIC. When the emergency is assessed, passengers will be further instructed. Further instructions may include [return to cabins to pick up warm clothing, lifejackets, go to restaurant for meal while the emergency is being tackled, &c]. DO NOT RETURN TO YOUR CABIN UNLESS SO INSTRUCTED. ................................ (Master) ................................... (Date)

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Appendix 3 Instructions to passengerswarning in case of emergency

The following sets out the information that must be included in instructions to passengers in the case of emergency. 1. The assignment to muster stations of passengers in each cabin berth and/or lounge seat. The notice should give the location of the muster station, the route to be taken to reach it, and an alternative route if the preferred route is blocked by smoke or flames. Persons should also be directed to follow the low level lighting indicators if these are fitted. 2. Advice that the signal to assemble at the muster station will be a succession of 7 or more short blasts, followed by one long blast on the ship's whistle or siren, and repeated on the ship's general alarm bell system and by warnings on the public address system. 3. Advice that, should passengers hear this signal, they are to go immediately to their muster stations wearing their life-jackets. The text of this advice will vary depending on the stowage of the lifejackets. Stowage on small ships, where passengers could be reasonably expected to go from the muster station to cabins to collect the life-jackets, and return, is normally in cabins. Stowage on large ships should be adjacent to the Muster Stations. 4. Advice that, should it be necessary to abandon ship, passengers will be instructed to go to their survival craft (life-raft or lifeboat) boarding station, where they will be instructed to board their survival craft in an orderly and safe manner. 5. Passengers should be advised to ask their Steward or other crew member to show them how to put on their life-jackets and the way to their muster stations. It is recommended that the notice urge passengers to BE PREPARED at all times

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Appendix 4 Emergency stations list

Name of ship
Crew member identification Emergency station Emergency duty Survival craft

General Emergency Alarm Signal: Seven or more short blasts followed by one long blast on the ship's whistle or siren. This will be repeated on the general alarm bell system, and may be supplemented by instructions on the Public Address System. WHEN YOU HEAR THE GENERAL EMERGENCY ALARM SIGNAL, GO DIRECTLY TO YOUR EMERGENCY STATION. IF THERE ARE ANY INSTRUCTIONS GIVEN ON THE PUBLIC ADDRESS SYSTEM, OBEY THESE INSTRUCTIONS. Prepare to Abandon Ship Signal: AAA in Morse on the whistle (short, long, short, long, short, long) and repeated on the general emergency alarm bell system, also 'Finished with Engines' on the E/R telegraph. On hearing or seeing this signal, all isolated parties are to cease their current activities and go as quickly as possible to the Boat Deck. Abandon ship signal: [as determined by the Master.] It will normally be given by word of mouth from the Master or senior surviving officer

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

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

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Appendix 5 Beaufort scale of wind force

Number Knots Metres per second Description of wind

0 1 2 3 4 5 6 7 8 9 10 11 12

less than 1 1 to 3 4 to 6 7 to 10 11 to 15 16 to 20 21 to 26 27 to 33 34 to 40 41 to 47 48 to 55 56 to 65 above 65

less than 0.5 0.5 to 1.5 2.0 to 3.0 3.5 to 5.0 5.5 to 7.5 8.0 to 10.0 10.5 to 13.0 13.5 to 16.5 17.0 to 20.0 20.5 to 23.5 24.0 to 27.5 28.0 to 32.5 above 32.5

Calm Light air Light breeze Gentle breeze Moderate breeze Fresh breeze Strong breeze Moderate gale Fresh gale Strong gale Whole gale Storm Hurricane

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