For the purpose of this Code the definitions given
hereunder shall apply. For terms used, but not defined in this Code,
the definitions as given in the 1974 SOLAS Convention, as amended,
shall apply.
2.1
Administration means
the Government of the State whose flag the ship is entitled to fly.
2.2
Passenger ship is a
ship which carries more than twelve passengers as defined in regulation
I/2 of the 1974 SOLAS Convention, as amended.
2.3
Cargo ship is any ship
which is not a passenger ship, a ship of war and troopship, a ship
which is not propelled by mechanical means, a wooden ship of primitive
build, a fishing vessel or a mobile offshore drilling unit.
2.4
Oil tanker means a ship constructed
or adapted primarily to carry oil in bulk in its cargo spaces and
includes combination carriers and any chemical tanker as defined in
Annex II of the MARPOL Convention when it is carrying a cargo or part
cargo of oil in bulk.
2.4.1
Combination carrier means a
ship designed to carry either oil or solid cargoes in bulk.
2.4.2
Crude oil tanker means an oil
tanker engaged in the trade of carrying crude oil.
2.4.3
Product carrier means an oil
tanker engaged in the trade of carrying oil other than crude oil.
2.5
Fishing vessel is a vessel used
for catching fish, whales, seals, walrus or other living resources
of the sea.
2.6
Special purpose ship has the
same definition as in the Code of Safety for Special Purpose Ships,
2008 (resolution MSC.266(84)).
2.7
Offshore supply vessel means
a vessel which is engaged primarily in the transport of stores, materials
and equipment to offshore installations and designed with accommodation
and bridge erections in the forward part of the vessel and an exposed
cargo deck in the after part for the handling of cargo at sea.
2.8
Mobile offshore drilling unit (MODU
or unit) is a ship capable of engaging in drilling operations for
the exploration or exploitation of resources beneath the sea-bed such
as liquid or gaseous hydrocarbons, sulphur or salt.
2.8.1
Column-stabilized unit is a
unit with the main deck connected to the underwater hull or footings
by columns or caissons.
2.8.2
Surface unit is a unit with
a ship- or barge-type displacement hull of single or multiple hull
construction intended for operation in the floating condition.
2.8.3
Self-elevating unit is a unit
with moveable legs capable of raising its hull above the surface of
the sea.
2.8.4
Coastal State means the Government
of the State exercising administrative control over the drilling operations
of the unit.
2.8.5
Mode of operation means
a condition or manner in which a unit may operate or function while
on location or in transit. The modes of operation of a unit include
the following:
-
.1
operating conditions means conditions
wherein a unit is on location for the purpose of conducting drilling
operations, and combined environmental and operational loadings are
within the appropriate design limits established for such operations.
The unit may be either afloat or supported on the sea-bed, as applicable;
-
.2
severe storm conditions means
conditions wherein a unit may be subjected to the most severe environmental
loadings for which the unit is designed. Drilling operations are assumed
to have been discontinued due to the severity of the environmental
loadings, the unit may be either afloat or supported on the sea-bed,
as applicable; and
-
.3
transit conditions means conditions
wherein a unit is moving from one geographical location to another.
2.9
High-speed craft (HSC)footnote is a craft capable of a maximum speed, in metres
per second (m/s), equal to or exceeding:
Where: ∇= displacement corresponding to the design waterline (m3)
2.10
Containership means a ship which
is used primarily for the transport of marine containers.
2.11
Freeboard is the distance between
the assigned load line and freeboard deckfootnote.
2.12
Length of ship. The length should
be taken as 96% of the total length on a waterline at 85% of the least
moulded depth measured from the top of the keel, or as the length
from the fore side of the stem to the axis of the rudder stock on
the waterline, if that be greater. In ships designed with a rake of
keel the waterline on which this length is measured should be parallel
to the designed waterline.
2.13
Moulded breadth is the maximum
breadth of the ship measured amidships to the moulded line of the
frame in a ship with a metal shell and to the outer surface of the
hull in a ship with a shell of any other material.
2.14
Moulded depth is the vertical
distance measured from the top of the keel to the top of the freeboard
deck beam at side. In wood and composite ships, the distance is measured
from the lower edge of the keel rabbet. Where the form at the lower
part of the midship section is of a hollow character, or where thick
garboards are fitted, the distance is measured from the point where
the line of the flat of the bottom continued inwards cuts the side
of the keel. In ships having rounded gunwales, the moulded depth should
be measured to the point of intersection of the moulded lines of the
deck and side shell plating, the lines extending as though the gunwale
were of angular design. Where the freeboard deck is stepped and the
raised part of the deck extends over the point at which the moulded
depth is to be determined, the moulded depth should be measured to
a line of reference extending from the lower part of the deck along
a line parallel with the raised part.
