Rules of Navigation

CH IX: Radio Communications

Art., 86 – Wireless and Inmarsat Service:

A -General:

VHF DSC Radio Telephony (VHF Digital Selective Calling Radio Telephony):

Vessels must have their VHF DSC radio telephony in a good working order before entering the Canal.
The VHF set must also be operated easily from the bridge. It must have the working frequency range of the marine band (156 – 162 MHz) especially channels 6, 8, 10, 11, 12, 13. 14, 15, 16, 68, 70, 71, 73, 74, ….

1. Port Said Port Office:
   1. DSC on                                       CH. 70
   2. Port management (calling)             CH. 16
   3. Port Said 1:                                 CH. 12          outside harbor
      Port Said 2:                                 CH. 13          inside harbor
   4. Measurement Div.-                      CH. 73

    

2. Port Tewfik Port Office:
   1. DSC on                                      CH. 70
   2. Port management (calling)           CH. 16
      Port Tewfik:                                CH. 14
   3. Measurement Div.-                      CH. 74

    

3. Inside the Canal (transiting):
   1. DSC on :                                      CH. 70
   2. Calling :                                        CH. 16
   3. Working :                                      CH. 8, 10, 68

    

B -SCA Marine Communication Center (SUQ) (Ismailia Radio): 

SCA Marine communication Center (SUQ) has different communication facilities to contact with vessels in the open sea or approaching and transiting the Canal.
All these communication facilities are in compliance with latest IMO/GMDSS regulation :

1. Radio Telex:Frequency allocated to contact with vessels by telex while transiting Suez Canal or from waiting areas, during 24 hours a day.

   ID. NO. 4820 or MMSI 006221120.
   TX(KHz)      RX(KHz)      Channel      Mode      Watch  hours
   1612                2147           211           FIB              24

   DSC CH S: 2187.5, 4207.5, 6312.0, 8414.5, 12577.0, 16804.5 KHz.

2. Inmarsat communications: (MES) : Mobile Earth Station.
   (IMN) : Inmarsat Mobile Number.
   Vessels have on board Inmarsat station to contact SCA’s Mobil earth station (MES) at SC marine communication center SUQ to send their E.T.A before arrival by hr 48 and hr 24 and when arriving the approaches.
   The SCA s ( MES ) IMN as follows:
   1. Inmarsat (A)
      1. Telex                : + 581 -1622570
      2. Voice (Tel.)      : + 871 -1622570
      3. Fax                  : + 871 -1622574
      4. Answer back : Suez

       

   2. Inmarsat (B)
      1. Telex                : + 581 -362213314
      2. Voice (Tel.)      : + 871 -362213310
      3. Fax                  : + 871 -362213312
      4. Data                : + 871 -362213313
      5. Answer back : Suez

       

   3. Inmarsat (C):
      1. Telex                  : + 581 -462299911
      2. Answer back : Suez

       

3. International Land Telex, Fax and E-mail:
   1. SC Marine communication center SUQ has international.
   2. - Telex No. + 91-63528 SUQSC UN.
   3. - International Fax No. + 2 – 064 – 3393517
   4. + 2 -064 -3393230
   5. E-mail : Ismradio@hotmail.com
   6. E-mail : mailto:Ismradio@mail.suezcanal.gov.eg”
   7. SCA International land Fax and E-mail
   8. Fax : +2 -064 -3914784 & +2 -064 -3914785
   9. E-mail : transit@mail.suezcanal.gov.eg.
   10. E-mail : presidency@mail.suezcanal.gov.eg.
4. Weather Reports :
   SUQ broadcasts daily weather reports and navigational warnings (If any) to vessels transiting the Canal or in the approaches in the waiting area.

CH X: The Suez Canal Vessel Traffic Management System ( Scvtms )

Art. 87 – Overview  :

Suez Canal has upgraded its VTMS in order to keep up with the latest technological developments. The system provides complete surveillance and tracking by radar coverage of vessels throughout the Canal and its approaches at Port Said and Suez anchorage area, The VTMS provides the following services :

1. Automatic surveillance and tracking of vessel arriving at SC approaches ( 15 miles faraway ) until anchorage in the waiting areas.
2. Automatic determination of arrival times at ports.
3. Continuous Automatic tracking and monitoring of vessel’s position,  speed and separation distances for all vessels transiting the SC.
4. Providing the SCA Port management control centers at Port Said and Port Taufiq as well as Ismailia main management control office, with sufficient instantaneous information about vessels transiting the Canal, by means of displaying complete televised radar pictures of the whole Canal and very powerful informatics system.
5. Providing automatic display system for pilots at all signal station ( signal state board ) which displays his arrival time (passage), meteorological data,  and emergency information.
6. Providing integral database for vessel information, transit regulations,  traffic flow transit pattern, pilot assignment, vessel billing and navigation reports.
7. Providing an efficient and quick means of communication with vessels arriving at ports and with pilots on board vessels transiting the Canal.
   This system secures the highest standard of safety of vessels transiting the SC. Consolidates the trust of SC world users, the International Chamber of shipping and the world maritime organizations of the safety of transit and the outstanding performance of the SCA.

Art. 88 – System Operation :

A – Transit Request :

In order to assign a vessel in the informatic system a transit request must be received from the vessel owners/or agent at one of the port management offices. See Art. 12.
If the vessel is not currently in informatic system and database, the port management operator will create vessel particulars, and automatically assign a unique SC ID number  .

B – Vessel Arrivals :

1. A vessel approaching the Canal at either end is requested to call the port management office using one of the frequencies listed in chapter IX Art. 86, See Art. 14.
2. The vessel will be tracked automatically by the radar subsystem and displayed on the graphic display,  then the port management operator will be able to info link the vessel with the informatics on the arrival list.

C – Vessel Reaching The Anchorage Area :

At both Port Said and Suez, anchorage areas are indicated on radar graphic displays.
Whenever a linked vessel reaches arrival line, the informatics will record the time the vessel crosses arrival line ( limit time ).

D – Vessel Berth List :

The port management office continues tracking the vessel till entering the assigned berth location and stops and vessel berth list is created in the informatics.
Each berth location is indicated on the port management graphic displays as well as Ismailia graphic displays.
The vessel berth list is refreshed periodically to reflect any ongoing changes to the port operators.

E – Creation of the Transit Pattern :

The main management center at Ismailia generates the optimal convoy pattern based on the vessels currently in the waiting areas or estimated to be in the waiting areas by the limit times.
The transit pattern determines each convoy’s start time and maximum time width.
The official convoy list is only comprised of vessels that have marked as eligible for transit ( paid the transit fees, performance certificate … etc. ).

F – Convoy Creation  :

At Port Said and Port Taufiq,  the harbour master arranges the vessels in the convoy patterns that were generated by the main management Center at Ismailia.

G – Real Transit Pattern :

As the convoy progress along the Canal, the real-time transit pattern is displayed and plotted.
The real-time transit pattern screen provides the capability of viewing real time information as X, Y positions, speed, km positions and off axis for each vessel as well as the meteorological data of all signal stations includes the wind speed and direction, visibility, current speed and direction, and height of the tide.

H – Vessel passes Check Points :

Check points are the inlets and outlets of by-passes, siding, each signal station, and the two ends of the canal.
The ordering of vessels within the convoy is re-checked at each check point. If any vessel has changed its order (position) within the convoy, this is automatically recorded in the transit history.
The informatic database is updated to reflect the convoy and new convoy position displayed against the target.

I – Information Displayed on the Signal Station Board :

As each vessel passes a signal station, the informatics then updates the signal station boards to provide convoy progress the following information ( Table 8 ) for a vessel as it passes the station.
Information of vessels ( as vessel name,  convoy position, SC ID number  . call sign, speed,  location and meteorological data ) will be displayed to the signal station operators on signal station PCs.

j – Vessel  Leaves  the  Canal  :

When vessel gets out of range of radar the informatics will close the vessel transit and is saved as a closed transit for historical reporting purpose.

