The regulation on security on passenger and cargo ships.

Date-1999-04-27-537 Department food and Fisheries Ministry Published Avd in 1999 1309 (attachment) entry into force 01.07.1999 Recently changed-2007-06-29-1006 from 01.07.2007 Change FOR-1987-06-30-580 applies to Norway Pursuant LAW-2007-02-16-9-section 2, LAW-2007-02-16-9-section 6, LAW-2007-02-16-9-section 14, LAW-2007-02-16-9-section 15, LAW-2007-02-16-9-section 16, LAW-2007-02-16-9-section 19, LAW-2007-02-16-9-section 20, FOR-2007-02-16-171, FOR-2007-05-31-590.

Announced short title Forskr. about security on passenger and cargo ships Chapter overview: chapter I. Initial provisions (§§ 1-2) chapter II. General provisions (sections 3-4) chapter III. Requirements for security (sections 5-8) chapter IV. Final provisions (section 9) Appendix a. Norms related to Security Attachment B. related to Security Guidance set forth by the Norwegian maritime Directorate 27. April 1999 under the legal authority of the law 24. June 1994 no. 39 about sjøfarten (sjøloven), § 506. The legal authority is changed to law 16. February 2007 Nr. 9 about ship safety (ship safety law) § 2, section 6, section 14, section 15, section 16, section 19 and section 20, cf. the delegation decision 16. February 2007 Nr. 171 and the delegation decision 31. May 2007 No. 590. Cf. EEA Agreement annex XIII (Rdir. 94/58/EC with the change of Rdir. 98/35/EC). Amended by regulation 29 June 2007 No. 1006 (e.g. legal authority).

In the Introductory chapter. section 1 provisions. Work area 1.
This regulation, complete with attachments A and B apply to the Norwegian passenger and cargo ships of 50 tons and derover.

2. For ships under 50 tons applies to the regulation with attachments in the great coasting, or greater speed range.

3. Appendix A to these regulations are mandatory requirements that cannot be waived, and Appendix B contains general operational guides for vaktgående personnel.

§ 2. Definitions in this regulation with attachments means: 1. Passenger Ship: a ship that can carry more than 12 passengers or to have public permission to carry passengers.

2. Cargo ship: ships used for transport of cargo in solid or liquid form or ships of the Norwegian maritime Directorate is certified as a cargo ship, and that is not a passenger ship or fishing vessel and capture.

3. The bridge: control the House and brovinge except cutlery lugar, kartrom or other compartments in the stern of the wheelhouse.

4. Qualified crew member: Person who satisfies the requirements for language skills and that are certified for the bridge guard service in accordance with the current regulations on the kvalfikasjonskrav.

5. Reminder and call systems: internal communication facilities according to the applicable provisions of the regulations on the operational arrangements on Norwegian vessels.

6. Even controls the facility: facility that is made up of the control unit and compass comparison equipment (kursavvikeralarm) according to the applicable provisions of the regulations on the operational arrangements on Norwegian vessels.

7. Sea-going ships: ships with speed greater than site speed range 2 (protected waters).

8. Road rules: the regulation of 1. December 1975 No. 5 on the prevention of clashes at sea with subsequent changes.

9. Tons: Bruttotonnasje according to the International Convention on the measurement of Ships 1969, with later amendments, so this tonnage specified in the vessel's measure letter. For vessels that have a national bruttotonnasje led in the remark section, it is the national tonnage to be added to reason.

Chapter II. General provisions § 3. The duties of the shipping company, the master, and others who have their work on Board should perform their duties according to the ship's security law and with the supplementary regulations arising out of the regulation here.

§ 4. Waivers in individual cases, the Norwegian maritime Directorate after written application set aside the forskriftens requirements. Special reasons have to do fraviket necessary, and fraviket must be secure. This can only happen when it is not in violation of the international agreement that Norway has joined the.

Chapter III. Requirements for section 5. Fitness for duty with the purpose of preventing fatigue to 1.
It is established and enforced hvileperioder1 for vaktgående personnel, and 2.
required that the guard be directed so that the scheme the efficiency of all personnel will not be vaktgående impaired due to fatigue, and that the service must be added to to the right that the first watch at the start of a journey and subsequent replacement guards are sufficiently rested and otherwise able to do service.

section 6. Guard arrangements and principles 1.
Ship owners, ship operators, machine bosses and all vaktgående to be aware of the personnel requirements, principles and guidance in this Regulation as it is required to meet and observe to ensure that proper continuously guard or guards that is adapted to the prevailing circumstances and conditions, are held on all the ships at any given time.

2. The master shall ensure that the guard arrangements are sufficient with respect to keep proper guard or guards, the prevailing circumstances and conditions taken into consideration, and under the ship's driver's parent leadership that;

2.1. the person in charge Guard officers on the bridge is responsible for the safe navigation of the ship on their guards, then the should be physically present on the bridge or in a directly affiliated to the place so that a map room or the control room on the bridge;

2.2. radio operators are responsible for maintaining the uninterrupted radio guard on current frequencies on their guards;

2.3. the person in charge Guard officers on the machine guard under the direction of machine boss, are immediately available and ready to operate the engine room and is, when it is required, physically present in the engine room on their guards; and 2.4.
appropriate and effective guard or guards at any time be held for security reasons, when the ship is at anchor or moored and, if the ship causes dangerous cargo, that such a guard or guards are facilitated in a way which fully safeguards the consideration of the dangerous load's art, quantity, packaging and stowage and to the different conditions that reigns on board , on the sea or on land.

3. Guard lists to be looked up on easily accessible locations.

section 7. Brovakt 1.
Bridge Guard will be carried out in accordance with the provisions of Appendix A.

2. Bridge guard features include navigation, maneuvering, communication, management and a lookout. Operation of the mentioned functions should be as evidenced by this paragrafs Nr. 2.1, 2.2 and 2.3.

2.1. Navigation, maneuvering and communication. These features should be safeguarded by the ship's master or person in charge guard officer on the bridge.

2.2. Management. On ships where staffing is determined taking into account the that the ship is equipped with self control facility and collection-and call facility, the person in charge guard officer on the bridge have authority with and serve these functions alone, except when it occurs:-fog or low visibility, or crowded or unclean waters, or strong traffic, or other special hazards.

In such cases, it shall on any ship either be changed to manual control or be sustained monitoring of the courses and the control of the ship's self governance. In such cases, a qualified crew member Board the ship or to monitor the price of even controls the plant.

2.3. The Lookout. It should always be kept proper lookout in accordance with Appendix A, section 3.1, and in accordance with the provisions of the road rules. Under the assumptions that are mentioned in the Appendix A part 3.15 can the person in charge guard officer on the bridge have lookout feature alone in daylight.

section 8. Machine guard 1.
Security in the engine room should be carried out in accordance with Appendix A.

