SHIP REPORTING SYSTEMS

(SOLAS Convention Chapter V, Regulation 11)

What is SOLAS Convention?

The word SOLAS is an abbreviation and SOLAS full form is “Safety Of Life At Sea”,
an international maritime treaty, also known as SOLAS Convention or International
Convention for the Safety of Life at Sea (SOLAS), which establishes the least safety
measures in the construction, equipment and operation of merchant ships.

IMO SOLAS 74, the last adopted revised convention of 1974, includes a number of
regulations under different SOLAS chapters, which deals with safety precautions and
safety procedures starting from the construction of the ship to real emergency like –
“Abandon Ship”. The convention is updated to meet the safety norms in the modern
shipping industry from time to time.

This article explains the contents of SOLAS chapters and regulations providing a
summary of SOLAS, i.e. different chapters of SOLAS and the regulations they carry.
Marine Insight has provided links of various articles which will help the readers to
understand how the regulation of the SOLAS Annexes is implemented on a seagoing
vessel and the importance of SOLAS.

SOLAS 74

SOLAS Content:
The SOLAS 1974 international maritime treaty comprises of 13 chapters and each
chapter has its own set of regulations. The Following are the list of SOLAS all 14
chapters and the regulations they contain:

The International Convention for the Safety of Life at Sea (SOLAS), 1974 describes
the requirement for all merchant ship of any flag state to comply with the minimum
safety norms laid down in the chapters which are as follows:

Chapter I – General Provisions: Surveys and certification of all the safety items etc
are included.

Chapter II-1 – Construction – Subdivision and Stability, Machinery and

Electrical Installations: Deals with watertight integrity of the ship, especially for
passenger vessel.

Chapter II-2 – Fire Protection, Fire Detection and Fire Extinction: This chapter
elaborates the means and measure for fire protection in accommodation, cargo
spaces and engine room for the passenger, cargo and tanker ship.

Chapter III – Life-saving Appliances and Arrangements: All the life-saving

appliances and there use in different situations is described.
Chapter IV – Radio Communications: Includes requirements of GMDSS, SART,
EPIRB, etc. for cargo and passenger vessel.

Chapter V – Safety of Navigation: This chapter deals with all the seagoing vessels
of all sizes, from boats to VLCCs, and includes passage planning, navigation,
distress signal etc.

Chapter VI – Carriage of Cargoes: This chapter defines storage and securing of

different types of cargo and containers, but does not include oil and gas cargo.

Chapter VII – Carriage of Dangerous Goods: Defines the International Maritime

Goods Code for storage and transportation of dangerous goods.

Chapter VIII – Nuclear Ships: The code of safety for a nuclear-propelled ship is
stated in this chapter.

Chapter IX – Management for the Safe Operation of Ships: The International

Safety Management code for ship owner and the operator is described clearly.

Chapter X – Safety Measures for High-speed Craft: safety code for the high-
speed craft is explained.

Chapter XI-1 & 2– Special Measures to Enhance Maritime Safety: Special and
enhanced survey for safe operation, other operational requirements and ISPS code
is briefed in this chapter.

Chapter XII – Additional Safety Measures for Bulk Carriers: Includes safety
requirement for above 150 meters length bulk carrier.

Chapter XIII – Verification of Compliance

Chapter XIV -Safety Measures for Ships Operating in Polar Waters

SOLAS Chapter I
In the SOLAS Chapter 1; General Provisions, Surveys and certification of all
the safety items, structure, machinery etc. are included.

This chapter is further subdivided into 3 parts- Part A, Part B and Part C.

Part A contains 5 regulation which explains the “Application” of this chapter in

different types of the ship along with the “Definition” of different terminology which is
used in the chapter. The regulation may not be applicable to all types of a ship;
hence a separate section of “Exceptions” and “Exemptions” is also provided.

All the SOLAS chapters cover a general basic minimum criterion which applies to
seagoing ships, regardless of their location and nationality. It is possible that the
material or appliances available in one country are not available for the ship in
another country. An “Equivalent” Section is also provided to deal with such a
situation.

Part B contains the important regulations informing about surveys and certificates
seagoing ships need to have to be said compliant with SOLAS. For this, 15
regulations are kept under Part B. Regulation 6 to Regulation 11 provides details of
different survey requirement on different ships, equipment, machinery etc. clauses
on how to do the repair and what kind of surveys to go through.

Regulation 12 to Regulation 18 explains the different requirement for certification

obtained post surveys.

Regulation 19 – Control: This regulation explains the jurisdiction of local government

a foreign ship is voyaging, such as coast guard, port state etc. to inspect the vessel
for ensuring the safety of the ship. It also explains the step to be taken by the
government authorities to notify the concerned (next port of call, owner, class etc.)
and how to exercise the control.

Regulation 20 – Privileges: this regulation explains if the ship can or cannot claim
any privileges depending upon the certificates it holds.

Part C of Chapter 1 contains only one regulation, i.e. Regulation 21, which explains
how a contracting government can carry out an inquiry for the ship which was
involved in an incident and causalities and what kind of information needs to be
collected and to be passed through.

SOLAS Chapter II-1

Construction – Subdivision and stability, machinery and electrical
installations: This chapter of SOLAS Deals with watertight integrity of the ship,
including the passenger’s vessel and comprises of 7 parts, explaining the
requirement for structural, machinery, electrical, stability and other criteria for
a safe ship.
Part A contains 3 regulations which explain the “Application” of this chapter on ships
as per their keel laying. The regulations explain the “Definition” of different
terminology which is used in the chapter.

Part A-1 comprises of regulations explaining the requirement for the structure of the
ship including protective coating, towing arrangements, deck equipment fittings,
construction and drawings etc. It also includes the regulation on how to provide
access to different parts of oil tanker and bulk carrier and the structure access
manual which contains the details of the structure including plans for means of
access. Method to construct a ship which complies with the regulation for protection
against noise is also included.

Part B of this regulation explains the stability and watertight integrity requirement.
Under Part B 1, the regulations (Regulation 5 to 8) defines the necessary conditions
for maintaining the intact stability of the cargo ship and passenger ship. It also
includes a requirement on the information which needs to be supplied to the master
on the stability of the vessel explaining how to calculate the stability factors in
different conditions.

Part B 2 comprises of 4 regulations (Regulation 9 to 17) which takes care of the

watertight integrity of the ship (both passenger and cargo ship) by enlisting the
constructional and testing requirements of watertight and other important bulkheads,
and the provision of the double bottom on ships other than tanker ships.

Part B 3 explains the requirement for the subdivision load line assignment for
passenger ships.

Part B 4 of this chapter comprises of 7 regulations ( Regulation 19 to Regulation 25)

for the requirement of stability management explaining the inspections, preventions,
damage control drills, and information for cargo and passenger ships.

Part C focuses on different machinery installation in the engine room including the
requirement of emergency installations in the passenger ships from regulation 26 to
regulation 39.

Part D of this chapter (from regulation 40 to 45) focuses on the electrical installation
requirement for cargo and passenger ships including the emergency source and
arrangements along with electrical safety and hazards.