* * *

STATEBOARD REPRESENTATION

Table No. 8 State of North or Southbound convoy :

The characteristic Letter used are :

VSP     :  Variable system parameter ( 6 characters ) which may be inserted manually on request by movement office or signaling statoin for  meteorological, Emergency and the navigational information alternatively.
These 6 characters must be alphanumeric characters.
N.B     :  The stateboard will be rotated to face the NB or SB convoy. Environmental data may not display.

*  Explanation of the stateboard display :

1.  1st line indicates the convoy direction and the current time.
2. 2nd line (VSP) indicates the Meteorological, Emergency and the navigational information alternatively.
3. 3rd line indicates time of the preceding vessel.
4. 4th line indicates time of the vessel in front of the signal staion.

Table No. 9  Meteorological Information :

N.B.  :

The stateboard will be rotated to face the NB or SB convoy.
* A and B will be displayed alternatively ( One at a time ) starting with A.

Table No. 10  Emergency Information :

In case of emergency the second alteration :
( B ) of the ( VSP ) line will be replaced by the emergency or information if either is needed to be displayed as the following examples :

Art. 89 – New Information For Vessels Transiting the Canal :

1. Each vessel has special SC file number ( SC ID number ) in the new informatics system in Suez Canal.
   SCA distributes free of charge special SC ID number card to be kept in the radio room, The vessel must report SC ID number on all arrival messages for transits or port calls.
   Any change in vessel’s characteristics should be reported to SCA officially to be filled in SC ID number.
2. Meteorological data is displayed on signal state boards ( 2nd line ) to inform vessels of the prevailing weather conditions as they pass the signal station.
   Also emergency or navigation instructions from the main management office at Ismailia can be displayed on the same line alternatively.

Art. 90 – Generalities  : 

1.  All signals used in Canal are Mentioned hereafter.
2. All flags and pendants to be hoisted by vessels,  as mentioned hereafter,  should be those in the International Code of Signals.
3.  Night signals shall be hoisted where best be seen by other vessels.

Art. 91 – Sound Signals : 

A – Normal maneuver: 

1. The International Regulations for Preventing Collisions at Sea signals.
   One short blast     :  I am altering my course to starboard.
   Two short blasts   :  I am altering my course to port.
   Three short blasts :  I am operating astern propulsion.
2. The signal 5 or 6 short blasts repeated several times at short intervals to say :
   • I am reducing speed and may have to stop or make fast.

   At night besides the blasts, four to five long flashes with the Aldis lamp or singal mast lamp must be made. 

3. The signal one prolonged blast to draw attention.
   The expression “ short blast ” means a blast of about I second duration.
   The expression “ prolonged blast ” means a blast of 4 to 6 seconds duration.

B – Obstruction in channel in all circumstaneces :

Whenever a vessel which under any circumstance causes or finds an obstruction in the Channel she must right away warn other vessels in the vicinity.
That warning is given by whistle or siren :
4 long blasts meaning : “  The channel is not free ”.
That warning must be repeated every 3 minutes until vessels concerned have answered in the same manner.  As soon as they hear the signl mentioned above,  the vessels take steps to stop and instruct for Radio Watch,  to receive a full detail of the alert given by the vessel that sent the said singal.
The vessel should maintain Radio Watch until otherwise advised.

C – Ship failure ( to dredgers ) : 

In Case of engine or steering failure making the vessel not under command, while approaching a dredger,  the vessel has to give the signal :
one long blast followed by two short blasts (– ..  ).

D – Vessel mooring voluntarily for fog or sand storm :

During the mooring maneuvre,  the vessel sounds every 2 minutes a series of 6 short blasts.
Once made fast { Signal No. 16 “ G.V.” ⁽¹⁾ hoisted },  the vessel must ring rapidly the bell for 5 seconds at intervals not exceeding one minute. For vessels of 100 metres and over,  they will have to ring the bell forward and in addition a gong aft,  at intervals not exceeding one minute ( a gong or any other instrument whose tone and sound will be different to that of the bell forward ).
These signals are stopped when the vessel is told that all vessels concerned have been notified of her mooring.

E – Vessel aground or across :

See Art., 92 B – Obstruction in channel.

(1) See (p. 160)

F – Between vessels and tugs : 

1.  Vessel aground in the Canal :
   Between a vessel aground in the Canal and a tug.
   These signals are for manoeuvre of re-floating,  as long as the vessel has one of the grounding signal’s :

   Pull slowly	_ .
   Increase	_ . .
   Stop	_ _
   Slack the line	_ _ .
   I am going to let go	_ _ . .

   These signals are to be repeated by the tug. 

2. Vessel towed in the Canal :
   Between a vessel towed in the Canal and a tug.
   Radiotelephony is used as communication between ship and tug,  besides the following signals :

( or sound signals if considered surer )

– The sound signals are to be repeated by the tug.

– The flag signal remains flying as long as the tug is to give the signalled speed.

– By day,  every change of flag signals is followed by a long blast.

G – Signals between VLCC’s and escort tugs : 

1. Attention to start maneuvre : 
   Several prolonged blasts given by the ship.
2. Stern tug :
   

   Bring my stern to starboard	.
   Bring my stern to port	..
   Keep my stern in the axis	…
   Pull my stern aft slowly	….
   Increase pulling my stern	…. _
   up to half speed astern	…..
   Increase pulling my stern	……_
   up to full speed astern	……
   Stop pulling ( very long blast )	_____

    

3. Forward tug :
   

   Give me a push on starboard bow	_
   Give me a push on port bow	_ _
   Stop pushing	_ _ _

    

* * *

Art. 92 – Visual Signals : 

A – Signals displayed on station signal masts to vessels :

B – Special signals used by vessels in ports and in the Canal :

C – Signals used by dredgers : 

1.  Dredgers working underway :  
   

   Signal No. :		Page
   1	Dredgers underway	162
   2	Passage clear on side shown	162
   3	Passage clear on both sides	162
   4	Passing not allowed on clear side	163
   5	I am going about	163
   6	I am not under command	163

2.  Stationary dredgers and floating equipment :
   

   Signal No. :		Page
   1	Passage clear on side shown	164
   2	Passage clear on both sides	164
   3	Passage clear on side shown, with speed reduction	164
   4	Passing not allowed on either side	165
   5	Passing not allowed : maneuvring to clear passage	165
   6	I am not under command – passing not allowed	165
   Appendix No. 2		166

* * *

A – SIGNALS DISPLAYED ON STATION SIGNAL MASTS TO VESSELS  :