2. Guards should be put into the engine room, according to the current regulations on the operational arrangements on Norwegian vessels.

Chapter IV. Final provisions § 9. Entry into force this Regulation shall enter into force 1. July 1999.
From the same time repealed regulations by 30. June 1987 No. 580 about security for the deck department and computer Department at the Norwegian ships with attachments as to passenger and cargo ships.

Appendix a. Norms related to Security Guard arrangements and principles that should be observed part 1. Certificates 1 duty deck officer on brovakt or deck watch shall be duly qualified in accordance with the provisions of chapter II or Chapter VII in relation to the duties associated with the brovakt or deck watch.

2 officer on duty shall be machine duly qualified in accordance with the provisions of chapter III, or Chapter VII in relation to the duties associated with the machine guard.

Part 2. Travel planning General requirements 3 the journey should be planned in advance as the be taken into consideration all the relevant information, and any course laid down shall be checked before the journey begins.

4 Machine boss should, in consultation with the master, in advance to determine the desired the needs, as taking into account the requirements for fuel, water, lubricants, chemicals, consumer goods and other spare parts, tools, materials and anything else that is required.

Planning before every journey 5 before every journey to the driver on each ship to satisfy themselves that the sailing route from the port of departure first port of call is planned with the use of adequate and appropriate charts and other nautical publications necessary for the desired trip and that contains accurate, complete and up to date information regarding the navigasjonsmessige limitations and hazards which are of permanent or predictable nature , and that is relevant to the safe navigation of the ship.

Verification and show of planned sailing route 6 when the scheduling of the sailing route is verified, as the consideration given to all the relevant information, the planned sailing route has to be presented clearly on the appropriate map and be continuously available to the duty officer, who will verify each course to be followed before this is taken into use during the journey.

Deviations from the planned sailing Route 7

If during a journey is taken a decision to change the next port of call to the port in the planned sailing route, or if it is necessary for the ship to deviate significantly from the planned sailing route for other reasons, to a changed sail be scheduled before it made significant deviation from the original planned sailing route.

Part 3. Security along the Principles that apply universally for security 8 the parties to do shipping companies, ship operators, machine bosses and attending personnel aware of the following principles, which should be observed to ensure that safe guards are maintained at all times.

9 the driver on each ship has a duty to ensure that the guard arrangements are adequate with regard to maintaining a safe brovakt. During the ship's driver's parent leadership is the officer responsible for deck officers to navigate the ship safely in the time period they have guard, where they will be particularly keen to avoid clashes and grounding.

10 Machine boss on each ship has a duty to, in consultation with the master, to ensure that the guard arrangements are adequate with regard to maintaining a safe machine guard.

The protection of the marine environment 11 the master, officers and crews to be aware of the serious effects of pollution of the marine environment due to the ship's operation or accident, and shall take all possible precautions to prevent such pollution, particularly within the framework of relevant international rules and the port rules.

Part 3-1-principles that should be observed for brovakt 12 duty deck officer's ship the driver's Assistant and has the primary responsibility at all times for the safe navigation of the ship and for the fulfillment of the international rules for the prevention of collision at sea, 1972.

The lookout looks to be held 13 Justifiable at all times in accordance with rule 5 of the international rules for the prevention of collision at sea, 1972, and shall serve the following purposes: 13.1 the maintenance of a permanent state of vigilance by the use of vision and hearing, and other available means with respect to any significant change of the operating environment;

13.2 complete evaluation of the situation and the risk of collision, grounding and other dangers to navigation; and 13.3 detection of ships and aircraft in distress, shipwrecked persons, wrecks, objects in the sea and other dangers to safe navigation.

14 Lookout must be able to devote the task of keeping the proper look-out its full attention, and shall not perform or be set to perform duties that can be in conflict with this task.

15 duties of the lookout and ror man is separate, and ror man shall not be deemed to be the lookout during navigation, except in small ships where there are free view in all directions from the steering position and the absence of impaired night vision or any other obstacle with respect to keep a proper lookout. On duty deck officer may be the only lookout in daylight under the condition that it by all such occasions: 15.1 is made a careful assessment of the situation and determined without a doubt that it is safe to do so;

15.2 be taken fully into account all relevant factors, including, but not limited to:-be situation-term traffic density-the proximity of dangers to navigation-the attention required when navigating in or near trafikkseparasjonssystemer; and 9.5 are aid that is immediately available and that can be summoned to the bridge when any change in the situation requires it.

16 when taken a decision on the composition of the bridge guard is sufficient to ensure that it can be kept a proper look-out, going to the master take into account all relevant factors, including those described in this section in the code, as well as the following factors: 16.1 term, weather situation and sea condition;

16.2 traffic density, and other activities that occur in the area where the vessel is sailing;

16.3 the attention required when navigating in or near trafikkseparasjonssystemer or other sailing route schemes;

16.4 the extra workload posed by the ship's functions, immediate operational requirements and påregnede maneuvers;

10.3 fitness for service for each of the crew members that can be called upon, and which are included in the guard;

10.3 knowledge of and confidence in the professional competence of the ship's officers and crews;

10.4 the experience each on duty deck officer and the officer has some familiarity with the ship's equipment, procedures and manoeuvring properties;

16.8 activities which take place on board the ship at any given time, including activities related to radio communications, and the availability of aid that can be called upon immediately to the bridge if required;

16.9 operational status of the instruments and controls on the bridge, including alarm systems;

16.10 rudder and propeller control and the ship's manoeuvrability characteristics;

Nov 16 the size of the ship and the field of view from the command position;

December 16th the design of the bridge, to the extent that such a design can prevent a person who is part of the guard in to discover, by the use of vision or hearing, any development outside the bridge; and any other relevant 16.13 standard, procedure or guidance regarding guard arrangements and fitness for service that is adopted by the organization.

Guard arrangements 17 when it should be taken a decision on the composition of the bridge guard, which may include qualified crews, it should among other things be taken into account the following factors: 17.1 at no time shall the bridge be unmanned;

17.2 the weather conditions, visibility and whether there is daylight or darkness;

17.3 the proximity of dangers to navigation that can make it necessary for the officer to perform additional navigation duties;

10.8 the use of and the ready state for navigational aids such as radar or electronic position rewarding devices and any other equipment that affect the safe navigation of the ship;

10.9 whether or not the ship is equipped with self management;

whether or not related to 10.9 duties radio service shall be performed;

11.0 alarms, indicators and controls for unmanned engine room (UMS) that exist on the bridge, procedures for their use and limitations; and all requirements 11.1 unusual can be set to bridge the guard as a result of specific circumstances by the ship's operation.

Takeover of the guard on duty 18 deck officer shall not hand over the guard to the avløsende officer if there is reason to believe that the latter is not able to perform their duties effectively, guard and holds in such cases to the master during the directed.

