The Merchant Shipping (Safety of Navigation) Regulations, 2023

2. AIS is an additional source of navigational information. It does not replace, but supports, navigational systems such as radar target-tracking and VTS; and the use of AIS does not negate the responsibility of the OOW to comply at all times with the Collision Regulations. 41 The user should not rely on AIS as the sole information system, but should make use of all safety-relevant information available. 42 The use of AIS on board ship is not intended to have any special impact on the composition of the navigational watch, which should continue to be determined in accordance with the STCW Convention. 43 Once a ship has been detected, AIS can assist in tracking it as a target. By monitoring the information broadcast by that target, its actions can also be monitored. Changes in heading and course are, for example, immediately apparent, and many of the problems common to tracking targets by radar, namely clutter, target swap as ships pass close by and target loss following a fast manoeuvre, do not affect AIS. AIS can also assist in the identification of targets, by name or call sign and by ship type and navigational status. 44 VTS centres may send information about vessels which are not carrying AIS and which are tracked only by VTS radar via the AIS to vessels equipped with AIS. Any pseudo AIS target broadcast by VTS should be clearly identified as such. Particular care should always be taken when using information which has been relayed by a third party. Accuracy of these targets may not be as complete as actual directly-received targets, and the information content may not be as extensive. 45 VTS centres may also send short messages either to one ship, all ships, or ships within a certain range or in a special area, e.g.: - - - (local) navigational warnings; traffic management information; and port management information. 46 A VTS operator may request, by a text message, an acknowledgement from the ship’s operator. Note: The VTS should continue to communicate via voice VHF. The importance of verbal communication should not be underestimated. This is important to enable the VTS operator to: - assess vessels’ communicative ability; and 47 GN. NO. 483 (Contd.) Merchant Shipping (Safety of Navigation) - establish a direct communication link which would be needed in critical situations. 47 (D)GNSS corrections may be sent by VTS centres via AIS. 48 AIS is expected to play a major role in ship reporting systems. The information required by coastal authorities in such systems is typically included in the static voyage-related and dynamic data automatically provided by the AIS system. The use of the AIS long-range feature, where information is exchanged via communications satellite, may be implemented to satisfy the requirements of some ship reporting systems. 49 AIS may be used in search and rescue operations, especially in combined helicopter and surface searches. AIS allows the direct presentation of the position of the vessel in distress on other displays such as radar or ECS/ECDIS, which facilitates the task of SAR craft. For ships in distress not equipped with AIS, the On Scene Co-ordinator (OSC) could create a pseudo AIS target. 50 AIS, when fitted to selected fixed and floating aids to navigation can provide information to the mariner such as: - - - - position; status; tidal and current data; and weather and visibility conditions. 51 AIS will play a role in an overall international maritime information system, supporting voyage planning and monitoring. This will help Administrations to monitor all the vessels in their areas of concern and to track dangerous cargo. DESCRIPTION OF AIS COMPONENTS ANNEX 1 1 In general, an onboard AIS (see figure 1) consists of: - - - - - - - - - antennas; one VHF transmitter; two multi-channel VHF receivers; one channel 70 VHF receiver for channel management; a central processing unit (CPU); an electronic position-fixing system, Global Navigation Satellite System (GNSS) receiver for timing purposes and position redundancy; interfaces to heading and speed devices and to other shipborne sensors; interfaces to radar/Automatic Radar Plotting Aids (ARPA), Electronic Chart System/Electronic Chart Display and Information System (ECS/ECDIS) and Integrated Navigation Systems (INS); BIIT (built-in integrity test); and 48 GN. NO. 483 (Contd.) Merchant Shipping (Safety of Navigation) - minimum display and keyboard to input and retrieve data. With the integral minimum display and keyboard unit, the AIS would be able to operate as a stand-alone system. A stand-alone graphical display or the integration of the AIS data display into other devices such as INS, ECS/ECDIS or a radar/ARPA display would significantly increase the effectiveness of AIS, when achievable. All onboard sensors must comply with the relevant IMO standards concerning availability, accuracy, discrimination, integrity, update rates, failure alarms, interfacing and type-testing. AIS provides: 2 3 - - - - a built in integrity test (BIIT) running continuously or at appropriate intervals; monitoring of the availability of data; an error detection mechanism of the transmitted data; and an error check on the received data. Ship’s sensors Heading device GNSS Rx Speed device Rate of turn AI S VHF-Tx VHF-Rx VHF-Rx VHF-Rx CPU * May be external Figure 1 - AIS Components AIS graphical display BIIT GNSS-Rx CONNECTIONS Minimum display and keyboard * The connection of AIS to external navigational display Optional item systems 4 The AIS can be connected either to an additional dedicated AIS display unit, possibly one with a large graphic display, or to an existing navigational system such as radar or an electronic chart, but in the later case only as part of an integrated navigation system. The connection of AIS to external portable navigational equipment 49 GN. NO. 483 (Contd.) Merchant Shipping (Safety of Navigation) 5 It is becoming common practice for pilots to possess their own portable navigational equipment, which they carry on board. Such devices can be connected to shipborne AIS equipment and display the targets they receive. The connection of AIS to external long-range radiocommunication devices 6 AIS is provided with a two-way interface for connecting to long-range radiocommunication equipment. Initially, it is not envisaged that AIS would be able to be directly connected to such equipment. 7 A shore station would first need to request that the ship makes a long-range AIS information transmission. Any ship-to-shore communication would always be made point-topoint, and not broadcast, and once communication had been established, the ship would have the option of setting its AIS to respond automatically to any subsequent request for a ship report from that shore station. 8 in IMO-adopted ship reporting systems shall be free of charge to the ships concerned. Users are reminded that SOLAS regulation V/11.10 provides that the participation of ships TECHNICAL DESCRIPTION ANNEX 2 1 AIS operates primarily on two dedicated VHF channels (AIS1 - 161,975 MHz and AIS2 - 162,025 MHz). Where these channels are not available regionally, the AIS is capable of automatically switching to alternate designated channels. 2 The required ship reporting capacity according to the IMO performance standard amounts to a minimum of 2000 time slots per minute (see figure 2). The ITU Technical Standard for the Universal AIS provides 4500 time slots per minute. The broadcast mode is based on a principle called (S)TDMA (Self-organized Time Division Multiple Access) that allows the system to be overloaded by 400 to 500% and still provide nearly 100% throughput for ships closer than 8 to 10 NM to each other in a ship-to-ship mode. In the event of system overload, only targets far away will be subject to drop-out in order to give preference to targets close by that are a primary concern for ship-to-ship operation of AIS. In practice, the capacity of the system is unlimited, allowing for a great number of ships to be accommodated at the same time. 50 GN. NO. 483 (Contd.) Merchant Shipping (Safety of Navigation) Figure 2 - Principles of TDMA 51 GN. NO. 483 (Contd.) Merchant Shipping (Safety of Navigation) __________________ SECOND SCHEDULE __________________ (Made under regulation 17) GUIDELINES FOR PILOT TRANSFER ARRANGEMENTS 1 Ship designers are encouraged to consider all aspects of pilot transfer arrangements at an early stage in design. Equipment designers and manufacturers are similarly encouraged, particularly with respect to the provisions of paragraphs 2.1.2, 3.1 and 3.3. 2 with the requirements of an international standard acceptable to the Corporation. A pilot ladder should be certified by the manufacturer as complying with this section or