Signal No. 1 :  Stand by to Proceed :  Hoisted on Kabret,  Deversoir and Ras El-Ish : “ Stand by to Proceed on signal No. 2 ”. Hoisted on Ballah and repeated on El Ferdan : Southbound vessels made fast in Ballah West Branch, “ Stand by to Proceed ”. Hoisted on Ballah and repeated on El Kantara : Northbound vessels made fast , “Stand by to Proceed ”. Hoisted on Km. 3 East branch of Port Said :      Southbound vessels using Port Said East Branch, “ Stand by to Proceed ”.
Signal No. 2 :  Proceed :  Hoisted on Port Taufiq, Kabret, Deversoir and Ras El-Ish : “Proceed”. Hoisted on Ballah and repeated on El Ferdan : Southbound vessels made fast , “Proceed ”. Hoisted on Ballah and repeated on El Kantara : Northbound vessels made fast , “Proceed ”. Hoisted on Km. 3 East branch : Southbound vessels using Port Said East Branch, “ Proceed ”. Absence of Signal No. 2 : “ Stay at anchor or made fast and keep continuous W/T watch ”.
Signal No. 3 : Stand by to Make Fast : Hoisted at Km. 18 mast : Southbound vessels made fast in West branch Km. 4 to 14 and Northbound vessels already passed Tina station, “ Stand by to make fast ”.
Signal No. 4 : Make Fast : Hoisted at Km. 18 mast : Southbound vessels in Port Said East or West by-pass and Northbound vessels already passed Tina station, “ MAKE FAST ”.
Signal No. 5 : “ Attention ” : Southbound & Northbound vessels stand by to make fast or maneuver. “ Keep W/T watch immediately ”.
Signal No. 6 : Immediate Stopping : Southbound & Northbound vessels “ make fast immediately ”. Vessels may proceed when signal is lowered or switched off.
Signal No. 7 : Make Fast :  Vessels from North : “ Make Fast ”. ( to be lowered or switched off when all concerned vessels are made fast ).
Signal No. 8 : Make Fast : Vessels from South : “ Make Fast ”. ( to be lowered or switched off when all concerned vessels are made fast ).
Signal No. 9 : Proceed : Vessels from North Made Fast on Signal No. 7, “ Proceed ”. ( Southbound vessels made fast in Port Said West branch  to Proceed on signal No. 2 ).
Signal No. 10 : Proceed : “ Vessels from South Made Fast on Signal No. 8, Proceed ”.
Signal No. 11 : Current Signal : Current indication signal: Hoisted on Shallufa and Gineifa Signal masts: “ Current Running NORTH ”Absence of singal : “ Curent is Running SOUTH or Slack Water ”.
Signal No. 12 : PORT CLOSED : “ Suez Roads closed for bad weather ”.
Signal No. 13 : W/T Watch (*) : Vessels from Nouth: “ establish Wireless Telegraphy Watch”.
Signal No. 14 : W/T Watch (*) : Vessels from South: “ establish Wireless Telegraphy Watch ”.
Signal No. 15 : Passage Authorization : Ferry Boat not allowed to move “ ( By night : Light on wharf ).”
Signal No. 16 : Isolated Signal Station : This signal station is isolated: “ All communications are made by Wireless Telegraphy ”.

(*) Signals No. 13 & 14 can be used at the same time addressing both convoys from North and South.

B – SPECIAL SIGNALS USED BY VESSELS IN PORTS AND IN THE  CANAL  :

Signal No. :
(1) Oil tanker carrying bulk petroleum : ( Flash point between 73º and 150º F. )
(2) Vessels carrying lst group dangerous goods N.G.F. tankers. LPG-LNG, and Dangerous chemicals in bulk.
(3) Petroleum in bulk : ( Flash point below 73º F. )
(4) Vessels carrying radioactive substances.
(5) I require a Pilot : N.B. :  From Port to Sea or changing berth, signal to be hoisted half an hour before sailing time.  For the Canal at least 2 hours before the lst Vessel is expected to enter the Canal.
(6) I require Free Pratique :  ( only in port )
(7) My vessel is coming from an infected port.    ( only in port )
(8) My vessel is under Quarantine.
(9) I require a tug (followed by a numeral pendant to indicate the number of tugs required). By night :  A long blast on the whistle and letters “ YA ” flashed by Morse Lamp several times, ( only in port ).
(10) I have no mooring boats. By night : numeral 3 flashed by Morse lamp several times. ( only in port )
(11) I have no shore searchlight. By night : numeral 4 flashed by Morse lamp several times. ( Signals 10 & 11 can be used in one hoist if vessel has no mooring boats and searchlight ).
(12) Last Vesssel in the convoy.
(13) The Vessel is making fast(*) : N. B. : In the Canal when made fast, the 2 white lights are extingueshed and a red light put on aft all the time the vessel is moored until actually underway.
(13-bis) Vessels doubling in G.B.L. : ( Numeral pendant indicating new turn of vessel ).
(14) The vesssel is maneuvring to get underway to Sea (*).
(15) The vesssel is maneuvring to get underway to the Canal (*).
(16) Voluntary Stopping ( G. V. )  “Garage Volontaire ”. Vessel is not ready and will not maintain her turn in the convoy. If hoisted by a vessel in the Canal : “ I am securely made fast and can be crossed or doubled by other vessels in the convoy ”.
17) Aground : “ Passage clear for tugs ”.
(18) I have a Pilot on board. Leaving Port Said & Port of Suez : I have a Pilot to disembark.
(19) My vesssel is isolated. I have no means of communication.

(*) When signal No. 13, 14, & 15 are hoisted, vessels are not authorized to overtake or cross until vessel is securely made fast and signal No. 16 (G. V.) is hoisted.

C – SIGNALS  USED  BY  DREDGERS  IN  CANAL  WATER  :

(1) DREDGERS  WORKING  UNDERWAY
Signal No :	by Day	by Night
1 – I am dredging underway and cannot get out of the way
	International signal	N. B. – In lieu of the white masthead light
2 – Passage is clear on the side show	A drum at the yard arm on the side on which the passage is clear.	A white light at the yard arm on which the passage is clear. A red light at the yard arm on which the passage is not clear. Two white lights along the bulwark where passage is clear.
3 – Passage is clear on both sides.	A drum at both yard arms.	A white light at both yard arms and two white lights along the bulwark both sides
4 – Passing not allowed on either side.	Two drums one over the other at the yard arm.	A red light at both yard arms.
5 – I am going about	Flag D hoisted at the yard arm on the side to which she is turning.	A red light shown at the yard arm on the side to which she is turning.Signal IP by Morse lamp.
6(*) - I am not under command.	International signal
(2) STATIONARY DREDGERS, FLOATING CRANES, ETC.
Signal No :	by Day	by Night
1 – Passinge is clear on the side shown. ( I am at work or moored ).	A drum at the yard arm on the side on which the passage is clear.	A white light at the yard arm on the side on which the passage is clear. Two white lights along the bulwark on the side on which the passage is clear.
2 – Passage is clear on both sides. ( I am at work ).	Adrum at both yard arms.	A white light at both yard arms. Two white lights along the bulwark on both sides.
3(**)(***) - Passage is clear on the side shown but only to proceed at the lowest possible speed.	A red flag at the mast head. A drum at the yard arm on the side on which the passage is clear.	A white light over a green light on the side on which the passage is clear. Two white lights along the bulwark on the side on which the passage is clear.
4 – Passing not allowed on either side	Two drums one over the other at the yard arm	A red light at both yard arms.
5 – Passing not allowed. I am maneuvering to make fast to clear the Passage	A red flag at the mast head& 2 drums one over the other at the yard arm.	A red light at the mast head. A red light at both yard arms.
6(*) - Passing not allowed. I have a breakdown & cannot get out of the way.	International signal

(*) This signal may be hoisted together with the International signal K (sound & visual) meaning: “STOP IMMEDIATELY”.

( ** ) This signal is also used by Warehouse string of barges.

(***) The International Signal TE may also be hoisted. In this case the decrease of speed is imperative.
By night the imperative decrease of speed is shown on the Pilot s boarding order.

CH XII: Computation of Tonnage

Art. 93 – Extract from the Regulations for the Measurement of tonnage
recommended by the International Tonnage Commission assembled at Constantinople, In 1873.
( Minutes of proceedings XXI, Appendix II ).

General Principles : 

1. The gross tonnage or total capacity of ships comprises the exact measurement of all spaces ( without any exception ), below the upper deck, as well as of all permanently covered and closed -in spaces on that deck.

   N.B. :By permanently covered and closed – in spaces on the upper deck are to be understood as all those spaces which are separated off by decks or coverings, or fixed partitions and therefore represent an increase of capacity which might be used for the stowage of merchandise, or for the berthing and accommodation of the passengers or of the officers and crew. 
   Thus, any one or more openings, either in the deck or coverings, or in the partition, or a break in the deck, or the absence of a portion of the partition, will not prevent such spaces being comprised in the gross tonnage, if they can be easily closed -in after admeasurement, and thus better fitted for the transport of goods and passengers.