19 Avløsende officer to ensure that all are included in the guard, is fully able to carry out their duties, especially with regard to their adaptation to night vision. Avløsende officers should not take over a guard before the sight their fully has adapted to the lighting conditions.

20 before they take over the guard, to ensure avløsende the ship's officers estimated or true position and confirm its route, heading and speed and, optionally, UMS controls and to note any dangers to navigation that can be expected in the course of the guard.

21 Avløsende officers shall personally ensure the following conditions: 13.1 standing orders and other of the ship's driver's special instructions regarding the navigation of the ship;

13.2 position, course, speed and the ship's draft;

13.2 prevailing and anticipated conditions as to the tides, currents, weather, visibility and the impact of these factors on the course and speed;

13.3 the procedures for the use of hovedmaskineri to maneuver when hovedmaskineriet is controlled from the bridge; and navigation, including 21.5 situation, but not limited to: 21.5.1 the ready state for all navigational and safety equipment that is in use or that with probability will be used in the course of the guard, 21.5.2 errors by gyro compass and magnetic compass, 21.5.3 the presence of and the movement of ships in sight, or that is known to be close to, the conditions and dangers that 21.5.4 man with probability will face in the course of the guard , and the possible effects of 21.5.5 krengning, trim, water salinity and the ship's movement in the water ("squat") on the clearances under the keel.

22 if the duty officer of the deck at any time should give way when a segment or other action to avoid a risk takes place, to the solution of this duty the officer first happen after the action is completed.

The exercise of the brovakt 23 The duty deck officer shall: 23.1 keep watch on the bridge;

23.2 under no circumstances leave the bridge before duly detachment has taken place;

23.3 all the time be responsible for the safe navigation of the ship, even if the master is on the bridge, until the competent officer is informed that the special master has undertaken the responsibility for the guard and this is understood by both; and 14.5 under right the master if there is doubt about which measures to be taken to ensure the safety.

24 on the guard to the rate that is held and the position and speed are controlled with appropriate spaces by using any available and necessary navigation aid to ensure that the ship follow the planned rate.

25 The duty deck officer shall have full knowledge of the location and operation of all safety-and navigation equipment on board the ship and shall be aware of and take into account such equipment operating limitations.

26 The deck officer on duty shall not perform or be set to perform duties that can interfere with the safe navigation of the ship.

27 on duty deck officers to make the most effective use of all the navigation equipment that is at their disposal.

28

When used radar, the duty officer of the deck have in memory the necessity to comply, at all times, the current provisions on the use of radar in the international rules for the prevention of collision at sea.

29 emergency contact to the duty officer of the deck do not hesitate to use the rudder, machinery and sound signal appliances. To changes in the engine revs to be notified in advance when this is possible, or it should be made effective use of the UMS-maskinkontroller that is located on the bridge in accordance with applicable procedures.

30 attending deck officers should know their ship properties as maneuvering and management of the ship, including stopping distances, and understand that such properties can be different from ship to ship.

31 it should be done the proper records on the guard of movements and activities related to the navigation of the ship.

32 it is of great importance that the special duty deck officer at all times and this is that it is held proper lookout. On ships with a separate kartrom on duty officer of the deck can make short visits on a map room when this is absolutely required for the appropriate performance of the navigation duties, but shall first ensure that it is safe to do so and that it be kept proper lookout.

33 Operating trial of the ship's navigation equipment should be made on the water as often as practically possible and so the circumstances allow, especially before the awaited dangerous situations that have meaning for the navigation. When it is relevant, that the testing always be registered. So the trial should also be made prior to arrival at or departure from port.

34 The deck officer on duty shall make regular checks to ensure that: the person who controls the 21.2 the ship or even the management keeps the right course;

21.3 the standard compass error is determined at least once in the course of the guard and, when possible, after any major course change; standard and gyro compasses are compared often and daughter will be synchronized with the compasses mother compasses;

21.3 even navigation be tested manually at least once in the course of the guard;

21.4 posisjonslanterner and signal lamp and other navigation equipment working properly;

34.5 radio equipment works properly in accordance with point 86 in this section; and 21.5 alarms, indicators and controls for unmanned engine room working properly.

35 The duty deck officer shall have in memory the necessity to comply, at all times, the current requirements in The International Convention on the safety of human life at sea (SOLAS), The attending 1974.1 deck officer shall take into account: the necessity of 21.8 to put a person to steer the ship and to change over to manual control in good time in order to make it possible to deal with a potentially dangerous situation in a safe manner; and 21.9 that it with a ship under even the management is very dangerous to let a situation develop to the point where the duty officer of the deck is without assistance and must break the continuity of the lookout to act in an emergency.

36 duty deck officers should be completely familiar with the use of all electronic navigational aids that are found on board, including their opportunities and constraints, and to use each of these tools as needed and should have in mind that echo the ticket is a valuable navigation aid.

37 The on duty deck officer should always use radar when it is or is expected to be reduced term, and at all times in the heavily trafficked waters, as it included adequate regard to radar's limitations.

38 The duty officer of the deck to ensure that radarskalaene used change with sufficient frequent spaces so that ECHO is detected as early as possible. The officer should have in memory the possibility of that small or weak echo is not detected.

39 When radar is in use, the duty officer of the deck always choose a suitable radar scale and pay close attention to the screen, and the officer shall ensure that plotting or systematic analysis will be started in good time.

40 The deck officer on duty shall notify the master immediately: 24.9 if it is or is expected to be impaired visibility;

25.0 if traffic conditions or other ship's movements gives cause for unrest;

25.0 in the event of difficulty to stay the course;

40.4 if countries or a sailing brand is not in sight, or it does not succeed to plumb the depth, within the time of this would have happened;

25.2 If the unexpected happens that countries or a sailing brand is in sight or a change in depth readings occurs;

40.6 by machine, the failure of the scene of the remote control of the propulsion machinery, control the machine or failure of other casualty absolutely necessary navigation equipment, an alarm or an indicator.

If the equipment has 40.7 radio an error function;

40.8 in hard weather, if there is any doubt about the possibility of værskade;

25.4 If the ship is facing a danger to navigation, such as ice or a wreck; and in any other 40.10 emergency or if there is any doubt.

41 without regard to the requirement of immediate to inform the master under the aforementioned circumstances are to be on duty deck officer, moreover, do not hesitate to take immediate action to ensure the ship's security when the circumstances require it.

42 The duty deck officer shall give all relevant personnel vaktgående instructions and information that will ensure that it is kept a safe guard, including proper lookout.

Security under different conditions and in different areas Ready be 43 on duty officer The deck to make frequent and accurate compass bearings of ships approaching as a means to detect the risk of clashes early and have in mind that such a risk may sometimes exist even when an appreciable change in the bearing clearly exists, particularly when approaching a very large vessel or a tow or when the distance to the ship you are approaching is small. The officer of the deck officer shall also take early and clear precautions in accordance with applicable international rules for the prevention of collision at sea, 1972, and then making sure that such measures have the desired effect.

