[ Pobierz całość w formacie PDF ]

regulations in Chapter VII relating to carriage of dangerous goods and the IBC Code was
also amended.
The June 1997 amendments
Adoption: 4 June 1997
Entry into force: 1 July 1999
The amendments included a new Regulation 8.2 on Vessel Traffic Services (VTS) in
Chapter V. VTS are traffic management systems, for example those used in busy straits.
This Regulation sets out when VTS can be implemented. It says Vessel Traffic Services
should be designed to contribute to the safety of life at sea, safety and efficiency of
navigation and the protection of the marine environment, adjacent shore areas, worksites
and offshore installations from possible adverse effects of maritime traffic.
Governments may establish VTS when, in their opinion, the volume of traffic or the degree
of risk justifies such services. But no VTS should prejudice the "rights and duties of
governments under international law" and a VTS may only be made mandatory in sea
areas within a State's territorial waters.
In Chapter II-1, a new regulation 8.3 on "Special requirements for passenger ships, other
than ro-ro passenger ships, carrying 400 persons or more" effectively makes these ships
comply with the special requirements for ro-ro passenger ships in Regulation 8.2 which
were adopted in November 1995. The special requirements are aimed at ensuring the
ships can survive without capsizing with two main compartments flooded following damage.
The November 1997 amendments (Conference)
Adoption: 27 November 1997
Entry into force: 1 July 1999
The Conference adopted a Protocol adding a new Chapter XII to the Convention entitled
Additional Safety Measures for Bulk Carriers.
The regulations state that all new bulk carriers 150 metres or more in length (built after 1
July 1999) carrying cargoes with a density of 1,000 kg/m3 and above should have
sufficient strength to withstand flooding of any one cargo hold, taking into account
dynamic effects resulting from presence of water in the hold and taking into account the
recommendations adopted by IMO.
For existing ships (built before 1 July 1999) carrying bulk cargoes with a density of 1,780
kg/m3 and above, the transverse watertight bulkhead between the two foremost cargo
holds and the double bottom of the foremost cargo hold should have sufficient strength to
withstand flooding and the related dynamic effects in the foremost cargo hold.
Cargoes with a density of 1,780 kg/m3 and above (heavy cargoes) include iron ore, pig
iron, steel, bauxite and cement. Lighter cargoes, but with a density of more than 1,000 kg/
m3, include grains such as wheat and rice, and timber.
The amendments take into account a study into bulk carrier survivability carried out by the
International Association of Classification Societies (IACS) at the request of IMO. IACS
found that if a ship is flooded in the forward hold, the bulkhead between the two foremost
holds may not be able to withstand the pressure that results from the sloshing mixture of
cargo and water, especially if the ship is loaded in alternate holds with high density
cargoes (such as iron ore). If the bulkhead between one hold and the next collapses,
progressive flooding could rapidly occur throughout the length of the ship and the vessel
would sink in a matter of minutes.
IACS concluded that the most vulnerable areas are the bulkhead between numbers one
and two holds at the forward end of the vessel and the double bottom of the ship at this
location. During special surveys of ships, particular attention should be paid to these areas
and, where necessary, reinforcements should be carried out.
The criteria and formulae used to assess whether a ship currently meets the new
requirements, for example in terms of the thickness of the steel used for bulkhead
file:///C|/Documents and Settings/Dominik/Moje dokumenty/...tional Convention for the Safety of Life at Sea (SOLA.htm (13 of 23)2006-11-26 18:05:20
International Convention for the Safety of Life at Sea (SOLAS), 1974 [ Pobierz całość w formacie PDF ]