   But the spaces under awning decks without other connection with the body of the ship than the props necessary for supporting them, which are not spaces ” separated off ” and are permanently exposed to the weather and the sea, will not be comprised in the gross tonnage, although they may serve to shelter the ship’s crew, the deck passengers and even merchandise known as ” deck loads “.

2. ” Deck loads ” are not comprised in the measurement.
3. Closed spaces for the use or possible use of passengers will not be deducted from the gross tonnage.
4. The determination of deduction for coal spaces may be effected either by the rules of the European Danube Commission of 1871 or by the exact measurement of fixed bunkers.

Rule 1 – For Empty Vessels 

( Art. 1  ) The length for the admeasurements of ships having one or more decks is taken on the tonnage deck, which is:

1. The upper deck for vessels having one or two decks.
2. The second deck from below for vessels having more than two decks.

Measure the length of the ship in a straight line along the upper side of the tonnage deck from the inside of the inner plank (average thickness) at the side of the stem to the inside of the mid ship stern timber or plank there, as the case may be ( average thickness ), deducting from this length what is due to the rake of the bow in the thickness of deck, and what is due to the rake of the stern timber in the thickness of the deck, and also what is due to the rake of the stern timber in one-third of the round of the beam; divide the length so taken into the number of equal parts required by the following Table ⁽¹⁾ , according to the class in such Table to which the ship belongs.

(1) Refer the Constantinople in 1873.

( Art. 2  )

• Class 1 : Ships of which the tonnage deck is, according to the above measurement, 50 feet long or under, into four equal parts.
• Class 2 : Ships of which the tonnage deck is, according to the above measurement, above 50 feet long and not exceeding 120 feet, into six equal parts.
• Class 3 : Ships of which the tonnage deck is, according to the above measurement, above 120 feet long and not exceeding 180 feet, into eight equal parts.
• Class 4 : Ships of which the tonnage deck is, according to the above measurement, above 180 feet long and not exceeding 225 feet, into ten equal parts.
• Class 5 : Ships of which the tonnage deck is, according to the above measurement, above 225 feet long, into twelve equal parts.⁽¹⁾.

( Art. 3  ) 

Then, the hold being first sufficiently cleared to admit of the required depths and breadths being properly taken, find the transverse area of such ship to each point of division of the length as follows :
Measure the depth at each point of division, from a point at a distance of one-third of the round of the beam below such deck, or, in case of a break, below a line stretched in continuation thereof, to the upper side of the floor timber, at the inside of the limber strake, after deducting the average thickness of the ceiling which is between the bilge planks and the limber strake. Then, if the depth at the mid ship division of the length does not exceed 16 feet, divide each depth into four equal parts; then measure the inside horizontal breadth at each of the three points of division, and also at the upper and lower points of the depth, extending each measurement to the average thickness of that part of the ceiling which is between the points of measurement. Number these breadths from above (ie. numbering the upper breadth 1, and so on down to the lowest breadth).

Multiply the second and fourth by four, and third by two; add these products together, and to the sum add the first breadth and the fifth.
Multiply the quantity thus obtained by one-third of the common interval between the breadths, and the product shall be deemed the transverse area; but if the mid ship depth exceed 16 feet, divide each depth

into six equal parts instead of four, and measure, as before directed, the horizontal breadths at the five points of division, and also at the upper and lower points of the depth, number them from above, as before, multiply the second, fourth, and sixth by four, and the third and fifth by two; add these products together, and to the sum add the first breadth and seventh.

Multiply the quantity thus obtained by one-third of the common interval between the breadths, and the product shall be deemed the transverse area

(1) A greater number of division is not prohibited so long as they are an even number.

( Art. 4 )

The area of the transverse sections can also be measured with the same precision by the following method of polar co-ordinates :
Divide each transverse half-section into five angular sectors, having the same angle at the apex (This angle is equal to 90/5 of a degree = 18 degrees), and take for the area of each of these sectors the area of the sector of the circle comprised between its extreme radii, and described by the mean radius. In making the measurement, measure the mean radius of each sector, of which the two extreme radii would make, the one with the horizontal line and the other with the vertical line, an angle of 9 degrees, while the others are uniformly 18 degrees apart.

In order to obtain their directions, place on the plane of the section a semi-circle properly divided, and turned so that its horizontal diameter may pass through the third of the round of the beam, and that its centre may be found in the central longitudinal vertical plane of the ship; the radii are to be measured by means of a tape fixed in the centre of the semi-circle. In order to calculate the area of the section, square the mean radii thus measured, add them together , and the sum multiplied by 3.1416 Shall be deemed to the area of the section .

( Art. 5 )

Number the transverse sections measured by one of these methods successively 1, 2, 3, etc giving No 1 to the extreme limit of the length at the bow, and the last number to the extreme limit of the length at the stern; then, whether the length be divided according to the table into four or twelve parts, as in Classes 1 and 5, or any intermediate number, as in Classes 2, 3 and 4, multiply the second and every even-numbered area by four and the third and every odd-numbered area (except the first and last) by two; add these products together, and to the sum add the first and last, if they yield anything; multiply the quantity thus obtained by one-third of the common interval between the areas, and the product will be the cubical contents of the space under the tonnage deck. The tonnage of this volume is obtained by dividing it by 100, if the measurements are taken in English feet and by 2.83 if the measurements are taken in meters. ⁽¹⁾ 

(1) In these rules the multiplier 0.353 may be used instead of the divisor 2.83 to give meters.

( Art. 6 )

If the ship has a third deck, commonly called a spar deck, the tonnage of the space between it and the tonnage deck shall be ascertained as follows:
Measure in feet the inside length of the space at the middle of its height from the plank at the side of the stem to the lining on the timbers at the stern, and divide the length into the same number of equal parts into which the length of the tonnage deck is divided, as above directed; measure ( also at the middle of its height ) the inside breadth of its space at each of the points of division, also the breadth at the stem and the breadth at the stern; number them successively 1, 2, 3 etc. commencing at the stem, multiply the second and all the other even-numbered breadths by four, and the third and all the other odd-numbered breadths ( except the first and last ) by two; to the sum of these products add the first and last breadths, multiply the whole sum of one-third of the common interval between the breadths, and the result will give in superficial feet the mean horizontal area of such space; measure the mean height of such space, and multiply by it the mean horizontal area, and the product will be the cubical contents of space; divide this product by 100, or by 2.83 if the measurements are taken in meters, and the quotient shall be deemed to be the tonnage of such space, and shall be added to the other tonnage of the ship ascertained as aforesaid; and if the ship has more than three decks, the tonnage of each space between decks above the tonnage deck shall be severally ascertained in manner above described, and shall be added to the tonnage of the ship ascertained as aforesaid.

( Art. 7 )

If there be a break, a poop, or any other permanent closed-in space on the upper deck, available for cargo or stores, or for the berthing or accommodation of passengers of crew, the tonnage of such space shall be ascertained as follows :
Measure the internal mean length of such space in feet, and divide it into two equal parts; measure at the middle of its height three inside breadths, namely, one at each end and the other at the middle of the length; then to the sum of the end breadths add four times the middle breadth, and multiply the whole sum by one-third of the common interval between the breadths; the product will give the mean horizontal area of such space; then measure the mean height, and multiply by it the mean horizontal area; divide the product by 100, or by 2.83 if the measurements are taken in meters, in order to obtain the tonnage of such space.