44 in clear weather to, when it is possible, the duty officer of the deck always try out the radar. 

Impaired term when it's 45 or is expected to be reduced term, should it foremost the responsibility of the officer of the deck on duty be to fulfill the relevant rules of the international rules for the prevention of collision at sea, 1972, particularly with regard to give sound signals, go with the safe speed and to have computers ready for instantaneous maneuvering. In addition to the on duty deck officer: 45.1 under right the master;

45.2 set proper lookout;

28.1 the Kindle posisjonslanterner; and 28.2 operate and use the radar. 

When it is dark and the 46 the master on duty deck officer shall, when it is set out, take duly into account the equipment on the bridge and navigation aids that are available for use, their limitations; procedures and security measures that have been implemented. 

The coastal waters and heavily trafficked waters 47 Map on board with the greatest standard, which is appropriate for the site and corrected according to the latest available information, will be used. Position fix should be made with frequent intervals, and always with the use of more than one method when conditions permit.

48 The on duty deck officer to clearly identify all relevant sailing marks. 

Navigation with the los on board 49 Losenes duties and obligations notwithstanding, their presence on board does not exempt the master or the officer of the deck on duty from their duties and obligations with respect to the ship's security. The master and the pilot shall exchange information regarding navigation procedures, local conditions and the ship's characteristics. The master and/or the duty officer work closely to the deck with the pilot and all the time cause careful control with the ship's position and movement.

50 If the duty officer of the deck is in any doubt when it comes to actions or intentions losens, the duty officer of the deck search clarification with the pilot, and there is still doubt, the duty officer of the deck during the right master and meet any measures that are necessary before the master are out. 

Ships anchor master 51 consider it If required, it shall be kept continuously brovakt when the ship is for the anchor. When the ship is anchored, the duty officer of the deck: 51.1 determine and plot the ship's position in the map as appropriate as soon as is practicable;

51.2 when conditions permit, the officer should verify with sufficient frequent space ship constantly is certainly anchored by taking bearings of fixed sailing marks or easily recognizable landmarks;

51.3 ensure that it is kept proper lookout;

51.4 ensure that it be made periodic inspeksjonsrunder on the ship;

51.5 observe meteorological conditions and tidal conditions as well as the State;

under the master 51.6 right and take all necessary measures if the ship dregger;

32.1 ensure that hovedmaskineriet and other machinery is kept in accordance with the self-contained ship the driver's instructions;

under the master 32.2 right if visibility deteriorates;

51.9 ensure that the ship shows the appropriate navigation lights and signal shapes and gives the correct audio signals in compliance with all applicable rules; and 51.10 take precautions for the protection of the environment against pollution from the ship and follow the current rules on pollution.

Part 3-2-principles that should be observed for machine guard 52 the term "machine guard", as it is used in section 3-2, 4-4 and 4-4 of this section, means either a person or a group of personnel that the guard is made up of or a period of responsibility for an officer where the offiserens physical presence in the computer room can be, or not to be, required.

53

"Attending computer officer" is machine boss's Deputy and has the main responsibility at all times for the safe and efficient operation and maintenance of the machinery that has significance for the ship's safety, and is responsible for the necessary inspection, operation and testing of all machinery and equipment belonging to the guard's area of responsibility the machine.

Guard arrangements composition of 54 machine guard shall at all times be sufficient to ensure the safe operation of all machinery that affect the ship's operation in either automatic or manual mode, and be adapted to the prevailing circumstances and conditions.

55 When it should be taken a decision on the composition of the machine guard, which may include qualified crews, it should among other things be taken into account the following factors: 55.1 ship type and maskineriets type and condition;

55.2 sufficient supervision at all times for machinery that affect the safe operation of the ship;

55.3 any special operating mode that is required because of conditions such as weather, ice, contaminated water, shallow waters, emergency situations, limitation of damage or pollution;

computer qualifications and 55.4 the guard's experience;

55.5 security for human life, ships, cargo and port, and the protection of the environment;

34.5 compliance of international, national and local rules and regulations; and the maintenance of 55.7 the ship's normal operation.

Takeover of the guard on duty 56 The computer officer shall not hand over the guard to the avløsende officer if there is reason to believe that the latter obviously is not able to perform their duties effectively, the guard holds and in this case the machine under boss.

57 Avløsende officer to ensure that all of that is part of the current guard, apparently is fully able to carry out their duties effectively.

58 before they take over the machine guard, avløsende officers ensure at least the following conditions: 58.1 standing orders and machine the boss's special instructions regarding the operation of the ship's systems and machinery;

58.2 the nature of all work performed on machinery and systems, personnel that do the work and potential hazards;

36.2 level and, when applicable, the condition for water or debris in the drain stones, ballast tanks, sloptanker, reserve tanks, fresh water tanks, sewage tanks and specific requirements with respect to the use or removal of the content in these;

36.3 condition and level of brennolje in the reserve tanks, bottom fellings thought, day tank and other retention funds for brennolje;

58.5 special requirements associated with the removal of sewage from sanitary system;

58.6 State and operating mode for the various main and auxiliary systems, including the allocation system for electric power;

36.5 when appropriate, State of monitoring and control equipment, and the equipment that can be operated manually;

58.8 when applicable, condition and operating mode for the automatic boiler control equipment so that the flame control systems, border control systems, combustion control, control systems for the regulation of the brennoljetilførsel and other equipment related to the operation of steam boilers;

58.9 potential adverse conditions as a result of the bad weather, ice, contaminated water or shallow waters;

58.10 special operating ways that are required by equipment failure or adverse conditions by the ship's condition;

58.11 reports from crews regarding the computer tasks are set to perform;

58.12 availability of fire-fighting means; and how completely 58.13 machine day book is brought.

The exercise of the machine guard 59 The duty machine officer shall ensure that the established guard arrangements be maintained and that the crews which are included in the machine guard contributes to the safe and efficient operation of the propulsion machinery and help the equipment under the direction of machine the officer.

60 The officer on duty all the time machine should be responsible for work operations in the engine room, even if the machine boss is located in the engine room, until the competent officer is informed that specific machine boss has undertaken the responsibility for the guard and this is understood by both.

61 All included in the machine guard is going to be familiar with the guard holds to perform duties. All of which are included in the machine guard should also, in relation to the ship they do service on board, be familiar with: the use of 61.1 suitable internal communications systems;

61.2 escape routes from the engine room;

61.3 alarm systems for computer rooms, and be able to distinguish between the various alarms with particular attention focused on the alarm for fire-fighting means; and the number of 61.4, location and types of devices for fire fighting and damage control in the machine room, moreover, their use and the various precautions to be observed.