Part E clarifies the requirement for unattended machinery space under regulation 46
to 54 explicitly.

Part F of this chapter gives the details about the alternative design and arrangement
for the ship’s machinery and electrical system under regulation 55. It also explains
the storage and distribution requirement for the low flashpoint fuel system.

Part G explains the application and requirements as per the regulation 56 and 57 for
the ships using low flash point fuels.
SOLAS Chapter II-2
Fire protection, fire detection and fire extinction: This chapter elaborates the
means and measure for fire protection in accommodation, cargo spaces and
engine room for the passenger, cargo and tanker ship. This chapter is divided
into 7 parts, explaining the various requirements for fire safety system
installed on a ship.

Part A contains regulations 1 to 3 which explains the “Application” of this chapter on

ships construction date and the regulations also explains the “Definition” of different
terminology which is used in the chapter and the objective and functional
requirement of this chapter.

Part B of this chapter specifies the requirement to prevent fire and explosion on
cargo ship including tankers. It has 3 regulations from Regulation 4 to regulation 6;
Regulation 4 giving the details of how to prevent the ignition of a combustible source
present on ships including the limitations and arrangements on the use of fuel and
lube oils used onboard, and prevention of fire in the cargo areas of the tanker ship.

Regulation 5 laid down the requirement to curb the growth of the fire in different
spaces on the ship, which includes cutting any one side of the fire triangle, i.e. to
control either air supply, oil supply or the heat source (using protection materials like
insulation, linings etc.) in the potential hazardous space.

Regulation 6 of this part focus on reduction of hazards to human life from products
which release smoke and toxic gases (such as paint, varnish etc.).

Part C of this chapter comprises of 5 regulations (Regulation 7 to Regulation 11) and

focuses on requirement to suppress the fire at the earliest, including detection and
control of smoke and flames, containment requirements, structural integrity of the
space to prevent spreading of fire and firefighting systems and equipment to be used
on ships machinery, accommodation and cargo spaces.

Part D focuses on the escape of the seafarers or passengers in case of fire or any
other emergency. Regulation 13 explains the various requirement for means of
escape for different types of ships (cargo ship, passenger ship, RoRo ship etc.),
equipment and systems which helps in escaping from the hazardous place etc.

Part E of chapter II-2 consist of Regulation 14 to regulation 16 providing information

on the maintenance of the fire detection, fighting, and control equipment on cargo
ships including tankers and passenger ships. It also explains the requirement for
training and drills to be carried out on fire safety onboard ship. Regulation 16 focuses
on the fire safety booklet which should be kept on board ship for all types of vessel.

Part F of this chapter gives the details about the alternative design and arrangement
for the ship’s fire safety under regulation 17.

Part G contains a special requirement for the operations which are carried out on the
tanker and bulk carrier ships such as helicopter operation (Regulation 18) giving
details of different constructional, safety and firefighting arrangements. Regulation 19
provides safety measures for carrying dangerous goods in a container, bulk, tanker
or Ro-Ro ships.

Regulation 20 focuses on ships which carry vehicle as cargoes along with

passengers explaining prevention, detection, and containment of fire on such ships.
Regulation 21, 22 and 23 are passenger-centric, describing the requirement a
passenger ship should follow in case of fire incident onboard ship to save passenger
and ship from a major accident.

SOLAS Chapter III

Life-saving appliances and arrangements: All the lifesaving appliances and
there use in different situations according to the ship type is described in this
chapter.

This chapter comprises of 3 Parts. Part A contains 5 regulation which explains the
“Application” of this chapter in different types of the ship along with the “Definition” of
different terminology which is used in the chapter. The regulation may not be
applicable to all types of a ship; hence a separate section of “Exceptions” and
“Exemptions” is also provided. Further, onboard testing and production testing
procedures are also explained.

Part B comprises of total 32 regulations (from Regulation no. 6 to 37) dealing with
the requirements of life-saving appliances on passenger and cargo ships. Regulation
6 describes the communication appliance (Radio, Pyrotechnics etc.) used for safety
and life-saving situations on vessels.

Regulation 7 list downs the requirement for the personal life-saving appliance such
as lifejackets, lifebuoys, immersion suit etc.

Regulation 8 to Regulation 11 contains the instruction on muster station, survival

craft operation and manning, along with their embarkation arrangements explaining
the different requirements.

Regulation 12 specifically address the location of survival craft in a cargo ship (other
than free fall lifeboat). Regulation 13 to Regulation 17 details on the stowage and
necessary arrangement required for the lifeboat, liferaft, marine evacuation system,
recovery boat on the ship and Man Overboard Operation.

Regulation 18 lists down the requirement for line throwing appliances used on the
ship. Regulation 19 deals with various training and drills requirement for onboard
crew.

Regulation 20 applied to all the ships for operational readiness, maintenance and
survey requirement of survival crafts and other lifesaving appliances onboard ship.

Regulation 21 to Regulation 30 tell about the additional requirement for passenger

ship about survival crafts and all lifesaving appliances on the passenger ships,
including drills for passengers onboard ship and helicopter operation in a passenger
ship (ro-ro passenger ships of 130m in length should be provided with a helicopter
landing area).

Regulation 31 to Regulation 34 tell about the additional requirement for cargo ship
about survival crafts and all lifesaving appliances on the ships.

Regulation 35 to 37 contains various instructions for onboard maintenance, muster

lists etc. and availability of training manual and other onboard training aids on the
ship.

Part C of this chapter gives the details about the alternative design and arrangement
for ship’s lifesaving appliances under regulation 38.

SOLAS Chapter IV
Radio communications: This chapter Includes requirements of different radio
communication equipment used onboard ships such as GMDSS, SART,
EPIRB, etc for cargo and passenger vessel. This chapter is divided into 3
parts; Part A, Part B and Part C.

Part A contains regulations 1 to 4 which explains the “Application” of this chapter and
the regulations also explains the “Definition” of different terminology which is used in
the chapter and the objective and functional requirement of this chapter. Further, it
includes the exemptional requirement and the details of GMDSS satellite providers.

Part B consisted of Regulation 5 explaining the provisions of radiocommunication

services and the identities of GMDSS by the contracting government.

Part C insists on the ship-based requirement for the radio equipment and comprises
of 13 regulations. Regulation 6 gives the details of radio installation requirement on
all types of ship. Regulation 7 provides details of different radio equipment minimum
requirement which are to be used on ships.

Regulation 8 to Regulation 11 provides the details of radio installation capability to

initial ship to shore communications and alerts in Sea areas A1, A2, A3 and A4.

Regulation 12 lists down the additional duties of the officer on radio communication
equipment during a watch.

Regulation 13 gives the details of the energy source for all the radio communication
equipment including emergency reserve source of power and battery power.

Regulation 14 and 15 gives the details of performance standards and maintenance

required to be carried out on radiocommunication equipment.

Regulation 16, 17 and 18 provide the need for radio personnel qualification and
different records and logs which needs to be updated in the ship log system.
SOLAS Chapter V
Safety of navigation: This chapter consists of total 35 regulations dealing with
all the seagoing vessels of all sizes, from boats to VLCCs, and includes
passage planning, navigation, distress signal etc.