( Art. 8 ) 

In measuring the length, breadth, and height of the general volume of the ship or that of the other spaces, reduce to the mean thickness the parts of the ceiling which exceed it.
When the ceiling is wanting, or when it is not permanently fixed, the length and breadth are reckoned from the frame of the ship

Rule 2 for Laden Ships 

( Art. 9 )  

When ships have their cargo on board, or when for any other reason their tonnage cannot be ascertained by means of Rule 1, proceed in the following manner :

Measure the length on the upper deck from the outside of the outer plank at the stem to the aft side of the stern-post, deducting there from the distance between the aft side of the stern-post and the rabbet of the stern-post at the point where the counter-plank crosses it.

Measure also the greatest breadth of the ship to the outside of the outer planking or wales.

Then, having first marked on the outside of the ship, on both sides thereof, the height of the upper deck at the ships sides, girth the ship at the greatest breadth in a direction perpendicular to the keel from the height so marked on the outside of the ship, on the one side, to the height so marked on the other side by passing a chain under the keel; to half the girth thus taken add half the main breadth; square the sum, multiply the result by the length of the ship taken as aforesaid; then multiply this product by the factor 0.17 ( seventeen hundredths )in the case of ships built of wood, and by the factor 0.18 ( eighteen hundredths ) in the case of ships built of iron. The product will give approximately the cubical contents of the ship, and the general tonnage can be ascertained by dividing by 100 or by 2.83, according to the measurements taken in English feet or in meters.

( Art. 10 )

If there is a break, a poop, or other permanent covered and closed -in spaces ( as defined in the general principles ) on the upper deck, the tonnage of such spaces shall be ascertained by multiplying together the mean length, breadth and depth of such spaces and dividing the product by 100 or 2.83, according to the measurements taken in English feet or meters, and the quotient so obtained shall be deemed to be the tonnage of such space, and shall be added to the other tonnage in order to determine the gross tonnage or total capacity of the ship.
Deductions : ⁽¹⁾ 
To be made from the Gross Tonnage in order to ascertain the Net Tonnage:

( Art. 11 )  

To find from the gross tonnage of vessels as above set forth the official, or net registered tonnage, either for sailing vessels or for steam ships, the following mode of operations must be resorted to Sailing Vessels

Sailing Vessels  

( Art. 12 ) 

For sailing vessels deduct : the spaces exclusively and entirely occupied by the crew and ship’s officers, those taken up by the cookhouse and latrines exclusively used by the ship s officers and crew whether they be situated above or below the upper deck; the covered and closed in spaces, if there be any situated on the upper deck, and used for the helm, the capstan, the anchor gear, and for keeping the charts, signals and other instruments of navigation.

Each of the spaces deducted as above may be limited according to the requirements and customs of each country, but the deductions must never exceed in the aggregate 5 percent ⁽²⁾ of the gross tonnage.

( Art. 13 )  

The measurement of these spaces is to be effected according to the rules set forth by the measurement office of covered and closed -in spaces on the upper deck.

The result, obtained by deducting the total of such allowances from the gross tonnage represents the net or register tonnage of sailing vessels.

(1) Extract from the final report of the International Tonnage Commission assembled at Constantinople in 1873.
It is recommended that a penal provision shall be enacted to the effect that any of the permanent spaces which have been deducted shall be employed either for the use of merchandise or passengers , or in any way profitably employed for earning freight , this spaces shall be added to the net tonnage , and nevermore be allowed as a deduction .
(2) Maximum rate was raised to 10% from 1st April 1948 .

Steam Ship

( Art. 14 ) For vessels propelled by steam or any other mechanical power, deduct :

1. The same spaces for sailing vessels ( Art. 12 ) with the limitation to five percent ⁽¹⁾ of the gross tonnage.
2. The spaces occupied by the engines, boilers, coal bunkers, shaft trunks of screw steamers, and the spaces between decks and in the covered and closed – in erections on the upper deck surrounding the funnels, and required for the introduction of air and light into the engine-rooms and for the proper working of the engines themselves. Such deductions cannot exceed 50 percent of the gross tonnage.

( Art. 15 ) 

The measurement of the spaces allowed for both in sailing vessels and in steam ships ( section A of Art. 14 ) is to be effected according to rules set forth in Articles 12 and 13 for sailing vessels.

(1) Maximum rate was raised to 10% from 1st April 1948.

***

Art. 94 – Additional Deductions allowed by the Suez Canal Authority : 

The SCA allows the following spaces to be included in the deductions specified in Art. 12 of the Regulations for Measurement of Tonnage, provided that the deductions do not, in the aggregate, exceed 5 % ⁽¹⁾ of the gross tonnage and be marked clearly and permanently so as to show the purpose for which they are exclusively appropriate:

1. Spaces for the exclusive use of officers, engineers and crew : 
   – Master’s accommodation.
   – Officer’s smoking room.
   – Chief engineer’s and Chief officers dayrooms and/or offices.
   – Doctor’s and dentist s cabins (if they are occupied by the doctors and dentists for whom they are intended).
   – Consulting rooms.
   – Hospital.
   – Infirmary.
   – Surgery or operating room.
   – Chemist’s laboratory.
   – Cabins of wireless operators ( if utilized ).
   – Stewards cabins ( if the stewards are solely employed for the officers, engineers or crew ).
   – Cabins of the engineers storekeepers and water tenders.
   – Mess rooms. ( No deduction is allowed for officers mess room in vessels having passenger accommodation which are not also provided with a passengers mess room ).
   – Bath-rooms. ( With the exception of such bath-rooms as are available for passengers when no bath-rooms for their exclusive use is provided ).
   – Lavatories.
   – Library.
   – Bar.
   – Gallery, cook-house.
   – Pantry.
   – Scullery.
   – Bakery ( only on vessels having no passenger accommodation ).
   – Laundry.
   – Drying room.
   – Heating boilers.
   – Refrigerating machinery ( excluding cold storage rooms and store rooms ).
   – Distilling apparatus.
   – Disinfecting apparatus.
   – Wardrobes, oilskin and life belt lockers.
   – Ventilators ( utilized neither for passengers nor cargo ).
   – Night watchmen accommodation ( provided these men are signed on as crew and are not employed in connection with passengers or cargo ).
   – Accommodation of fire fighting personnel ⁽¹⁾ .
   – Domestic water pump rooms.
   – Switchboard Lockers ⁽²⁾ .
   – Transformer rooms ⁽²⁾ .

(1) Fire extinguishing installations are also to be deducted.
(2) Installations used for the needs of the crew and also for the purpose of navigation are to be treated as navigation spaces.

1. Navigation spaces (if above the uppermost deck) :
   – Chart house.
   – Master s spare room on the bridge ( especially on warships ).
   – Search light spaces. Submarine telephone spaces.
   – Direction finder spaces.
   – Sounding spaces.
   – Gyro compass spaces.
   – Wireless telegraphy spaces.
   – Radar spaces ( exclusively used for navigational purposes ).
   – Lamp room ( if only containing signal lamps ).
   – Lookout houses.
   – Emergency compressors ( if used exclusively in case of accident for pumping out water and not for any commercial purposes ).
   – Switchboard lockers.
   – Transformer rooms.

Art., 95 – Measurement of Deck Spaces : 

For vessels fitted with superstructures, the following rules, which concern only such spaces as are excluded from the national tonnage, are applied.