62 Any machinery that does not work satisfactorily and which is expected to feilfungere or that require special treatment, to be identified, along with any measures that have already been implemented. It should be worked out plans for further measures if this is required.

63 when the machine room is staffed, the officer on duty at all times the machine be ready and able to operate the propulsion machinery to ensure the need for changes in direction or speed.

64 when the engine room is unmanned, computer periodically to the officer at contingency guard be immediately available and could be summoned to the machine room.

65 all the orders from the bridge will be carried out promptly. Changes in direction or speed to register with hovedfremdriftsenhetene, less an administration has determined that a specific ship size and characteristics make it impractical to make such filings. The officer on duty is to ensure that computer controls for the hovedfremdriftsenheten, when they are in the manual operation mode, is under continuous supervision by emergency or maneuvering.

66 Required attention should be devoted to ongoing maintenance and support for all machinery, including mechanical, electrical, electronic, hydraulic and air-driven systems, their control device and associated safety equipment, all equipment to systems serving the public in the décor and the registration and usage of inventory items and spare parts.

67 Machine boss to ensure that the machine is on duty officer informed of all preventative maintenance, all damage control and any repairs to be made in the course of the machine guard. The officer on duty machine should be responsible to isolate, to provide for the circulation of and to customize all machinery as it should be worked on and that belongs to the responsibility of the security guard's computer, and to lead overview of all work performed.

68 When the engine room is set in readiness, the officer on duty machine ensure that all machinery and equipment that can be used during the maneuvering, is ready to use immediately, and that a sufficient power reserve is available to control the computer and other needs.

69 officers on duty shall not perform the machine or be set to perform duties that can be in conflict with their supervisory duties when it comes to hovedfremdriftssystemet and ancillary equipment. They should continuously supervise the hovedfremdriftsanlegget and help systems until they are duly superseded and shall periodically inspect the machinery they are responsible for. They should also make sure that the goose a sufficient number of rounds in the machine room and control the machine room to observe and report the error functions by the equipment or equipment breakdown cover, to make or lead routine adjustments, necessary maintenance and all other necessary tasks.

70 officers on duty to instruct machine all other people who are part of the machine guard to inform them of potentially dangerous conditions that can impact negatively on the machinery or bring human life or ship in danger.

71 The officer on duty to ensure the machine that there be supervision of machine guard and shall ensure that it is inserted new guard personnel if the personnel at the machine guard is unable to attend to his duties. Machine guard should not let the machine room be without supervision in a manner that will prevent manual operation of the computer system or trotler.

72 The officer on duty shall take necessary machine measures to limit the effects of the damage caused by the equipment casualty, fire, water penetration, violation, clash, grounding or other conditions.

73 Before the guard ends, the officer on duty make sure that all hardware events related to the main or help the machinery that has taken place in the course of the machine guard, is recorded on a suitable way.

74 The duty officer to work with the machine any Machinist in charge of maintenance work by all preventative maintenance, all damage control and any repairs. This shall include, but not necessarily be limited to: 74.1 to isolate and to provide for the circulation of machinery it should be worked on;

46.1 to customize the rest of the plant so that it works properly and securely in the time the maintenance is in progress;

74.3 to lead list of, in the machine the diary or other appropriate document, the equipment as it is worked on and the personnel who have taken part in the work, and the security measures that were implemented and by whom, as a help for avløsende officers and to be able to document the work; and 74.4 to test and put into operation a repaired machinery or equipment when necessary.

75 The duty officer performing machine to that all crews in the engine room that performs maintenance duties, are available to assist by manual operation of machinery in the event of failure of the automatic equipment.

76

The officer on duty will have in the computer memory that changes in speed caused by the error function by the machinery, or any loss of control, can bring the security of ships and of human life in danger. The bridge should be directed immediately in the case of under fire and before the measures will hit in the engine room which can cause reduction in the ship's speed, the imminent failure of the steering system, stop in the ship's propulsion system, or any change in the generation of electric power or similar threat to security. This underretningen to be given, if possible, before the changes are made, to give the bridge as much time as possible to take any possible measures to avoid a potential sea accident.

77 The attending officer inform the machine to machine boss without delay: 77.1 when a machine damage or malfunction occurs which may pose a risk to the safe operation of the ship;

77.2 when any malfunction occurs which is believed to be able to cause damage to or failure of the propulsion machinery, machinery or monitoring help and control systems; and 48.0 in any emergency or if there is any doubt about the decision to be taken or what measures to be taken.

78 regardless of the requirement to inform the machine under the boss above the circumstances to the officer on duty don't hesitate machine to take measures immediately to ensure the safety of the ship, the ship's machinery and crew when the circumstances require it.

79 The officer on duty to give machine guard personnel all relevant instructions and information to ensure that it is kept a safe machine guard. Routine maintenance of machinery, performed as the jobs as part of a safe security, to be accommodated as a regular part of the guard routine. Comprehensive repair maintenance involving repairs to the electrical, mechanical, hydraulic, air powered or associated electronic equipment throughout the ship to be performed with the machine and attending offiserens's the boss's judgment. It should be list of such repairs.

Machine guard under different conditions and in different areas Reduced term 80 attending The machine officer shall ensure that air and vapor pressure is kept continuously up so that audio signals can be given and that the orders from the bridge concerning changes in speed and direction at all times be complied with immediately, and, moreover, that the help the machinery used to maneuvering can easily be used. 

The coastal waters and heavily trafficked waters 81 The attending computer officer shall ensure that all machinery that has significance to the maneuvering of the ship, immediately can be set in manual operation mode when the officer under directed that the ship is in the heavily trafficked waters. The officer on duty to ensure the machine also that a sufficient power reserve is available for management and other manoeuvring requirements. Emergency management and other ancillary to be ready for immediate use. 

Ship for ship's anchor When 82 for the anchor in the open sea, to machine boss consult with the master about the machine scheme that used guard is during the journey, to be maintained.

83 When a ship is for anchor on the open red or under any other conditions must be said to be moored in the sea, to the officer on duty make sure that machine: 83.1 held an effective machine guard;

83.2 the periodic inspection is made of all machinery that is in operation and in emergency response;

83.3 main and auxiliary machinery is kept ready for immediate use in accordance with the orders from the bridge;

It measures enforced 83.4 to protect the environment against pollution from the ship, and that the current rules for the prevention of pollution are followed; and any damage control systems 83.5 and fire-fighting facilities are fully functional enterprise.

Part 3-3 principles that should be observed for the radio guard General provisions to do 84 Administrations shipping companies, ship operators and personnel performing the radio security aware of the following provisions, which shall be followed to ensure that sufficient security radio guard is held while the ship is in the sea. At the observance of this code shall be taken into account to the Radio Regulations.