Regulations 1 to 3 explains the “Application” of this chapter on the safety of

navigation and the regulations also explains the “Definition” of different terminology
which is used in the chapter and the objective and functional requirement of this
chapter. Further, it includes the exemptional requirement to be granted by the
administration to a complying ship.

Regulation 4 and 5 lists down different navigational and mineralogical service

warnings which are essential for a navigating officer for safe passage plan.

Regulation 6, 7,8 and 9 focuses on services such as the ice patrol service for safe
navigation in North Atlantic, search and rescue services (when receiving distress
alert from the ship), usage of life-saving signals and hydrographic services (for the
compilation of hydrographic data and publication) by the contracting government.

Regulation 10 contains the details for the requirement of ships’ routeing system for
safe and efficient navigation.

Regulation 11 lists down the need of reporting system to contribute towards maritime
and environmental safety, where the seagoing ship reports to the concerned
authorized body.

Regulation 12 provides the requirement for Vessel Traffic Service (VTS) undertaken
by the contracting government for safe navigation in the coastal area, channel, port
vicinity and area of maritime traffic.

Regulation 13 defines the role of the contracting government for an arrangement of

establishment and operation of aids to navigation.

Regulation 14 lists down the minimum manning requirement and crew performance
for a seagoing ship

Regulation 15 gives details of bridge design and procedures along with the
arrangement of navigation systems and equipment.

Regulation 16 and Regulation 17 provides the need for maintenance of navigation

equipment and their electromagnetic compatibility.

Regulation 18 gives the terms for surveys, approval criteria and performance
standard of navigational equipment and system including VDR.

Regulation 19 provides the requirement for carrying a navigational system and

equipment onboard ship as per the date of construction and also as per the capacity
of the vessel in gross tonnage. It also explains the requirement for Long Range
Identification and Tracking of Ships.
Regulation 20 explains the requirement for Voyage Data Recorder on ships for
assisting in causality investigations.

Regulation 21 provides the details of the International Code of Signals which a radio
installation on a ship should carry.

Regulation 22 talks about the visibility requirement from the ships’ bridge window
and Regulation 23 explains the pilot transfer arrangement.

Regulation 24 explains the use of heading and track control system when the ship is
in restricted visibility or high traffic area.

Regulation 25 and 26 lists down the regulatory requirement for the electrical power
source, testing, and drills for steering gear systems.

Regulation 27 talks about the nautical charts and publication available onboard ship
for passage and voyage.

Regulation 28 provides the details of records to be kept for all the navigational
activities by ship’s navigation officer.

Regulation 29 insist on the requirement for the ship’s officer to understand different
life-saving signals used in distress. Regulation 30 lists the operational limitations of
passenger ships regarding safe navigation.

Regulation 31, 32, 33 and 34 contain a requirement for the master of the ship on
how to act in a dangerous situation by sending danger message (while encountering
any dangerous navigation situation to the contracting government using a message
or International code of Signal. It also includes the type of information which needs to
be sent to the authorities.

Further, the regulation also explains the obligations/ procedures on providing

assistance to the ship in danger and how to avoid such a situation which can
become a danger. Regulation 35 strictly prohibits the use of distress signal for any
other purposes other than explains in the above regulations.

SOLAS Chapter VI
Carriage of Cargoes and Oil Fuel: This chapter defines storage and securing of
different types of cargo and containers, but does not include oil and gas
cargo. This chapter is further divided into 3 parts; Part A, Part B, and Part C.

Part A contains regulations 1 to Regulation 5. Regulation 1 explains the “Application”

of this chapter and also explains the “Definition” of different terminology which is
used in the chapter and the requirements to carry the solid cargo other than grain.

Regulation 2 tells about the information exchange to be done between the shipper
and the master on the type of cargo being loaded.
Regulation 3 explains the need for Oxygen analyzer and other gas detection
equipment for monitoring of those solid cargoes which emits toxic or flammable
gases.

Regulation 4 describes the details of using pesticides on ship done for fumigation
purpose.

Regulation 5 provides the information on stowing and securing of the cargo. It also
lists down the requirement of MSDS for oil fuel carried on board ship. Further, it
explains the requirement to prohibit the mixing of bulk liquid cargo and production
process during sea voyages.

Part B of this chapter list down the special provision for carrying solid bulk cargoes
and it consist of Regulation 6 and 7 which explains the procedure to accept a
shipment and how to load, unload the stow such cargo.

Part C focuses on the requirement for carriage of grains under Regulation 8 and 9
which provides the definitions of International Grain Code and other essential terms
related to grains ailing with the criteria to carry grain cargoes on the ship.

SOLAS Chapter VII

Carriage of dangerous goods: Defines the International Maritime Goods Code
for storage and transportation of dangerous goods. This chapter is further
divided into 4 parts; Part A, Part B, Part C and Part D.

Part A is provided with information on the carriage of dangerous goods in the

packaged form under 7 regulations. Regulation 1, 2 and 3 explain the “Application” of
this chapter and also explains the “Definition” of different terminology which is used
in the chapter along with the requirements to carry dangerous goods in the packaged
form.

Regulation 7 is dedicated for Carriage of dangerous goods in a solid bulk form

defining the terms used under this regulation along with the application of the terms.
It further explains the documentation and stowage with segregation requirement for
such type of cargoes. The reporting of the incident and other condition related to the
dangerous goods carried in solid bulk form is also provided.

Part B of this chapter explains the details about construction and equipment for
carrying dangerous liquid chemical in bulk. Regulation 8, 9 and 10 explain the
Definition” of different terminology which is used in the chapter and “Application” of
this chapter along with the requirements for chemical tankers which carry such
cargoes.

Part C of this chapter explains the details about construction and equipment for
carrying liquified gas in bulk as cargo. Regulation 11, 12 and 113 tells the Definitions
of different terminology which are used in the chapter and “Application” of gas ships
along with the requirements for gas tankers which carry such cargoes.
SOLAS Chapter VIII
Nuclear ships: The code of safety for the nuclear-propelled ship is stated in
this chapter.

This chapter consists of 12 regulations explaining the application, exemptions,

approvals, and requirement (for reactor installations), Safety against radiation, safety
assessment, operating manual, surveys and certifications, Controlling authority and
steps in case of any causality due to radiation etc.

SOLAS Chapter IX
Management for the Safe Operation of Ships

The International Safety Management code for ship owner and the operator is
described clearly. Regulation 1 and 2 of this chapter explains the details about the
“Application” of SOLAS Chapter 9 and also explains the “Definition” of different
terminology which is used in the chapter.

Regulation 3 provides the requirement to comply with the ISM code followed by
important certifications in Regulation 4, which includes DOC, SMC etc.

Regulation 5 and Regulation 6 list down the maintenance of conditions and

verification & control respectively.

SOLAS Chapter X
Safety measures for high-speed craft

This chapter is dedicated to high-speed crafts only, explaining the safety

requirements and comprises of 3 regulations interpreting the Definitions of different
terminology which are used in the chapter and “Application” of high-speed craft along
with the requirements for high-speed crafts.