A – Vessels with one tier of superstructures only : 

1. Poop, bridge, forecastle :
   The following exemptions ⁽¹⁾ are allowed under certain conditions :
   1. Such length of the poop measured from the inside of the stern timber, at half height of the said poop, shall be equal to 1 / 10^Th of the full length of the ship.
   2. The portion of the bridge in way of the light and air spaces of the engine and boiler spaces is being understood that such light and air spaces are not considered to extend beyond the forward bulkhead of the stoke-hold and the after bulkhead of the main engine-room.
   3. Such length of the forecastle measured from the inside of the stern at half height of the said forecastle, shall be equal to 1/8 th of the full length of the ship.
   4. In each of the above three cases of superstructures, such portions as are in way of corresponding openings in the sides of the ship, not provided with any means of closure.
2. Poop and bridge combined, or forecastle and bridge combined : 
   In each of these combined spaces, the following exemptions ⁽¹⁾ are allowed under certain conditions :
   1. That length which corresponds only to the openings of the engine-room and boiler spaces as specified in (1b) above.
   2. Such portions as are in way of corresponding openings not provided with any means of closing in the sides of the ship.
3. Shelter-decks :
   In the case of shelter-decks. The following exemptions are allowed under certain conditions :
   1. The portions in way of corresponding openings in the side plating of the ship not provided with any means of closing.
   2. Such air spaces as are situated within the shelter-decks must be measured into the engine-room space and deducted together with 75% of their volume.

(1) See (Art. 96 – B p. 182) .

B – Vessels having more than one tier of superstructures : 

1. The exemptions Prescribed in paragraph A – (1), (2) and (3) above are applicable to the lowest tier only.
2. Tiers above the lowest tier, are only allowed the exemption ⁽¹⁾ of such portions as are in way of corresponding openings in the side plating of the vessel not provided with any means of closure.

Art. 96 – Suez Canal Tonnage :

1. The tonnage on which all dues and charges to be paid by vessels, as specified in these regulations, is the net tonnage resulting from the system of measurement laid down by the International Commission held at Constantinople in 1873, and duly entered, on the special certificates issued by the competent authorities in each country.
   In assessing the dues, any alteration of net tonnage subsequent to the delivery of the above mentioned certificates is taken into account.
2. In order to apply the exemptions from measurement shown on the special certificate, there must be no merchandise, commercial stores, or supplies, of any kind in the portions of spaces which are entitled to exemption.
   1. Should a vessel, at anytime, transit with passengers, merchandise of any kind or bunker coal, or commercial stores of any description, in any portion whatever of any exempted or deducted spaces, the whole of that spaces is added to the net tonnage and can nevermore be exempted from measurement.
   2. Nevertheless, the SCA agrees that in cases where the vessel is sold, the new owners can again claim exemption of the spaces previously taxed. The sale of the vessel must of course be effective and bona fide. A new SC special Tonnage certificate must be obtained.

(1) See (Art. 96 – B) .

C – Double Bottom : 

1. When any bottom space is utilized over 6 inches for the carriage of bunker during the transit of the Canal, its cubical capacity will be added to the tonnage.
2. Contrary, to the rules now in force, this addition, however, will not be a permanent character, the cubical capacity of the said spaces will only be added to the tonnage when they are utilized.

D – Verification : 

1. The SCA officials ⁽¹⁾ are empowered to ascertain whether cargo or passengers, are carried in any space not included in the net tonnage entered on the vessel’s special certificate.
2. And, generally, may verify whether all spaces which ought to be included in the tonnage are entered on the certificate and are correctly determined thereon. Seamen occasionally on board vessels passing through the SC are considered as passengers, unless they are duly entered on the ship’s articles and certified as being intended for vessels belonging to the same owners.

E – Deck Loads : ⁽²⁾ 

Unfixed and unenclosed deck loads are not included in the measurement. Closed deck loads on weather deck of cargo ships are to be included in the measurement.

F – Vessels without a valid special tonnage certificate :⁽³⁾

1. Every vessel not provided with a valid special tonnage certificate showing the net tonnage prescribed by the Constantinople commission, transit dues shall be levied provisionally on the gross tonnage until measured in other trips
2. When the vessel submits the special tonnage certificate at a subsequent transit, measurement will be made on the basis of this certificate.
3. Transit dues to be settled upon the SC. Net tonnage, in case of presenting SC special tonnage certificate at maximum 3^rd transit (No retraction settlement if such certificate is presented after 3^rd transit)

(1) They are authorized to get on board ships at Port Said, Bitter Lake, Suez and during transiting the Canal.
(2) For vessels carrying containers (Se Art. 97 , 98)
(3) Document issued by the Tonnage Authorities of the vessel’s Registry.

G – Navy Ships : 

1. As long as the ship is not provided with SC Special Tonnage Certificate, transit dues will be levied on the temporary gross tonnage product of the empirical formula without any allowance till the presentation of documents required ⁽¹⁾.
2. Navy ships may be on request to be escorted by one imposed tug or more during transit.
3. Meanwhile, owing to special arrangements necessary for transit of navy ships, a surcharge of 25% of the transit dues is to be applied for Navy and auxiliary ships belonging to the Navy of different countries, ships chartered to Navy or ships carrying 50% or more of its total cargo military cargoes, also for security guard vessel.

(1) Refer to Art. 15- A (P.43)

H – Vessels in ballast distinctive character :

1. Merchant Vessels:
   1. Which are not carrying any cargo and does not earn freight on their voyage.
   2. Which are only carrying fuel for their own consumption.
   3. Carrying only their own crew with their private provisions, are considered as being in ballast.
2. Containers on containerships and trailers on vehicle carriers are considered as permanent vessels equipment if fulfilling SC conditions.
3. The presence of oil residues ⁽¹⁾ on tankers, as well as dry bulk cargo on bulk carriers or combined carriers, does not lose the vessels the privilege of being in ballast.
4. A small quantity of the previous cargo ⁽²⁾ on the liquefied gas carriers, to maintain in a low temperature inside the cargo tanks to be able of receiving the new cargo, does not lose the vessel the privilege of being in ballast.
5. Small quantity remainder of previous packed cargo garbage, sweeping, etc., not exceeding 2 Metric tons on general cargo vessels does not lose the vessel the privilege of being in ballast ⁽³⁾.
6. For human reasons, the SCA will, however, tolerate the presence of shipwreck survivors rescued at sea on board vessels in ballast. The presence on board of such survivors shall not render the vessel liable to dues at the full rate.
7. A vessel landing her passengers or cargo before passing through the Canal and taking them on board afterwards will in no case be considered as being in ballast.
8. Further, in order to be entitled to claim the benefit of the ballast rate, the volume of bunker coal or fuel must not exceed 125% of the engine room space as shown on the Suez Canal Certificate. Bunker coal or fuel should, primarily, be contained in the vessel’s permanent or movable bunkers.
9. On board vessels in ballast, the SCA allows part of the bunkers to be carried in the exempted portion of the bridge without loss of the exemption.
10. In any case, owners will have to take the necessary steps to ensure that the total volume of all bunkers on board can be easily ascertained.

(1) These residues must not exceed 1% of the vessel’s dead weight.
(2) Not to exceed more than 2% of the Summer Deadweight.
(3) Rejected cargo not included.

Art., 97 – Regulations concerning the “Containerships” : 

A – The containers are closed spaces increasing the carriage capacity of the ship when situated over the main deck (weather deck): 

1. They are considered as a ship’s permanent equipment. It is a matter of fact that those in the cargo holds are included in the under deck tonnage. A surcharge on Canal dues relevant to number of tiers on weather deck is taxed.
2. Container ships are to be exempted from extra dues on the top tier if it contains no more than ten containers (TEU).
3. In case there is an upward protrusion of more than 4 ft, protrusion is to be calculated as an extra container.

B – Conditions to consider the containers as part of the ship’s permanent equipment : 

1. They must belong to :
   1. The ship’s owner or
   2. The charterer or
   3. The container’s consortium or
   4. Containers leasing company.
2. They must bear a serial number as well as the owners name.
3. They must be registered on the ships official documents.
4. The Master of the container ship must assure to SCA representatives all facilities concerning the measurement and number of containers, their internal capacities and the kind of cargo contained.
5. Containerships are considered in ballast :
   If all containers on the main deck as well as those inside the cargo holds are empty besides fulfilling all conditions mentioned above B -1, 2, 3 and 4.