Guard arrangements 85 When radio guard arrangements are determined, should the master on each sea-going ships: 85.1 ensure that radio guard is held in accordance with the relevant provisions of the Radio Regulations and the Sun Convention;

85.2 ensure that the primary radio guard holds the duties will not be harmed because of that radio traffic that is not relevant to the safe movement of the ship and safe navigation, be paid attention; and 85.3 take account of radio equipment installed on board and its operational status.

The exercise of the duty Radio operator radio 86 that performs radio guard holds duties, shall: ensure that 86.1 kept guard at the frequencies specified in the Radio Regulations and the Sun Convention; and regularly check the operation of 86.2 radio equipment and its power sources over the course of the guard and inform the master of all observed cases of the failure of this equipment.

87 the requirements of the Radio Regulations and the Sun-the Convention on the recognition of the radio telegraph-or possibly the radio diary should be met.

88 the responsibility for record keeping in relation to the radio service, in accordance with the requirements of the Radio Regulations and the SOLAS Convention, is located to the radio operator that has been assigned the primary responsibility for radio communications in emergency situations. The following conditions, along with the times when conditions occurred, to journalize: 88.1 a summary of radio communications that include emergency messages, urgent messages and security messages;

88.2 important events related to the radio service;

88.3 the ship's position at least once a day when it is relevant; and 88.4 a summary of the State of radio equipment, including the equipment's power sources.

89 the journals should be kept at the place need communication over the radio going on, and to be made available: 89.1 for inspection made by the master; and 89.2 for inspection by any of the Administration's authorized officials and of any duly authorised Inspector who wield control according to article X of the Convention.

Part 4. Security in the port principles that apply to all security Generally 90 On any ship that is safely moored or is safe for the anchor under normal conditions in port, the master shall ensure that it is kept a suitable and effective guard to ensure the safety. Særkrav may be necessary for different types of propulsion systems or ancillary equipment on board ships and for ships risky, dangerous, toxic or highly flammable materials or other special types of cargo.

Guard arrangements 91 Deck Guard arrangements in the port shall at all times be sufficient to: 91.1 ensure the safety of human life, ships, Harbour and the environment, and ensure the safe operation of all machinery that is associated with the loading and unloading;

91.2 fulfill international, national and local rules; and 91.3 maintain order and normal routines on board the ship.

92 the master shall determine the composition and duration of the deck the guard on the basis of mooring and anchoring conditions, the ship's type and the nature of the duties.

93 If the master finds it necessary, a qualified deck officer lead guard.

94 the necessary equipment should be adapted in such a way that it provides effective security.

95 Machine boss should, in consultation with the master, make sure that the machine guard arrangements are sufficient to maintain a secure machine guard in the port. When taken decision on the composition of the machine guard, where suitable to perform the duties of the crews in the engine room can be included, it should be taken into account among other things the following conditions: 95.1 on all ship with propulsion power of 3,000 kW and more to an officer always guide the machine guard;

95.2 on the ship with propulsion power of less than 3,000 kW it can, when the master permits and in consultation with the machine boss, held without a machine guard officer leading the guard; and 95.3 officers, when they lead a machine guard, did not perform or be set to perform any task or duty that could conflict with their supervisory duty when it comes to the ship's machinery.

Takeover of the guard on duty 96 A deck officer or officer shall not hand over the guard to the avløsende officer if there is reason to believe that the latter obviously is not able to perform their duties effectively, guard and holds in such cases to either the master or machine boss under directed. Avløsende deck officers or officers to ensure that everyone who is part of the current guard, apparently is fully able to carry out their duties effectively.

97 If an important work operation is carried out at the time the guard change to take place, should this be completed by the officer to give way, except when the master or machine boss gives different orders.

Part 4-1 Takeover of deck guard 98 before the takeover by the deck watch officer to be informed avløsende about the following conditions of the on duty deck officer: 98.1 water depth where the ship is located, the ship's draft, level and timing of high and low tide; protection of its moorings, the anchor position and how much chain that are out, and other aspects of its moorings that are of importance to the ship's security; hovedmaskineriets State and its preparedness in emergency situations;

98.2 all work to be carried out on board; art, quantity and location of cargo that is taken on board or that even is on board, and load the waste on board after the ship is finished unloaded;

98.3 the water level in the drain rocks and ballast tanks;

98.4 lanterns that appear or light and sound signals that are given;

98.5 the number of crew members required on board and the presence of other persons on board;

98.6 fire-fighting equipment's condition;

98.7 all different port rules;

98.8

ship driver's standing and special orders;

98.9 available communication lines between the ship and personnel in the country, including port authorities, in the event of an emergency should occur or assistance is needed;

all other conditions of the 98.10 importance for the safety of the ship, its crew and cargo, or for the protection of the environment against pollution; and 98.11 procedure by warning of right authority in the case of environmental pollution caused by activities on the ship.

99 before taking over a deck guard, to verify that the avløsende officers: 99.1 moorings and anchor chains are adequately secured;

99.2 the prescribed lanterns or sound and light signals will be shown or given correctly;

99.3 security measures and fire protection rules be observed;

99.4 the are well aware of any risky or dangerous cargo being loaded or unloaded and the actions to be taken in case of spillage or fire;

99.5 no outer conditions or conditions put the ship in danger and that the own ship does not pose a danger to other ships.

Part 4-2-Takeover of the machine guard 100 before they take over a machine guard, should be under the avløsende officers posted on the following conditions of the officer on duty machine: 100.1 standing orders for the day, different orders concerning the ship's operation, maintenance, repairs of the ship's machinery or control equipment;

100.2 the nature of all work being performed on machinery and systems on board, the personnel involved and potential hazards;

100.3 when appropriate, level and condition for water or debris in the drain stones, ballast tanks, sloptanker, sewage tanks and specific requirements with respect to the use or removal of the content in these;

Special requirements related to 100.4 removal of sewage from sanitary system;

100.5 condition and readiness level for portable fire-fighting equipment and fixed fire-fighting installations and fire detection systems;

100.6 people who are approved as technicians and which is about to perform repairs of machinery and equipment on board, their place of work and repair functions, as well as all other authorized personnel and the required crew;

100.7 all port rules regarding emissions from the ship, fire-fighting requirements and the ship's readiness, especially when there is a risk of bad weather;

100.8 communications lines that are available between the ship and personnel in the country, including port authorities, in the event of an emergency should occur or assistance is needed;

all other conditions of the 100.9 importance for the safety of the ship, its crew and cargo, or for the protection of the environment against pollution; and 100.10 procedure by warning of right authority in the case of environmental pollution caused by activities related to machinery and equipment on board.

101 Avløsende officers, before they take over a machine guard, ensure that they have received all the necessary information about the conditions that are discussed above from the officer they supersede, and: 101.1 be familiar with existing and potential power-, heat-and light sources and their distribution;

101.2 know the availability of and condition of the ship's fuel, lubricants and all water supply; and 101.3 be ready to make the ship and its machinery ready for contingency or emergency situations as far as possible and as required.