SOLAS Chapter XI
This chapter is divided into two sections.

Section one, i.e. Chapter XI -1 deal with the Special measures to enhance
maritime safety which includes Special and Enhanced survey for safe
operation. The second section of this SOLAS chapter which is Chapter XI-2
list down the regulations for special rules to improve maritime security.

Chapter XI-1 consists of 7 regulations. Regulation 1 provides information about the

authorization of a recognized organization. Regulation 2 compiles the requirements
for the enhanced survey for bulk carriers and oil tankers along with the
harmonization of survey periods of ships which are not subjected to the ESP code.

Regulation 3 provides the details of the ship identification number and company cum
owner identification number.
Regulation 4 explains the role of Port state control on operational requirements.

Regulation 5 deals with the continuous synopsis record which is provided onboard
as a historical overview of the ship information.

Regulation 6 specifies the additional requirement for the investigation of marine

causality and incidents.

Regulation 7 tells about the requirement for atmosphere testing instrument for
enclosed spaces for measuring oxygen, flammable gases, H2S, Carbon mono oxide
etc.

Chapter XI-2 deals with maritime security measures which all the parties involved in
a maritime trade need to follow; i.e. ship, port, ship owner, contracting government
and authorities. This SOLAS chapter consists of 13 regulations, and Regulation 1
and 2 explain the Definition” of different terminology which is used in the chapter and
the details about the “Application” of this chapter.

Regulation 3 focuses on the contracting government stating their obligation towards

maritime security.

Regulation 4 lists down the requirement for companies and ships on how to comply
with the ISPS code followed by Regulation 5 which deals with the specific
responsibility of the companies towards maritime security.

Regulation 6 specifies the vital requirement for all seagoing ship about the Ship
Security Alert System (SSAS).

Regulation 7 deals with the threats to the vessels which needs to be set as a security
level by the contracting governments.

Regulation 8 lists down the discretion for the master for taking account of ship safety
and security.

Regulation 9 explains about the compliance and control measures that a ship should
exhibit in port and regulation 10 states the relevant requirements for port facilities
under ISPS code.

Regulation 11 and 12 talks about the alternative and equivalent security

arrangement by the contracting government and administration.

Regulation 13 deals with the different information that needs to be communicated to

the ship and ship manager.
SOLAS Chapter XII
Additional safety measures for bulk carriers: This chapter Includes safety
requirement for above 150 meters length bulk carrier. It consists of 14
regulations.

Regulation 1, 2 and 3 gives details about the “Definition” of different terminology

which are used in the chapter and the details about the “Application” of this chapter,
followed by the implementation schedule for the survey as per the date of
construction.

Regulation 4 the damage stability requirements for bulk carriers are explained in this
regulation.

Regulation 5 & 6 provides the details of structural strength and other structural
requirements for bulk carrier ship.

Regulation 7 deals with the surveys and maintenance requirements of the bulk
carriers followed by Regulation 8 which explains the information on compliance for
bulk carriers.

Regulation 9 focuses on those bulk carrier ships which are unable to comply with
regulation 4 because of the designing of cargo holds. Regulation 10 lists down the
requirement for declaring the solid bulk cargo density.

Regulation 11 provides details about the loading instruments used for cargo loading
on bulk carrier ships.

Regulation 12 lists down the terms for having water ingress alarm in holds, ballast
space and other dry spaces in a bulk carrier ship.

Regulation 13 applies to all the bulk carriers regardless of their date of construction
and explains the necessity of pumping systems to drain the ballast tanks.

Regulation 14 focuses on the restrictions towards the bulk carrier ships from sailing
with an empty cargo hold.

Apart from the above SOLAS 12 Chapters, the below two are considered to be
SOLAS new chapters which were added in recent years.

SOLAS Chapter XIII

Verification of Compliance: This chapter was adopted on 22 May 2014 which
requires all the Contracting Party to undergo periodic audits by the approved
organization following the audit standard to verify compliance with and
implementation of the present Convention.

This chapter consists of regulation 1 to regulation 3 explaining the “Definition” of

different terminologies which are used in the chapter and the details about the
“Application” of this chapter, followed by the verification system for contracting
government.
SOLAS Chapter XIV
Safety Measures for Ships Operating in Polar Waters – As the name suggest,
the SOLAS chapter 14 deals with the ships that intend to operate within the
Arctic and Antarctic areas and need to carry Polar Ship Certificate.

This Code entered into force on 1 January 2017 and explains the shipowners and
ship managers about the steps to be taken to have their ships in compliance within
the different categories. This is one of the latest chapter introduced within SOLAS in
2017.

It comprises of 4 Regulations starting from regulation 1 & 2 which gives the details
about the definitions of the terminology used in this chapter and application of this
code.

Regulation 3 explains the requirements for ships to which this chapter applies
followed by regulation 4 which suggest the terms for alternative design and
arrangement for vessels sailing in Arctic and Antarctic areas.

THE SAFETY OF NAVIGATION - WHAT IS IN SOLAS CHAPTER V?

After many months of exploring ship Certification this blog will now return to some
bridge watch keeping related topics. So for those studying for officer of the watch,
Mates, and Masters this will be well worth following. For those studying for
engineering tickets the keep an eye on the topics for I am sure I will wander off into
non-navigation subjects along the way.
Why is SOLAS Chapter V a ‘must read’ for bridge watchkeepers?
If you are a bridge watchkeeper and have the time to read any one part of SOLAS,
then this chapter should be it. Within its many regulations are many directly relevant
to the keeping of a safe navigational watch.

The chapter is even more useful when used as a starting point for further study; as a
framework to hang other knowledge on.

This series of posts will do just that, use some of the more important regulations as a
starting point of an exploration of The Safety of Navigation.

What ships does SOLAS Chapter V apply to?

The chapter applies to all ships on all voyages, except:
 Warships, naval auxiliaries and other ships owned or operated by a
Contracting Government and used only on government non-commercial
service. However, such vessels are encouraged to act in a manner consistent,
so far as reasonable and practicable, with the chapter.
 Vessels in the Great Lakes and connected waters when navigating west of
Quebec.