Art. 98 – Regulations to be applied to vessels other than container ships carrying containers on weather deck : 

1. Any vessel carrying containers only is to be treated as F.C.C. (fully cellular container vessel) so far as the rate of SC tolls and the surcharge of the ratio of tiers on upper deck are concerned.
2. In case of carrying containers on deck beside their traditional cargo are to be treated like container ships carrying containers on deck so far as rates of extra dues for deck tiers are concerned. Transit dues according to vessels type are applicable.

Art. 99 – Erroneous Declarations : 

A – Dangerous cargo erroneous declarations : 

1. The SCA reserves the right to refuse access to Canal water for any vessel in case of carrying prohibited cargoes, and in case of non or erroneous declaration on the presence of dangerous cargo or its state (leakage or damaged container) on board, such as ammunition, explosives, radioactive substance, etc.
2. If the dangerous cargo mentioned in para (1) is discovered during the transit, the SCA reserves the right to refuse access to Canal water to this vessel for a period not exceeding two years. An additional due of (43 000 U.S. Dollars) will be imposed for this violation.

B – Erroneous Declarations Affecting Transit Dues : 

1. If the SCA officials find out erroneous information concerning the cargo carried ⁽¹⁾ or the ships situation “ballast or loaded” resulting from the shipping clerks or the Master’s negligence, in all documents ⁽²⁾ held, the tolls difference will be doubled.
   The tolls difference means the difference between the correct and the wrong amount of the transit dues.
2. Claims for errors in the declaration of tonnage or in the levying of the dues must be sent in within six months of the vessel’s passage through the Canal, starting from the next day of transit.
3. In case of submitting claims after period of six months, necessary procedures of correction will be taken as from next transit without any retro financial settlement.

(1) i. e. the carriage of sweet water as cargo while declared as ship’s water ballast; the omission of declaring the presence or quantity of containers on the weather deck or any cargo on board, passengers, etc.
(2) See Art. 15 p.43.

Art. 100 – Canal  Dues : ⁽¹⁾ 

A – Transit dues : 

1. Transit dues are assessed on SC.N.T.
2. Transit dues rates will be levied according to the latest circular to be issued by SCA.
3. Transit dues are payable in advance.

B – Division of transit : 

A reduction of a quarter, half or three quarters of the transit dues is allowed to vessels using only three quarters, half or one quarter of the Canal. Once a vessel just entered the Canal; a quarter of transit dues is to be levied  ⁽²⁾ .

C – Additional dues on slow speed vessels :  

Additional transit dues are levied on slow speed vessels on the basis indicated hereunder:

TABLE No. 9 

(1) Not applicable to vessels under 300 tons SC.G.T.
(2) Northern Entrance : a)At. Km. 3.710 ( West Channel ).

b) At. Km. 1.333 ( East Channel ).
Southern Entrance : At. Hm 3.000

D – Towage Dues ⁽¹⁾ : 

1. Vessels towed or escorted in the Canal : 
   1. Transit dues are to be calculated in accordance with the regulations for vessels that transit under their own power.
   2. Extra dues of 100% are to be levied in case of engine and/or steering failure or in case of scrapped vessels.
      However, there must be a person in charge and at least 10 crew members on board the vessel.
   3. Transit dues on scrapped vessels are to be calculated on the basis of SC.G.T., with due consideration of the rates for each category.
   4. If towed by tugs not belonging to the Suez Canal Authority, vessels have to pay the towage dues of 0.25 U.S. Dollars. per SC.N.T., while scrap vessels have to pay the same dues of 0.25 U.S. Dollars per SCGT.
   5. Approved tugs not belonging to SCA pay transit dues as laden vessels.
   6. In case a vessel is towed or escorted by a tug not belonging to SCA, a pilot is imposed against a payment of a lump sum of 900 U.S. Dollars.
   7. The towed vessel is charged by the pilotage dues for the additional pilots appointed to assist the pilot on board.
      The rate being 600 U.S. Dollars for every extra pilot in the Canal and 300 U.S. Dollars for every extra harbor pilot.

   ---

   (1) For vessels under 300 tons SC.G.T., see Rules of Navigation for Small Craft.

2. Towed Large floating units :
   Transiting Canal dues are to be levied as follows:
   1. Transit dues : 
      1. Towed Large floating units : Transit dues are to be levied on the basis of SC.N.T. The tug or the unit will be treated as laden conventional ship regarding dues.
      2. Scrapped floating units arriving in the Canal: Transit dues are levied on the basis of the SC.G.T.
   2. Towage dues :Dues are levied on the towed unit at a rate of 25 U.S. Cent per ton of Net Tonnage.
      For scrapped units, dues are levied on the basis of SC.G.T.
   3. Extra Charges : 
      1. Length : If the length of the towed unit, together with its deck load exceeds 200 (two hundred) feet, an extra charge equal to 0.25% of the transit dues will be levied for every foot in excess.
         This extra charge will not exceed 125% of the unit’s transit dues.
      2. Beam : If the maximum beam of the towed unit or the deck load exceeds 100 (one hundred) feet, an extra charge equal to 1% of the transit dues will be levied for every foot in excess. This extra charge will not exceed 125% of the unit’s transit dues.
      3. Draught : If the draught of the towed unit exceeds 10 (ten) feet, an extra charge equal to 4% of the transit dues will be levied for every foot in excess. This extra charge will not exceed 125% of the unit’s transit dues.
      4. Height : If the height of the towed unit or if the cargo carried exceeds 15 (fifteen) feet calculated from the water level, a charge equal to 0.5% of the transit dues is levied for every foot in excess.
         This extra charge will not exceed 125% of the unit’s transit dues.
      5. Non self steering unit : If the towed unit is not fitted with an efficient self-steering apparatus and its beam exceeds 50 (fifty) feet, a charge equal to 2% of the transit dues is levied for every foot of the beam in excess.
         This extra charge will not exceed 125% of the unit’s transit dues.
      6. Speed of transit : The towed unit must have a sufficient ability to transit the Canal with the help of the towing units belonging to the owner or hired, at a speed not less than 12 (twelve) kilometers per hour.
         All towed units other than ships not sailing in the Canal under their own power will be considered with no steering. If the speed of transit is below this limit, the towed unit will be subject to the following charges :

         Speed of Transit less than	Charges to be levied
         12 Km/h	5% of the transit dues
         11 KM/h	10% of the transit dues
         10 KM/h	20% of the transit dues
         9 KM/h	40% of the transit dues
         8 KM/h	80% of the transit dues
         7 KM/h	160% of the transit dues

      7. Pilotage dues :  
         The towed unit to be charged with the pilotage dues for the additional pilots appointed to assist the pilot on board that unit, at a rate of (600 U.S. Dollars) for every extra pilot in the Canal and of (300 U.S. Dollars) for every extra harbor pilot.
3. Guarantee deposit :  
   Before entering the Canal, towed units, unmanned or scrapped vessels must deposit a ” guarantee deposit ” (Either in cash or by a letter of guarantee through the ship’s agency). That bank guarantee must be confirmed by any Egyptian bank Plus the transit dues. The value of this Bank guarantee is calculated as follows:
   1. 80% of the transit dues to cover the extra expenses for slow speed.⁽¹⁾ 
   2. A lump sum on account of any damage occurring to SCA property and/or equipment and installations during transit is calculated as follows :
      

      Less than	1000 SC.G.T 4000 U.S Dollars (2)
      Up to	2000 SC.G.T 10000 U.S Dollars
      Up to	4000 SC.G.T 20000 U.S Dollars
      Up to	6000 SC.G.T 30000 U.S Dollars
      Up to	10000 SC.G.T 50000 U.S Dollars (3)

      In abnormal cases, a higher amount may be imposed.