2.1.1 side ropes specified in section 2.2 below. The securing strong points, shackles and securing ropes should be at least as strong as the

2.1.2 The steps of the pilot ladders should comply with the following requirements: (a) if made of hardwood, they should be made in one piece, free of knots; (b) if made of material other than hardwood, they should be of equivalent strength, stiffness and durability to the satisfaction of the Corporation; (c) the four lowest steps may be of rubber of sufficient strength and stiffness or other material to the satisfaction of the Corporation; (d) they should have an efficient non-slip surface; (e) they should be not less than 400 mm between the side ropes, 115 mm wide and 25 mm in depth, excluding any non-slip device or grooving; (f) they should be equally spaced not less than 310 mm or more than 350 mm apart; and (g) they should be secured in such a manner that each will remain horizontal. No pilot ladder should have more than two replacement steps which are secured in position

2.1.3 by a method different from that used in the original construction of the ladder, and any steps so secured should be replaced as soon as reasonably practicable by steps secured in position by the method used in the original construction of the pilot ladder. When any replacement step is secured to the side ropes of the pilot ladder by means of grooves in the sides of the step, such grooves should be in the longer sides of the step.

2.1.4 Pilot ladders with more than five steps should have spreader steps not less than 1.8 m long provided at such intervals as will prevent the pilot ladder from twisting. The lowest spreader step should be the fifth step from the bottom of the ladder and the interval between any spreader step and the next should not exceed nine steps.

2.1.5 When a retrieval line is considered necessary to ensure the safe rigging of a pilot ladder, the line should be fastened at or above the last spreader step and should lead forward. The retrieval line should not hinder the pilot nor obstruct the safe approach of the pilot boat. 52 GN. NO. 483 (Contd.) Merchant Shipping (Safety of Navigation) A permanent marking should be provided at regular intervals (e.g. 1 m) throughout the

2.1.6 length of the ladder consistent with ladder design, use and maintenance in order to facilitate the rigging of the ladder to the required height.