Flag states can decide how much of the chapter applies to the following vessels:
 Ships operating solely in waters landward of the baselines which are
established in accordance with international law.
 Ships below 150 gross tonnage engaged on any voyage
 Ships below 500 gross tonnage not engaged on international voyages
 Fishing vessels

The contents of SOLAS Chapter V

The Regulations
• Regulation 1 - Application
• Regulation 2 - Definitions
• Regulation 3 - Exemptions and Equivalents
• Regulation 4 - Navigational Warnings
• Regulation 5 - Meteorological services and warnings
• Regulation 6 - Ice Patrol Service
• Regulation 7 - Search and rescue services
• Regulation 8 - Life-saving signals
• Regulation 9 - Hydrographic Services
• Regulation 10 - Ships’ Routeing
• Regulation 11 - Ship Reporting Systems
• Regulation 12 - Vessel Traffic Services
• Regulation 13 - Establishment and operation of aids to navigation
• Regulation 14 - Ships’ manning
• Regulation 15 - Principles relating to bridge design, design and arrangement
of navigational systems and equipment and bridge
procedures
• Regulation 16 - Maintenance of Equipment
• Regulation 17 - Electromagnetic compatibility
• Regulation 18 - Approval, surveys and performance standards of navigational
systems and equipment and voyage data recorder
 • Regulation 19 - Carriage requirements for shipborne navigational systems
and equipment
• Regulation 19-1 - Long Range Identification and Tracking of Ships
• Regulation 20 - Voyage data recorders
• Regulation 21 - International Code of Signals
• Regulation 22 - Navigation bridge visibility
• Regulation 23 - Pilot transfer arrangements
• Regulation 24 - Use of heading and/or track control systems
• Regulation 25 - Operation of main source of electrical power and steering
gear
• Regulation 26 - Steering gear: Testing and drills
• Regulation 27 - Nautical charts and nautical publications
• Regulation 28 - Records of navigational activities and daily reporting
• Regulation 29 - Life-saving signals to be used by ships, aircraft or persons in
distress
• Regulation 30 - Operational limitations
• Regulation 31 - Danger Messages
• Regulation 32 - Information required in danger messages
• Regulation 33 - Distress Situations: Obligations and procedures
• Regulation 34 - Safe navigation and avoidance of dangerous situations
• Regulation 34-1 - Master’s Discretion
• Regulation 35 - Misuse of distress signals

Regulation 11 - Ship Reporting Systems

1 Ship reporting systems contribute to safety of life at sea, safety and efficiency of
navigation, and protection of the marine environment. A ship reporting system, when
adopted and implemented in accordance with the guidelines and criteria developed
by the Organization** pursuant to this regulation, shall be used by all ships, or
certain categories of ships or ships carrying certain cargoes in accordance with the
provisions of each system so adopted.

2 The Organization is recognized as the only international body for developing

guidelines, criteria and regulations on an international level for ship reporting
systems. Contracting Government shall refer proposals for the adoption of ship
reporting systems to the Organization. The Organization will collate and disseminate
to Contracting Governments all relevant information with regard to any adopted ship
reporting system.

3 The initiation of action for establishing a ship reporting system is the responsibility
of the Government or Governments concerned. In developing such systems
provision of the guidelines and criteria developed by the Organization* shall be taken
into account.

4 Ship reporting systems not submitted to the Organization for adoption do not
necessarily need to comply with this regulation. However, Governments
implementing such systems are encouraged to follow, wherever possible, the
guidelines and criteria developed by the Organization*. Contracting Governments
may submit such systems to the Organization for recognition.
5 Where two or more Governments have a common interest in a particular area, they
should formulate proposals for a co-ordinated ship reporting system on the basis of
agreement between them. Before proceeding with a proposal for adoption of a ship
reporting system, the Organization shall disseminate details of the proposal to those
Governments which have a common interest in the area covered by the proposed
system. Where a co-ordinated ship reporting system is adopted and established, it
shall have uniform procedures and operations.

6 After adoption of a ship reporting system in accordance with this regulation, the
Government or Governments concerned shall take all measures necessary for the
promulgation of any information needed for the efficient and effective use of the
system. Any adopted ship reporting system shall have the capability of interaction
and the ability to assist ships with information when necessary. Such systems shall
be operated in accordance with the guidelines and criteria developed by the
Organization* pursuant to this regulation.

7 The master of a ship shall comply with the requirements of adopted ship reporting
systems and report to the appropriate authority all information required in
accordance with the provisions of each such system.

8 All adopted ship reporting systems and actions taken to enforce compliance with
those systems shall be consistent with international law, including the relevant
provisions of the United Nations Convention on the Law of the Sea.

9 Nothing in this regulation or its associated guidelines and criteria shall prejudice
the rights and duties of Governments under international law or the legal regimes of
straits used for international navigation and archipelagic sea lanes.

10 The participation of ships in accordance with the provisions of adopted ship

reporting systems shall be free of charge to the ships concerned.

11 The Organization shall ensure that adopted ship reporting systems are reviewed
under the guidelines and criteria developed by the Organization.
 MANDATORY SHIP REPORTING SYSTEMS

THE SHIPS ARE TO REPORT THEIR POSITION, COURSE, SPEED AND ACTUAL WEATHER
INFORMATION EVERY 24TH HOUR.

WHEN JOINING THE SYSTEM, THE SHIP MUST SEND A SAILINGPLAN (SP)
WITH THE FOLLOWING INFORMATION:
TO: COASTAL CONTROL
A. SHIPS NAME AND CALL SIGN
B. DATE AND TIME GROUP UTC (LIKE 151630Z)
D. PRESENT POSITION OR PORT
I. DESTINATION AND DATE AND TIME OF ARRIVAL
L. ROUTE
X. NUMBER OF PERSONS ON BOARD

AFTER JOINING THE SYSTEM THE SHIP MUST SEND A POSITION REPORT (PR)
EVERY 24TH HOUR. THE POSITION REPORT INCLUDES THE FOLLOWING INFORMATION:
TO: COASTAL CONTROL
A. SHIPS NAME AND CALL SIGN
B. DATE AND TIME GROUP UTC
D. POSITION INDICATED AS GEOGRAFICAL NAME OR PLACE
E. COURSE
F. SPEED

DEVIATION REPORT MUST BE SENT IF THERE ARE CHANGES TO INFORMATION GIVEN IN SAILING
PLAN (SP)
A DEVIATION REPORT SHALLALSO BE SENT IF THE PREVIOUS GIVEN TIME OF ARRIVAL IS OVERDUE
WITH MORE THAN ONE HOUR:
TO: COASTAL CONTROL
A. SHIPS NAME AND CALL SIGN
B. DATE AND TIME GROUP UTC
C. POSITION INDICATED AS GEOGRAFICAL NAME OR PLACE
L. INTENTIONS OR CAUSE OF DEVIATION

FINAL REPORTS (FR) MUST BE SENT IMMEDIATELY UPON ARRIVAL:

INCLUDING THE FOLLOWING INFORMATION:
TO: COASTAL CONTROL
A. SHIPS NAME AND CALL SIGN
B. DATE AND TIME GROUP UTC
D. POSITION INDICATED AS GEOGRAFICAL NAME OR PLACE

AS THE SYSTEM IS A PART OF THE SEARCH AND RESCUE ASSISTANT SYSTEMIT IS IMPORTANT THAT
THE SHIP REPORTS IN ACCORDANCE WITH THEABOVE.

IF THE SHIP IS MORE THAN 30 MINUTES OVERDUE WITH ITS REPORT, THECOASTAL RADIO STATION
IS OBLIGED TO INVESTIGATE THE SHIPS MISSING REPORT. IF THE COASTAL RADIO STATION IS
UNABLE TO ESTABLISH CONTACT WITH THESHIP, A SEARCH AND RESCUE MISSION WILL BE
INITIATED.