2.15
Near-coastal voyage means a
voyage in the vicinity of the coast of a State as defined by the Administration
of that State.
2.16
Pontoon is considered to be
normally:
-
.1 non self-propelled;
-
.2 unmanned;
-
.3 carrying only deck cargo;
-
.4 having a block coefficient of 0.9 or greater;
-
.5 having a breadth/depth ratio of greater than
3; and
-
.6 having no hatchways in the deck except small
manholes closed with gasketed covers.
2.17
Timber means sawn wood or lumber,
cants, logs, poles, pulpwood and all other types of timber in loose
or packaged forms. The term does not include wood pulp or similar
cargo.
2.18
Timber deck cargo means a cargo
of timber carried on an uncovered part of a freeboard or superstructure
deck. The term does not include wood pulp or similar cargo.footnote
2.19
Timber load line means a special
load line assigned to ships complying with certain conditions related
to their construction set out in the International Convention on Load
Lines and used when the cargo complies with the stowage and securing
conditions of the Code of Safe Practice for Ships Carrying Timber
Deck Cargoes, 1991 (resolution A.715(17)).
2.20
Certification of the inclining test
weights is the verification of the weight marked on a test
weight. Test weights should be certified using a certificated scale.
The weighing should be performed close enough in time to the inclining
test to ensure the measured weight is accurate.
2.21
Draught is the vertical distance
from the moulded baseline to the waterline.
2.22 The inclining test involves
moving a series of known weights, normally in the transverse direction,
and then measuring the resulting change in the equilibrium heel angle
of the ship. By using this information and applying basic naval architecture
principles, the ships vertical centre of gravity (VCG) is determined.
2.23
Lightship condition is a ship
complete in all respects, but without consumables, stores, cargo,
crew and effects, and without any liquids on board except that machinery
and piping fluids, such as lubricants and hydraulics, are at operating
levels.
2.24 A lightweight survey involves
taking an audit of all items which should be added, deducted or relocated
on the ship at the time of the inclining test so that the observed
condition of the ship can be adjusted to the lightship condition.
The mass, longitudinal, transverse and vertical location of each item
should be accurately determined and recorded. Using this information,
the static waterline of the ship at the time of the inclining test
as determined from measuring the freeboard or verified draught marks
of the ship, the ships hydrostatic data, and the sea water density,
the lightship displacement and longitudinal centre of gravity (LCG)
can be obtained. The transverse centre of gravity (TCG) may also be
determined for mobile offshore drilling units (MODUs) and other ships
which are asymmetrical about the centreline or whose internal arrangement
or outfitting is such that an inherent list may develop from off-centre
mass.
2.25 An in-service inclining test means
an inclining test which is performed in order to verify the pre-calculated GMC and the deadweight's centre of gravity of an actual loading
condition.
2.26 A stability instrument is an
instrument installed on board a particular ship by means of which
it can be ascertained that stability requirements specified for the
ship in the Stability Booklet are met in any operational loading condition.
A Stability Instrument comprises hardware and software.
2.27 Ship engaged in anchor handling
operations means a ship engaged in operations with deployment, recovering and
repositioning of anchors and the associated mooring lines of rigs or other vessels.
Forces associated with anchor handling are generally associated with the winch line pull
and may include vertical, transverse, and longitudinal forces applied at the towing
point and over the stern roller.
2.28 Ship engaged in harbour towing
means a ship engaged in an operation intended for assisting ships or other floating
structures within sheltered waters, normally while entering or leaving port and during
berthing or unberthing operations.
2.29 Ship engaged in coastal or ocean-going
towing means a ship engaged in an operation intended for assisting ships or other
floating structures outside sheltered waters in which the forces associated with towing
are often a function of the ship's bollard pull.footnote
2.30 Ship engaged in lifting operation
means a ship engaged in an operation involving the raising or lowering of objects
using vertical force by means of winches, cranes, A-frames or other lifting devices.
Fishing vessels shall not be included in this definition.
2.31 Ship engaged in escort operation
means a ship specifically engaged in steering, braking and otherwise controlling of the
assisted ship during ordinary or emergency manoeuvring, whereby the steering and braking
forces are generated by the hydrodynamic forces acting on the hull and appendages and
the thrust forces exerted by the propulsion units (see also figure 2.8-1).