Part 4-3-exercise of deck guard 102 The on duty deck officer shall: 102.1 go rounds at regular intervals to inspect the ship;

be aware of 102.2 Special: State of protection 102.2.1 and of landing, anchor chain and moorings, especially by the tidal shift or on 80 with sharp spikes or strong fall, and, when necessary, take measures to ensure that they are in the normal operating state, 102.2.2 draft, clearance under the keel and the ship's condition with a view to avoid dangerous heel or trim during work with cargo or ballast , 102.2.3 weather conditions and sea state, observance of all 102.2.4 rules regarding safeguards and the fire protection, 102.2.5 the water level in the drain stones and thoughts, 102.2.6 all the people on board and where they are located, especially people that are located in remote or enclosed rooms, and 102.2.7 view of the lanterns and the use of light and sound signals when required;

102.3 hit the necessary measures to protect the ship, persons on board and the cargo in bad weather or when the storm warning is received;

102.4 take all necessary precautions to prevent pollution of the environment from the ship;

102.5 when there is an emergency that threatens the ship's security, give alarm, inform the master and take all measures possible to prevent damage to the ship, its cargo and persons on board, and if necessary ask for help from the authorities in the country or from ships in the vicinity;

102.6 be aware of the ship's stability condition so that the Fire Department in the country can be briefed about the approximate amount of water that can be pumped on board without danger to the ship;

102.7 offer help to ships or persons in distress;

102.8 take necessary precautions to prevent accidents or damage when propellers to tørnes; and 102.9 to lead into the appropriate day book all important events pertaining to the ship.

Part 4-4-103 practice of attending computer machine Guard officers to devote the following conditions special attention: 103.1 observance of all orders, different operating procedures and rules regarding risky conditions and their prevention in all areas is in charge of the guard officer;

103.2 instrumentation and control systems, monitoring of all power supply, all the components and systems that are in operation;

103.3 the techniques, methods and procedures that are necessary to prevent violations of pollution rules given by the local authorities; and 103.4 drain tiles State.

104 attending computer officers: 104.1 give alarm in emergencies when the circumstances after the guard offiserens perception requires it, and take all measures possible to prevent damage to the ship, persons on board and the cargo;

104.2 be aware on the deck needs related to offiserens equipment needed to loading or unloading and, moreover, the requirements that ballast systems and other control systems for ship's stability sets;

104.3 make frequent present to determine possible cases of malfunction or failure, and promptly take action in such cases to ensure the safety of ships, loading and unloading operations, port and the environment;

104.4 ensure that necessary precautions are taken within the guard responsibility for offiserens to prevent accidents or damage to the ship's various electrical, electronic, hydraulic, air-driven and mechanical systems;

104.5 ensure that it successfully satisfying overview of all important events pertaining to operations, customization or repair of the ship's machinery.

Part 4-5 Guard in port on ships risky download Widely master 105 on each ship that takes cargo that is risky, be it explosive, flammable, toxic, hazardous or harmful to the environment load, shall ensure that safe guard arrangements be maintained. On ships that lead to risky cargo in bulk this is secured by a duly qualified officer or officers and possibly crews to be immediately available, even when the ship is safely moored or safely at anchor in port.

106 on the ships cargo otherwise riskier than in bulk, the master shall take all possible attention to the risky load's art, quantity, packaging and stowage and to all special conditions on board, to the water and on land.

Attachment B. related to Guidance Security Guidance regarding guard arrangements and principles that should be observed part 3-1. Guidance on brovakt Introduction 2 Special guidance may be necessary for special ship types and also, for ships risky, dangerous, toxic or highly flammable cargo. The master should provide such operating guidance to the individual case dictates.

3 it is essential that the person in charge on the bridge the Guard officers understand that the effective execution of their duties is necessary due to the safety of human life and property at sea and to prevent pollution of the marine environment.

Management of bridge resources 4 shipping companies should prepare guidance on the proper procedures on the bridge and promote the use of checklists that are customized for each ship, as taking into account the national and international guidance. 1 5 shipping companies should also develop guidance for ship captains and guard officers on the bridge on each ship of the necessity of continual assessment of how the bridge guard resources are distributed and used, on the basis of, for example, the following principles for the management of bridge resources : 5.1 a sufficient number of qualified people should be on guard to make sure that all the duties can be performed effectively;

5.2 all of which are included in the bridge guard should have appropriate qualifications and be fit to perform their duties efficiently and effective, or the person in charge guard officer on the bridge should take into account any limitation of the available persons qualifications or fitness when they make decisions about navigation and operation;

5.3 the duties should in a clear and unambiguous way is assigned to specific individuals, which should confirm that they understand their responsibilities;

5.4 the tasks should be carried out in a clear order of priority; 1 5.5 no which are included in the bridge guard should be given more duties or harder tasks than he or she can perform in an efficient way;

5.6 the individual should at all times be placed where they can carry out their duties in the most efficient and effective way, and should be relocated when the circumstances require it;

5.7

those that are included in the bridge guard, should not be given a few different duties, tasks or locations before the person in charge guard officer on the bridge is sure that the change can be made efficient and effective;

3.6 instruments and equipment which are considered to be necessary for the efficient execution of duties, should be readily available to people in the bridge guard that using the equipment in question;

3.7 communications between persons that are included in the bridge guard, should be ready, fast, reliable and relevant to the tasks to be performed;

5.10 activity that is not absolutely necessary and interference should be avoided, or removed;

5.11 all bridge equipment should function properly, and if so is not the case, the person in charge should guard officer on the Bridge take into account any malfunction that can be released when decisions about the operation to be taken;

5.12 all essential information should be collected, processed and interpreted and be easily accessible to those who need it to perform their duties;

5.13 materials that are not absolutely necessary, should not be placed on the bridge or in the other place where there's work; and 5.14 all which are included in the bridge guard, should at all times be prepared to react efficiently and effective changes in the conditions.

Part 3-2. Guidance on machine Guard 6 Special guidance may be necessary for particular types of propulsion systems or ancillary equipment and for ships risky, dangerous, toxic or highly flammable materials or other special types of cargo. Machine boss should give such operating guidance to the individual case dictates.

7 it is essential that the person in charge of the Guard officers machine guard understand that effective execution of their guard holds necessary due obligations to the safety of human life and property at sea and to prevent pollution of the marine environment.

8 before they take over the machine guard, officers should: 8.1 avløsende be familiar with the location and use of the equipment to ensure the safety of human life in a risky or toxic environment;

8.2 ensure that materials for use by first aid in an emergency situation is easily accessible, especially material that is necessary for the treatment of burns and skåldsår; and 8.3 be aware of, when the ship is safely anchored or moored in port: 8.3.1 load activities, the status of maintenance and repair functions, and any other business that touches on the guard, and help serving 8.3.2 machinery passenger or crew décor, the loading and unloading operations, operational water supply and avgassystemer.