ALL REPORTS IN THE COASTAL CONTROL SYSTEM ARE TO BE SENT DIRECTLY

TO THE COASTAL RADIO STATION EITHER VIA RADIO, INMARSAT MAIL, FAX, VOICE, ECT.
 SHIP REPORTING SYSTEMS
(Search and Rescue (SAR) Convention)

SAR Convention
Adoption: 27 April 1979
Entry into force: 22 June 1985

Introduction
The 1979 Convention, adopted at a Conference in Hamburg, was aimed at
developing an international SAR plan, so that, no matter where an accident occurs,
the rescue of persons in distress at sea will be co-ordinated by a SAR organization
and, when necessary, by co-operation between neighbouring SAR organizations.

Although the obligation of ships to go to the assistance of vessels in distress was

enshrined both in tradition and in international treaties (such as the International
Convention for the Safety of Life at Sea (SOLAS), 1974), there was, until the
adoption of the SAR Convention, no international system covering search and
rescue operations. In some areas there was a well-established organization able to
provide assistance promptly and efficiently, in others there was nothing at all.

The technical requirements of the SAR Convention are contained in an Annex, which
was divided into five Chapters. Parties to the Convention are required to ensure that
arrangements are made for the provision of adequate SAR services in their coastal
waters.

Parties are encouraged to enter into SAR agreements with neighbouring States
involving the establishment of SAR regions, the pooling of facilities, establishment of
common procedures, training and liaison visits. The Convention states that Parties
should take measures to expedite entry into its territorial waters of rescue units from
other Parties.

The Convention then goes on to establish preparatory measures which should be

taken, including the establishment of rescue co-ordination centres and subcentres. It
outlines operating procedures to be followed in the event of emergencies or alerts
and during SAR operations. This includes the designation of an on-scene
commander and his duties.

Parties to the Convention are required to establish ship reporting systems, under
which ships report their position to a coast radio station. This enables the interval
between the loss of contact with a vessel and the initiation of search operations to be
reduced. It also helps to permit the rapid determination of vessels which may be
called upon to provide assistance including medical help when required.

Amendment Procedure
The SAR Convention allowed for amendments to the technical Annex to be adopted
by a Conference of STCW Parties or by IMO's Maritime Safety Committee,
expanded to include all Contracting Parties, some of whom may not be members of
the Organization. Amendments to the SAR Convention enter into force on a
specified date unless objections are received from a required number of Parties.
IMO Search and Rescue Areas
Following the adoption of the 1979 SAR Convention, IMO's Maritime Safety
Committee divided the world's oceans into 13 search and rescue areas, in each of
which the countries concerned have delimited search and rescue regions for which
they are responsible.

Provisional search and rescue plans for all of these areas were completed when
plans for the Indian Ocean were finalized at a conference held in Fremantle, Western
Australia in September 1998.

Revision of SAR Convention

The 1979 SAR Convention imposed considerable obligations on Parties - such as
setting up the shore installations required - and as a result the Convention was not
being ratified by as many countries as some other treaties. Equally important, many
of the world's coastal States had not accepted the Convention and the obligations it
imposed.

It was generally agreed that one reason for the small number of acceptances and the
slow pace of implementation was due to problems with the SAR Convention itself
and that these could best be overcome by amending the Convention.

At a meeting in October 1995 in Hamburg, Germany, it was agreed that there were a
number of substantial concerns that needed to be taken into account, including:

- lessons learned from SAR operations;

- experiences of States which had implemented the Convention;
- questions and concerns posed especially by developing States which were
not yet Party to the Convention;
- need to further harmonize the IMO and International Civil Aviation
Organization (ICAO) SAR provisions; and
- inconsistent use of Convention terminology and phraseology.

IMO's Sub-Committee on Radio-Communications and Search and Rescue

(COMSAR) was requested to revise the technical Annex of the Convention. A draft
text was prepared and was approved by the 68th session of the MSC in May 1997,
and was then adopted by the 69th MSC session in May 1998.

The 1998 Amendments

Adopted: 18 May 1998
Entry into force: 1 January 2000

The revised technical Annex of the SAR Convention clarifies the responsibilities of
Governments and puts greater emphasis on the regional approach and co-ordination
between maritime and aeronautical SAR operations.

The revised Annex includes Five Chapters:

Chapter 1 - Terms and Definitions

This Chapter updates the original Chapter 1 of the same name.
Chapter 2 - Organization and Co-ordination
Replaces the 1979 Chapter 2 on Organization. The Chapter has been re-drafted to
make the responsibilities of Governments clearer. It requires Parties, either
individually or in co-operation with other States, to establish basic elements of a
search and rescue service, to include:
- legal framework;
- assignment of a responsible authority;
- organization of available resources;
- communication facilities;
- co-ordination and operational functions; and
- processes to improve the service including planning, domestic and
international co-operative relationships and training.

Parties should establish search and rescue regions within each sea area - with the
agreement of the Parties concerned. Parties then accept responsibility for providing
search and rescue services for a specified area.

The Chapter also describes how SAR services should be arranged and national
capabilities be developed. Parties are required to establish rescue co-ordination
centres and to operate them on a 24-hour basis with trained staff who have a
working knowledge of English.

Parties are also required to "ensure the closest practicable co-ordination between
maritime and aeronautical services".

Chapter 3 - Co-operation between States

Replaces the original Chapter 3 on Co-operation.

Requires Parties to co-ordinate search and rescue organizations, and, where

necessary, search and rescue operations with those of neighbouring States. The
Chapter states that unless otherwise agreed between the States concerned, a Party
should authorize, subject to applicable national laws, rules and regulations,
immediate entry into or over its territorial sea or territory for rescue units of other
Parties solely for the purpose of search and rescue.

Chapter 4 - Operating Procedures

Incorporates the previous Chapters 4 (Preparatory Measures) and 5 (Operating
Procedures).

The Chapter says that each RCC (Rescue Co-ordination Centre) and RSC (Rescue
Sub-Centre) should have up-to-date information on search and rescue facilities and
communications in the area and should have detailed plans for conduct of search
and rescue operations. Parties - individually or in co-operation with others should be
capable of receiving distress alerts on a 24-hour basis. The regulations include
procedures to be followed during an emergency and state that search and rescue
activities should be co-ordinated on scene for the most effective results. The Chapter
says that "Search and rescue operations shall continue, when practicable, until all
reasonable hope of rescuing survivors has passed".
Chapter 5 - Ship Reporting Systems
Includes recommendations on establishing ship reporting systems for search and
rescue purposes, noting that existing ship reporting systems could provide adequate
information for search and rescue purposes in a given area.

IAMSAR Manual
Concurrently with the revision of the SAR Convention, the IMO and the International
Civil Aviation Organization (ICAO) jointly developed the International Aeronautical
and Maritime Search and Rescue (IAMSAR) Manual, published in three volumes
covering Organization and Management; Mission Co-ordination; and Mobile
Facilities.

The IAMSAR Manual revises and replaces the IMO Merchant Ship Search and
Rescue Manual (MERSAR), first published in 1971, and the IMO Search and Rescue
Manual (IMOSAR), first published in 1978.