2.2.1 The side ropes of the pilot ladder should consist of two uncovered ropes not less than 18 mm in diameter on each side and should be continuous, with no joints and have a breaking strength of at least 24 Kilo Newtons per side rope. The two side ropes should each consist of one continuous length of rope, the midpoint half-length being located on a thimble large enough to accommodate at least two passes of side rope. Side ropes should be made of manila or other material of equivalent strength, durability,

2.2.2 elongation characteristics and grip which has been protected against actinic degradation and is satisfactory to the Corporation.

2.2.3 Each pair of side ropes should be secured together both above and below each step with a mechanical clamping device properly designed for this purpose, or seizing method with step fixtures (chocks or widgets), which holds each step level when the ladder is hanging freely. The preferred method is seizing.2 3 LADDERS

3.1 provided that they are equally safe. ACCOMMODATION LADDERS USED IN CONJUNCTION WITH PILOT Arrangements which may be more suitable for special types of ships may be accepted,

3.2 The length of the accommodation ladder should be sufficient to ensure that its angle of slope does not exceed 45°. In ships with large draft ranges, several pilot ladders hanging positions may be provided, resulting in lesser angles of slope. The accommodation ladder should be at least 600 mm in width. The lower platform of the accommodation ladder should be in a horizontal position and

3.3 secured to the ship's side when in use. The lower platform should be a minimum of 5 m above sea level. Intermediate platforms, if fitted, should be self-levelling. Treads and steps of the

3.4 accommodation ladder should be so designed that an adequate and safe foothold is given at the operative angles. Refer to the recommendations by the International Organization for Standardization, in (cid:0) particular publication ISO 799:2004, Ships and marine technology -Pilot ladders, part 4.3a and part 3, paragraph 3.2.1.

3.5 The ladder and platform should be equipped on both sides with stanchions and rigid handrails, but if hand ropes are used, they should be tight and properly secured. The vertical space between the handrail or hand rope and the stringers of the ladder should be securely fenced.

3.6 The pilot ladder should be rigged immediately adjacent to the lower platform of the accommodation ladder and the upper end should extend at least 2 m above the lower platform. The horizontal distance between the pilot ladder and the lower platform should be between 0.1 and 0.2 m. If a trapdoor is fitted in the lower platform to allow access from and to the pilot ladder, the

3.7 aperture should not be less than 750 mm x 750 mm. The trapdoor should open upwards and be secured either flat on the embarkation platform or against the rails at the aft end or outboard side of the platform and should not form part of the handholds. In this case the after part of the lower platform should also be fenced as specified in paragraph 3.5 above, and the pilot ladder should extend above 53 GN. NO. 483 (Contd.) Merchant Shipping (Safety of Navigation) the lower platform to the height of the handrail and remain in alignment with and against the ship's side.

3.8 Accommodation ladders, together with any suspension arrangements or attachments fitted and intended for use in accordance with this recommendation, should be to the satisfaction of the Corporation3. 4 The use of mechanical pilot hoists is prohibited by SOLAS regulation V/23. MECHANICAL PILOT HOISTS ACCESS TO DECK 5

5.1 A gateway in the rails or bulwark, adequate handholds should be provided at the point of embarking on or disembarking from the ship on each side which should be not less than 0.7 m or more than 0.8 m apart. Each handhold should be rigidly secured to the ship's structure at or near its base and also at a higher point, should be not less than 32 mm in diameter and should extend not less than 1.2 m above the deck to which it is fitted; and

5.2 A bulwark ladder, two separate handhold stanchions should be fitted at the point of embarking on or disembarking from the ship on each side which should be not less than 0.7 m or more than 0.8 m apart. The bulwark ladder should be securely attached to the ship to prevent overturning. Each stanchion should be rigidly secured to the ship's structure at or near its base and also at a higher point, should be not less than 32 mm in diameter and should extend not less than 1.2 m above the top of the bulwarks. Stanchions or handrails should not be attached to the bulwark ladder. 3 Refer to SOLAS regulation II-1/3-9 concerning accommodation ladders. SAFE APPROACH OF THE PILOT BOAT 6 Where rubbing bands or other constructional features might prevent the safe approach of a pilot boat, these should be cut back to provide at least 6 metres of unobstructed ship's side. Specialized offshore ships less than 90 m or other similar ships less than 90 m for which a 6 m gap in the rubbing bands would not be practicable, as determined by the Corporation, do not have to comply with this requirement. In this case, other appropriate measures should be taken to ensure that persons are able to embark and disembark safely. INSTALLATION OF PILOT LADDER WINCH REELS Point of access 7

7.1.1 When a pilot ladder winch reel is provided it should be situated at a position which will ensure persons embarking on, or disembarking from, the ship between the pilot ladder and the point of access to the ship, have safe, convenient and unobstructed access to or egress from the ship.

