26 $78 968 956 948 938 928 918 908 77 967 957 947 937 927 917 907 76 966 956 946 936 926 916 90 75 965 955 945 935 925 915 97 METEOROLOGIC ion of squares correspond one 0 The code of the above message sent to the Meteorological Office would thus be: Meteorology: Ice; 21514, 46432: 22254, 30470: weather; 21825, 26820, 65361, 02014: 22863, 55398, 53250, 56507. ARTICLE II. SAFETY SIGNAL. The radiotelegraph stations which have to transmit to ships information involving safety of navigation and being of an urgent character (icebergs, derelicts, cyclones, typhoons, sudden changes in the position or form of fixed obstructions or of landmarks) shall make use of the following signal, called the safety signal, repeated at short intervals 10 times at full power: (TTT) In principle, all radiotelegraph stations receiving the safety signal, shall, if the transmission of messages by them would interfere with the receipt by any other station of the safety signal and the following safety message, keep silence, in order to allow all interested stations to receive that message. This does not apply to cases of distress. The safety message shall be transmitted one minute after the safety signal has been sent out, and shall be repeated thereafter three times at intervals of 10 minutes. The Governments of the Contracting States will select the stations which are to send out to mariners safety information of an urgent character. When the information in question has been sent out by stations performing the time service, it shall be again sent out after the transmission of the time signal and the weather report. ARTICLE III. MORSE CODE. INTERNATIONAL SIGNALS. These signals may be made at night or in thick weather, either by long and short flashes of light, or by long and short sound signals (whistles, fog horns, etc.), or during the day by haul flags. 1. Urgent and important signals. You are standing into danger. I want assistance; remain by me. Have encountered ice.... Your lights are out (or, burning badly). The way is off my ship; you may feel your way past me. Stop (or, heave to); I have something important to communicate. 1. THE URGENT AND IMPORTANT SIGNALS may be made without the Preparative Signal being answered if it is supposed that the person addressed can not reply, or in other special circumstances; but in this case a pause should be made between the Preparative Signal and the message. 2. THE SIGNAL (FF) is used previous to any letters which are intended to spell words. 3. THE SIGNAL 4. THE SIGNAL (MMM) is used previous to any message sent by means of the International Code of Signals. (MM) means the Code Flag of the International Code of Signals, and is used as indicated in the Code Book. 5. THE BREAK SIGN is used between the address of the receiver and the text of the message, and after the message if the name of the sender is to be signalled. 6. THE STOP is used, where necessary, in the text of the signal. 7. THE ERASE is used to cancel the last word or signal group, sent by mistake. 8. THE ANNUL is used to cancel all the message. 9. METHOD OF ANSWERING. Each word or signal group, when understood, is to be answered by one long flash — (T). If a word or signal group is not answered, the sender is to repeat it until answered by a long flash. At the end of the message, if understood, the receiver will make (RD). The Erase and Annul signs are to be answered by their own signs. 10. THE NATIONALITY SIGNAL is made immediately after the answer to the Preparatory Signal has been received, to indicate the nationality of the vessel making the signal. It is answered by the nationality signal of the vessel receiving the message. ARTICLE IV. A printed copy of the code of urgent and important signals shall be placed in a prominent position in the chart room of every ship. CONSTRUCTION. DEFINITIONS. The meaning of the principal technical and other expressions contained both in the Convention and in these Regulations, under the heading of Construction, is as follows: (1) The load water line is the water line used in determining the subdivision of the vessel. (2) The length of the vessel is the extreme length at the load water line. (3) The breadth of the vessel is the extreme width from outside of frame to outside of frame at or below the load water line. (4) The bulkhead deck is the uppermost continuous deck to which all transverse watertight bulkheads are carried. (5) The margin line is a line drawn parallel to the bulkhead deck at side line, and 76 millimeters (equivalent to 3 inches) below the upper surface of that deck at side. (6) The draught is the vertical distance from the top of keel amidships to the load water line. (7) The freeboard is the vertical distance from the load water line to the margin line amidships. (8) The depth of the vessel is the sum of the draught and freeboard as above defined. (9) The sheer of the bulkhead deck at any point is the vertical distance between the beam at side line at that point and a line drawn parallel to the load water line at the height of the beam at side line amidships. (10) If block coefficient of fineness of displacement to load water line is used, this coefficient shall be determined as follows: |