The MERSAR Manual was the first step towards developing the 1979 SAR
Convention and it provided guidance for those who, during emergencies at sea, may
require assistance from others or who may be able to provide assistance
themselves. In particular, it was designed to aid the master of any vessel who might
be called upon to conduct SAR operations at sea for persons in distress. The manual
was updated several times with the latest amendments being adopted in 1992 - they
entered into force in 1993.

The second manual, the IMOSAR Manual, was adopted in l978. It was designed to
help Governments to implement the SAR Convention and provided guidelines rather
than requirements for a common maritime search and rescue policy, encouraging all
coastal States to develop their organizations on similar lines and enabling adjacent
States to co-operate and provide mutual assistance. It was also updated in 1992,
with the amendments entering into force in 1993.

This manual was aligned as closely as possible with ICAO Search and Rescue
Manual to ensure a common policy and to facilitate consultation of the two manuals
for administrative or operational reasons. MERSAR was also aligned, where
appropriate, with IMOSAR.

2004 Amendments - Persons in Distress at Sea

Adoption: May 2004
Entry into force: 1 July 2006

The amendments to the Annex to the Convention include:

- addition of a new paragraph in chapter 2 (Organization and co-ordination)
relating to definition of persons in distress;
- new paragraphs in chapter 3 (Co-operation between States) relating to
assistance to the master in delivering persons rescued at sea to a place of
safety; and
- a new paragraph in chapter 4 (Operating procedures) relating to rescue co-
ordination centres initiating the process of identifying the most appropriate
places for disembarking persons found in distress at sea.
 Ship Reporting System as per Search and Rescue (SAR) Convention

THE SHIPS ARE TO REPORT THEIR POSITION, COURSE, SPEED AND ACTUAL WEATHER
INFORMATION EVERY 6TH HOUR.

WHEN JOINING THE SYSTEM, THE SHIP MUST SEND A SAILINGPLAN (SP)
WITH THE FOLLOWING INFORMATION:
A. SHIP NAME/CALL SIGN
B. DATE AND TIME (151632UTC)
C. PRESENT POSITION
E. COURSE
F. SPEED
I. DESTINATION AND ESTIMATED TIME OFF ARRIVAL
L. ROUTE
S. ACTUAL WEATHER AND ICE INFORMATION
X. PERSONS ONBOARD (POB XX)

AFTER JOINING THE SYSTEM THE SHIP MUST SEND A POSITION REPORT (PR)
EVERY 6TH HOUR (AT 0000, 0600, 1200, 1800 UTC). THE PR INCLUDES THE FOLLOWING
INFORMATION:
A. SHIP NAME/CALL SIGN
B. DATE AND TIME
C. PRESENT POSITION
E. COURSE
F. SPEED
S. ACTUAL WEATHER AND ICE INFORMATION

IF THE SHIP CHANGES DESTINATION OR ALTER ITS ROUTE, THE SHIP MUST SEND A DEVIATION
REPORT (DR)
INCLUDING THE FOLLOWING INFORMATION:
A. SHIPS NAME/CALL SIGN
B. DATE AND TIME
C. PRESENT POSITION
L. SHORT DESCRIPTION OF NEW ROUTE.

WHEN THE SHIP LEAVES THE REPORTING AREA OR UPONARRIVAL AT THE DESTINATION THE SHIP
MUST SEND A FINAL REPORT (FR)
INCLUDING THE FOLLOWING INFORMATION:
A. SHIPS NAME/CALL SIGN
B. DATE AND TIME GROUP
C. PRESENT POSITION
S. ACTUAL WEATHER AND ICE INFORMATIONS

AS THE SYSTEM IS A PART OF THE SEARCH AND RESCUE ASSISTANCE SYSTEM IT ISIMPORTANT THAT
THE SHIP REPORTS IN ACCORDANCE WITH THE ABOVE.

IF THE SHIP IS MORE THAN 30 MINUTES OVERDUE WITH ITS REPORT, IT ISOBLIGED TO INVESTIGATE
THE SHIPS MISSING REPORT.

IF UNABLE TO ESTABLISH CONTACT WITH THE SHIP, IT WILLINITIATE A SEARCH AND RESCUE
MISSION.

ALL REPORTS ARE TO BE SENT DIRECTLY TO MRCC NUUK EITHER VIA AASIAAT COASTRADIO STATION,
INMARSAT MAIL, FAX, VOICE, ECT.
What is Automated Mutual Assistance Vessel Rescue System (AMVER)?

The Automated Mutual Assistance Vessel Rescue System (AMVER) is a unique

technological system developed by the USCG in the year 1958. Originated by the
USCG, it is a maritime mutual assistance organization which provides important aid
to the development and coordination of Search and Rescue (SAR) efforts in many
areas of the world.

Merchant vessels all over the world making offshore voyages are encouraged to
send movement reports and periodic position reports to the AMVER centre. All the
information that is fed helps in keeping track of vessels across the world and thereby
helps dispatch the best possible resources to a vessel in distress in a designated
area. This streamlining of resources helps swift action from the SAR entities.

The fundamental principle of the system is to incorporate participation from vessels

worldwide and to equip this technology aboard them. This results in the creation of a
unique central locus of all the vessels and their position in the waters, resulting in
better crises management.

The predicted location and SAR characteristics of each vessel known to be within
the area of interest are made available upon request to recognised SAR agencies of
any nation, or person in distress, for use in an emergency.

Similar systems are now in place in countries such as Japan, India, Australia, New
Zealand, Denmark etc and all ships are urged to cooperate. This service comes at
no cost to the ship.

Brief History Recap

The catalyst to come up with a fast-paced system to aid rescue operations was the
1912 incident of the great ship Titanic. Thousands of people lost their lives in the
unprecedented accident which propelled the USCG especially to come up with a
viable solution.
The Automated Merchant Vessel Emergency Rescue was aided by the state-of-the-
art computerized technologies of that time and soon widened to include participation
from the United Kingdom in the year 1962. Eight years after it was originally
launched, the system’s title was changed to the Automated Mutual Assistance
Vessel Rescue system.

Present Position Globally

In the early 1980s, AMVER was acknowledged and brought into the American
maritime charter as a part of compulsory requirements after the USCG entered into a
strategic accord with the nation’s maritime association. Immediately following this
mandate, the International Maritime Organization also brought into force, compulsory
requirement for vessels to incorporate AMVER.

AMVER Requirements
Ships under the AMVER protocol need to provide information about their position
upon their departure and arrival from a particular port. The information about a ship’s
position needs to be constantly updated every two days. Failure to do so would
negate the very purpose of the system. The ships also need to provide information,
in case the ship has to digress from its original route.