7.1.2 The point of access to or egress from the ship may be by a ship's side opening, an accommodation ladder when a combination arrangement is provided, or a single section of pilot ladder.

7.1.3 ladder winch reel, for distances as follows: The access position and adjacent area should be clear of obstructions, including the pilot (a) a distance of 915 mm in width measured longitudinally; (b) a distance of 915 mm in depth, measured from the ship's side plating inwards; and (c) a distance of 2,200 mm in height, measured vertically from the access deck.

7.2 Physical positioning of pilot ladder winch reels 54 GN. NO. 483 (Contd.) Merchant Shipping (Safety of Navigation) Pilot ladder winch reels are generally fitted on the ship's upper (main) deck or at a ship's

7.2.1 side opening which may include side doors, gangway locations or bunkering points. Winch reels fitted on the upper deck may result in very long pilot ladders.

7.2.2 Pilot ladder winch reels which are fitted on a ship's upper deck for the purpose of providing a pilot ladder which services a ship side opening below the upper deck or, alternatively, an accommodation ladder when a combination arrangement is provided should: (a) be situated at a location on the upper deck from which the pilot ladder is able to be suspended vertically, in a straight line, to a point adjacent to the ship side opening access point or the lower platform of the accommodation ladder; (b) be situated at a location which provides a safe, convenient and unobstructed passage for any person embarking on, or disembarking from, the ship between the pilot ladder and the place of access on the ship; (c) be situated so that safe and convenient access is provided between the pilot ladder and the ship's side opening by means of a platform which should extend outboard from the ship's side for a minimum distance of 750 mm, with a longitudinal length of a minimum of 750 mm. The platform should be securely guarded by handrails; (d) safely secure the pilot ladder and manropes to the ship's side at a point on the ships side at a distance of 1,500 mm above the platform access point to the ship side opening or the lower platform of the accommodation ladder; and if a combination arrangement is provided, have the accommodation ladder secured to the ship's side at or close to the lower platform so as to ensure that the accommodation ladder rests firmly against the ship's side. (e)

7.2.3 Pilot ladder winch reels fitted inside a ship's side opening should: (a) be situated at a position which provides a safe, convenient and unobstructed passage for any person embarking on, or disembarking from, the ship between the pilot ladder and the place of access on the ship; (c) (b) be situated at a position which provides an unobstructed clear area with a minimum length of 915 mm and minimum width of 915 mm and minimum vertical height of 2,200 mm; and if situated at a position which necessitates a section of the pilot ladder to be partially secured in a horizontal position on the deck so as to provide a clear access as described above, then allowance should be made so that this section of the pilot ladder may be covered with a rigid platform for a minimum distance of 915 mm measured horizontally from the ship's side inwards. Handrails and handgrips

7.3 Handrails and handgrips should be provided in accordance with section 5 to assist the pilot to safely transfer between the pilot ladder and the ship, except as noted in paragraph 7.2.2.3 for arrangements with platforms extending outboard. The horizontal distance between the handrails and/or the handgrips should be not less than 0.7 m or more than 0.8 m apart. Securing of the pilot ladder

7.4 Where the pilot ladder is stowed on a pilot ladder winch reel which is located either within the ship's side opening or on the upper deck: (a) the pilot ladder winch reel should not be relied upon to support the pilot ladder when the pilot ladder is in use; (b) the pilot ladder should be secured to a strong point, independent of the pilot ladder winch (c) reel; and the pilot ladder should be secured at deck level inside the ship side opening or, when located on the ship's upper deck, at a distance of not less than 915 mm measured horizontally from the ship's side inwards. 55 GN. NO. 483 (Contd.) Merchant Shipping (Safety of Navigation)

7.5 Mechanical securing of pilot ladder winch reel

7.5.1 accidentally operated as a result of mechanical failure or human error. All pilot ladder winch reels should have means of preventing the winch reel from being

7.5.2 electrical, hydraulic or pneumatic means. Pilot ladder winch reels may be manually operated or, alternatively, powered by either

7.5.3 Manually operated pilot ladder winch reels should be provided with a brake or other suitable arrangements to control the lowering of the pilot ladder and to lock the winch reel in position once the pilot ladder is lowered into position.

7.5.4 Electrical, hydraulic or pneumatically driven pilot ladder winch reels should be fitted with safety devices which are capable of cutting off the power supply to the winch reel and thus locking the winch reel in position.

7.5.5 locked in a neutral position. Powered winch reels should have clearly marked control levers or handles which may be

7.5.6 A mechanical device or locking pin should also be utilized to lock powered winch reels. Dodoma, 28th June, 2023 MAKAME M. MBARAWA, Minister for Works and Transport 56