Part 3-3. Guidance on the radio guard Widely 9 Radio regulations prescribes, among other things that each ship radio station should be authorized, be under the authority of the parent a captain or other person responsible for the ship, and just being serviced under the control of personnel with appropriate qualifications. Radio regulations prescribes, moreover, that an emergency alert to be sent only when the master or other person who is responsible for the ship, have empowered this.

10 the master should have in memory that all personnel who have been given the responsibility to send an emergency alert, need to get instruction with respect to all radio equipment on board the ship, have good knowledge of the equipment and be able to operate it properly in accordance with rule in/14, point 1.4. This should be brought into the deck day book or radio diary.

11 in addition to the requirements of the radio security, should any captain of a sea-going ships ensure that: 11.1 the ship's radio station is manned with a view to the proper exchange of public notices-especially public messages, as taking into account the limitations imposed by the duties of those who are empowered to use the drive, and 11.2 radio equipment on board, and the emergency power sources if such is installed , maintained in an efficient operating condition.

12 Necessary instruction and information on the use of radio equipment and procedures for emergency and security purposes should be given on a regular basis to all relevant crew members by the person according to the alarm instruction has the primary responsibility for radio communications in emergency situations. This should be brought into the radio diary.

13 the master of any ship which is not covered by the SOLAS Convention, should require that it be kept a proper radio security so the Administration determines, as the Radio Regulations.

Operation 14 Before the journey takes to, radio operator should assigned the primary responsibility for radio communications in emergency situations, ensure that: 14.1 all radio equipment to use for emergency and security purposes and reserve power source is in an efficient operating condition, and that this is brought into the radio diary;

14.2 all documents required according to international agreement, messages to the ship's radio stations and additional documents required by the Administration, are available and up to date according to the recent correction vouchers, and that any discrepancy is reported to the master;

14.3 radio clock be set right in relation to the standard time signals;

14.4 all antennas are right placed, undamaged and properly connected; and 14.5 routine weather and farvanns notifications for the site where the ship will be sailing is updated, to the extent practicable, together with them the master asks for other areas, and that such messages handed over the master.

15 When the journey takes to and the station opened, radio operator on duty: 15.1 to listen on the appropriate distress frequencies for any possible emergency situation that may have occurred; and 9.4 send a traffic report (name, position and destination, etc.) to the local coastal station and any other appropriate coastal station that can be expected to give public notices.

16 while the drive is up, radio operator on duty: 10.0 checking the radio clock to standard time signals at least once a day;

10.1 send a traffic report when the ship sails in and out of the coverage area to a coastal station that can be expected to give public notices; and 16.3 send reports for ship reporting systems in accordance with the ship the driver's instructions.

17 When the ship is in the sea, radio operator that is assigned the primary responsibility for radio communications in emergency situations, ensure that the following works proper: 17.1 radio equipment with digital selective call (DSC) for emergency and security purposes, by making a test call at least once a week; and 10.7 for emergency radio equipment and security purposes, by making a test at least once a day, but without sending any signal. The results of these tests should be brought into the radio diary.

18 Radio operator who is appointed to manage the public notices, should make sure that it is kept the effective guard at frequencies where such notices with probability will be exchanged, and taking into account the ship's position in relation to the coastal stations and Coast Earth stations that can be expected from the traffic. When communications are exchanged, radio operators follow the relevant recommendations from the International Telecommunications Union (ITU).

19 When a radio station be closed upon arrival at a port, radio operator on duty to inform the local coastal station and other coastal drives that the ship has kept contact with, about the ship's arrival and about the closure of the station.

20 when the radio station is closing, radio operator should assigned the primary responsibility for radio communications in emergency situations: 20.1 ensure that send robbery teeth is grounded; and 20.2 check that reserve power sources are sufficient charge.

Emergency alarms and procedures 21 Need the alarm or emergency call always supersedes all other radio traffic. All stations that receive such signals, according to the Radio Regulations immediately adjust all other radio traffic that will be able to interfere with emergency messages.

22 in the case of an emergency affecting the own ship, radio operator who is assigned the primary responsibility for radio communications in emergency situations, immediately take responsibility for following the Radio reglementets procedures and relevant ITU-R recommendations.

23 when an emergency alert is received: 23.1 should radio operator on duty notify the master and the radio operator who is assigned the primary responsibility for radio communications in emergency situations; and 14.4 should radio operator that is assigned the primary responsibility for radio communications in emergency situations, assess the situation and immediately take responsibility to follow Radio procedures and reglementets relevant ITU-R recommendations.

Urgent 24 in the case of an emergency situation affecting the own ship, radio operator who is assigned the primary responsibility for radio communications in emergency situations, immediately take responsibility for following the Radio reglementets procedures and relevant ITU-R recommendations.

25 in the case of meddelser that apply to medical advice, radio operator that is assigned the primary responsibility for radio communications in emergency situations, follow procedures and Radio reglementets stick to the terms as they are published in the relevant international documents (see section 14.2) or as specified by those responsible for satellittjenesten.

26 in the case of notices that apply to medical transports, as defined in annex 1 to the Protocol to the Geneva Conventions of 12. August 1949 on the protection of victims of international armed conflicts (Protocol 1), radio operator who is assigned the primary responsibility for radio communications in emergency situations, follow the Radio reglementets procedures.

27 When an urgent message is received, the radio operator on duty should notify the master and the radio operator who is assigned the primary responsibility for radio communications in emergency situations.

Security messages 28 when a security message to be sent, should the master and radio operator on duty following the Radio reglementets procedures.

29

When a security message is received, radio operator on duty note content in it and act in accordance with the ship's driver's instructions.

30 Bridge-to-bridge communication should take place on VHF channel 13. Bridge-to-bridge communication is described as "Intership Navigation Safety Communications" in the Radio Regulations.

Radio diary 31 Additional records in the radio diary should be undertaken in accordance with point 10, 12, 14, 17 and 33.

32 Unauthorized transmissions and cases of harmful interference should be identified, if possible, be brought into the radio diary and made known to the Administration so Radio Regulations requires, along with a relevant excerpt from the radio diary.

The maintenance of the batteries charge of 33 batteries power source for any part of the radio facility, including such which is associated with uninterrupted power supply, the radio operator who is assigned the primary responsibility for radio communications in emergency situations, and the batteries should be tested: 20.6 daily with and without load and if necessary recharged fully up;

20.6 be tested once a week using a hydrometer when it is practical, or when a hydrometer cannot be used, by using a suitable load try; and 20.7 once a week are checked with regard to the security of each battery and its connections and the condition of the batteries and battery room or rooms. The results of these tests should be brought into the radio diary.