IMO Standards for AMVER Report

 AMVER / DR//
 A / Vessel Name/International Radio Call Sign//
 B / Time (as of position in C or G)//
 C / Latitude/Longitude (as of time in B)//
 E / Current Course (as of time in B)//
 F / Estimated Average Speed (for remainder of voyage)//
 G / Port of Departure/Latitude/Longitude//
 I / Destination/Latitude/Longitude/Estimated Time of Arrival//
 K / Port of Arrival/Latitude/Longitude/Time of Arrival//
 L / Navigation Method/Leg Speed/Latitude/Longitude/Port/ETA/ETD//
 M / Coastal Radio Station or Satellite Number/Next Radio Station//
 V / Medical Personnel//
 X / Remarks//
 Y / Relay Instructions//
 Z / End of Report (EOR)//

AMVER Reporting

Sailing Plan (SP)

To be sent within a few hours before or upon or within a few hours of departure. SP
must contain enough information to predict the vessel’s actual position within 25
nautical miles at any time during the voyage
Position Report (PR)
This should be sent within 24 hours of departing port and at least once every 48
hours thereafter.

Deviation Report (DR)

This report should be sent as soon as any voyage information changes . Changes in
course or speed due to weather, ice, change in destination, diverting to evacuate a
sick or injured crewmember, diverting to assist another vessel, or any other deviation
from the original Sailing Plan should be reported as soon as possible.

Final Arrival Report (FR)

This should be sent upon arrival at the port of destination.

AMVER USP
Through AMVER a common platform has sought to be placed to cater to the global
maritime community. The system operates completely on the rationale of humanity
and as such doesn’t consider politics or any other conflicting situation. Irrespective of
the vessel’s nationality, all nearby vessels with the Automated Mutual Assistance
Vessel Rescue system are obligated to help the needy.

AMVER Weather Report

The NOAA and the USCG have joined hands for the AMVER weather reporting
system via a software which has been created to assist Volunteer Observing Ships
(VOS) in submitting marine weather reports and participating in the Automated
Mutual-assistance Vessel Rescue system (AMVER). This helps in forecasting the
weather as well as to judge the best SAR action to be taken in an area with the
weather conditions in mind.

AMVER Awards
This was started in 1971 to felicitate vessels who comply and participate regularly
with the AMVER system. Usually displayed prominently on the bridge as well the
company offices, the awards given could describe under the following:
1. Letter of Appreciation
2. Certificate of Merit
3. Blue flag (pennant) for a vessel completing its first year of participation
4. Gold flag (pennant) for a vessel completing five consecutive years of eligibility
for an Amver award.
5. Purple flag (pennant) for a vessel completing ten consecutive years of
eligibility for an Amver award.
6. Special awards for involvement in the system for over 15 years

Why AMVER and Enrollment

Amver’s success is tied directly to the number of merchant vessels regularly
reporting their position. The more ships on plot, the greater the chance a ship will be
identified near the position of distress. A vessel can enroll herself within the system
by visiting the official AMVER website http://www.amver.com/. The website also
contains all information specific to the system.
Vessel Reporting Systems to Assist Search and Rescue

The issuances of Marine Safety Advisory encourage masters and owners to

participate and cooperate in Vessel Reporting Systems (VRS) to assist in search and
rescue operations.

Participation in VRS is not a requirement, but highly recommended. Administrator

marine investigations have revealed that participation in such reporting systems
plays a critical role in saving both life and property at sea.

The Automated Mutual-Assistance Vessel Rescue system, originally known as

Atlantic Merchant Vessel Emergency Reporting System (AMVER), plays an
important role in the safety and wellbeing of seafarers and ships worldwide. AMVER
is a voluntary ship reporting system that is operated by the United States Coast
Guard (USCG) to promote safety of life and property at sea, at no cost to
participants. Through its volunteers, AMVER works swiftly to provide Search and
Rescue (SAR) authorities with accurate information on the positions and conditions
of vessels near a reported distress on demand.

Any merchant vessel anywhere around the world, on a voyage of more than 24
hours, can join AMVER. Please note that international participation is voluntary and
membership can be sought regardless of the vessel’s flag of registry, the nationality
of the owner or company and ports of call. Information voluntarily provided by
vessels to AMVER is kept strictly confidential and is protected by the USCG. It will
be released only for safety purposes, which usually entails either listing latitude and
longitude or providing a graphical display of vessels near the position of a reported
distress. This information can then be used by SAR to coordinate the efforts of
merchant vessels and other resources to provide the best and most timely
assistance possible to distressed vessels or persons at sea.

Many nations, including but not limited to: Australia, Belgium, Brazil, Canada,
Croatia, Cyprus, Denmark, Estonia, Finland, Germany, Hong Kong, Iceland, India,
Ireland, Israel, Italy, Malta, Netherlands, New Zealand, Norway, Portugal, Poland,
South Africa, Spain, Sweden, Switzerland, Taiwan, Ukraine, United Kingdom, and
Vietnam have regional SAR programs, reporting systems, and rescue contacts.

The International Maritime Organization’s (IMO) Global Integrated Shipping

Information System (GISIS) houses a SAR module that contains the Global SAR
Plan, including the availability of SAR Services, based on information provided by
IMO Member States. The Canadian government has created a SAR Contacts
database that can also be accessed online.
References:

Safety of Life at Sea (SOLAS) – The Ultimate Guide

https://www.marineinsight.com/maritime-law/safety-of-life-at-sea-solas-convention-
for-prevention-of-marine-pollution-marpol-a-general-overview/

SOLAS Chapter V Safety of Navigation

http://www.imo.org/en/OurWork/facilitation/documents/solas%20v%20on%20safety
%20of%20navigation.pdf

THE SAFETY OF NAVIGATION- WHAT IS IN SOLAS CHAPTER V?

by: The Handy Books Revision Aids for Marimers
https://navsregs.wordpress.com/2017/09/18/the-safety-of-navigation-what-is-in-
solas-chapter-v/

Vessel Reporting Systems to Assist Search and Sescue

https://safety4sea.com/vessel-reporting-systems-to-assist-search-and-
rescue/?__cf_chl_jschl_tk__=dc313aefc972764026a4ae0b106955972e783f9a-
1597650108-0-AWbWb_48R5U-
iYYRj8afxz1st2h7kBxkl1as5TA9BWYG_iYgApHxQ1pg-
gMwEvckQ9MOrLWANv1tY3_B5B6l6ArbkKRJVvCG-
nB51JdGOMvbU5g4NYiRTbT86MU-KaLeNj2A4NwOo_-
YRQUeg5KcJpMPM5mCOsASbE3xnK7mLKw5sYapW-
rT2AizIwlL4zoV0i3BlfFxU3P2UYA5jLmGE6bgrUpZ1zfpeghvIyvq95xwPMZI5N1Owd
TsnjfkJU6Uy6itI_eAi6OxBYDvmF3a5633_5UYqK25IPRVPqLykRud79EbosFy6xZ1Y
3a20UXUHucamg0sYE-NmRUoXB49WVdK0u8MdCAa2pEKwFEgc89u

Videos:

Ship reporting system (SRS) - General principles

https://www.youtube.com/watch?v=I-_QCAXRpjE&t=44s

SOLAS CHAPTER V
https://www.youtube.com/watch?v=F7pzCabu30g

Mandatory & Voluntary Ship Reporting Systems in Publications Ships' Routeing &
ADRS Vol. 6
https://www.youtube.com/watch?v=zfpUUcWTYOw&t=23s