   3. The approximate cost of hiring assisting tugs at a rate of 40000 US. Dollars for class-A tug per day or the fraction of a day, and at a rate of 100000 US. Dollars for the salvage tug per day or the fraction of a day, is based on the number of tugs required and the expected duration of transit.
   4. ( See Art. 107 ).

Note : The said deposit shall be refunded after paying of the exact extra expenses, if any.

(1) Not applied for vessels disabled during the transit.
(2) Small craft covered by insurance policy are exempted.
(3) Over 10000 SC.G.T to be studied case by case.

Art. 101 – Berthing Dues ⁽¹⁾ : 

A – Vessels in harbours and not transiting the Canal : 

1. Vessels not intending to transit the Canal and anchoring or mooring in Port Said  ⁽²⁾ Harbor, Timsah Lake, G.B.L. anchorage, have to pay berthing dues as follows :
   1. 1^st till 10th day.         5 U.S. Cent / SC.N.T / Day
   2. 11^th till 20 day.         10 U.S. Cent / SC.N.T / Day
   3. 21^st till 30th day.       20 U.S. Cent / SC.N.T / Day
   4. Over 30 days.           30 U.S. Cent / SC.N.T / Day

   

   If the vessel stays more than fifteen days without crew, the SCA has the right to shift the vessel outside the berthing area at the vessel’s owner expense.

2. Units or vessels authorized by official authorities to offer services in harbor (as launches, barges, bunkering barges, tugs, floating cranes, floating silos, hopper barges or any floating unit serving the harbor): have to pay a rate of (5 U.S. Cent / SC.N.T / Day) .

(1) For vessels under 300 tons SC.G.T., see Rules of Navigation for Small Craft.
(2) Vessels undergoing repairs in the Authority dockyard or floating docks and SC affiliated companies are exempted from berthing dues

B – Transiting vessels : 

1. Berthing dues are not payable by transiting vessels for the first 24 hours of their arrival in harbor. The free tax period can be extended if transit of the vessel is delayed due to traffic conditions in the Canal.
2. If during the Canal transit, a vessel stops for any technical reasons as steering trouble, engine trouble, … etc or upon the instructions of owners and operators in any of the anchorage areas of Bitter Lake, Timsah Lake or Port Said the vessel shall be required to pay the berthing dues as mentioned in para. A above.

C – Changing berths : 

1. Pilotage dues ⁽¹⁾ 
2. Changing berth for tugs ⁽²⁾, at the SCA’s request, is free of charge, except vessels staying more than 30 days without crew⁽³⁾ 
3. If vessels in Port Said Anchorage Area ( Northern and Southern Anchorages ) or the Bitter Lakes or Lake Timsah, change berth or anchorage without the explicit authorization of the SCA,
   they shall be charged an additional due of (10000 U.S. Dollars). And (5000 U.S. Dollars) in Suez anchorage areas.

(1) See Art. 102.
(2) See Art. 104.
(3) See Art. 17 p. 47.

Art. 102 – Pilotage Dues ⁽¹⁾ 

A – Vessels not transiting the Canal : 

1. Port Said : Pilotage is compulsory for vessels from Anchorage Area to Port or from Port to sea. The dues are as follows :
   

   Vessel SC.N.T.	Day Pilotage	Night Pilotage
   Up to   2 500 tons	150  U.S. Dollars	200  U.S. Dollars
   Up to   5 000 tons	200  U.S. Dollars	300  U.S. Dollars
   Up to 10 000 tons	250  U.S. Dollars	350  U.S. Dollars
   Up to 20 000 tons	350  U.S. Dollars	500 U.S. Dollars
   Up to 30 000 tons	450  U.S. Dollars	700 U.S. Dollars
   Up to 40 000 tons	550  U.S. Dollars	850 U.S. Dollars
   Up to 50 000 tons	600  U.S. Dollars	900  U.S. Dollars
   Over  50 000 tons	650  U.S. Dollars	1000  U.S. Dollars

2. Port of Suez :
   1. Pilotage is compulsory from Waiting Area to Port of Suez anchorages areas, from Port of Suez anchorage to Basins ⁽²⁾, also from Basins to Anchorage area or sea. The dues are as per port of Suez Tariff.
   2. In case of non-transiting vessels that impeded SC Traffic, the SCA has the right to shift any vessel at the owners and/or operators expenses.
3. Changing Berth ( Port Said ) : 
   For changing berth, the Pilotage rate mentioned in para (1) is doubled; in addition, the vessel will have to pay the following :

   Up to   2 500 tons (1)	50  U.S. Dollars
   Up to   5 000 tons	60  U.S. Dollars
   Up to 10 000 tons	90  U.S. Dollars
   Up to 20 000 tons	120  U.S. Dollars
   Up to 30 000 tons	140  U.S. Dollars
   Up to 40 000 tons	200  U.S. Dollars
   Up to 50 000 tons	250  U.S. Dollars
   Over  50 000 tons	280  U.S. Dollars

(1) For vessels under 300 tons SC.G.T., see Rules of Navigation for Small Craft.
(2) Including Ibrahim Basin. Petroleum Basin and Adabiya Docks.

B – Vessels transiting the Canal : 

1. Pilotage dues are not applicable by vessels transiting the Canal:
   1. Southbound from Port Said Anchorage Area to Km. 162, pilotage dues are payable from Km. 162 to Hm. 80 south or to Port of Suez anchorages.
   2. Northbound vessels pay pilotage dues from the anchorage area of VLCC’s or the waiting area to Port of Suez anchorages areas. They also pay pilotage dues from the Port of Suez anchorage area to Km. 162. From Km. 162 northward, no pilotage dues are payable for transiting vessels.
2. In all cases when the pilot is disembarked and another pilot comes on board, owing to vessel stopping in Canal water for any reason relating to the vessel herself, such as engine trouble, steering trouble, etc …, the vessel will pay the charges for the new pilot as mentioned in para C. hereafter.

C – Extra Pilot Dues : 

In case of having any extra pilot on board, the vessel shall pay extra dues of ( 600 U.S. Dollars ) per Canal Pilot and ( 300 U.S. Dollars ) per Roads Pilot. Vessels with bad visibility will pay the dues for extra pilots if such vessel is piloted by one pilot only, she will pay 50% of these rates.

(1) Transit dues are levied on SC.N.T.

D – Moving in SC water without pilot’s assistance : ⁽¹⁾ 

1. Whenever a vessel without authorization of the SCA moves in Canal water or Port Said Harbor without having a Pilot on board, she shall be charged an additional charge of (21 500 U.S. Dollars)
2. An additional charge of (5000 U.S. Dollars) shall be charged to vessels moving without authorization of SCA in Port of Suez Anchorages, or entering or leaving Basins at Port of Suez without having a pilot on board ⁽²⁾. These charges do not apply in the event of the pilot being suddenly unable to carry on with his duties owing to sickness or death ⁽³⁾ 

E – Calling Pilot Unnecessarily : 

When a vessel signals for pilot, and it is found when boarding, that she is not ready to get underway in the limited time, the vessel is liable to be delayed and pilot disembarked. The vessel will pay extra pilot dues for the new pilot.

Art. 103 – Trial  Charges : 

For the safety of navigation, trials may by requested by the SCA before entering the Canal or resuming the transit.
A pilot will supervise the trails.
A charge of (1000 U.S. Dollars) is to be paid by the vessel for each pilot or Canal expert for each trial.
If trials are made outside Canal water, the charge will be (2000 U.S. Dollars)

(1) For vessels under 300 tons SC.G.T., see Rules of Navigation for Small Craft.
(2) Vessels under 300 tons SC.G.T. are exempted per law 161/59.
(3) Word sickness includes injuries.

Art. 104 – Charges for SCA Tugboats : 

The charges will be levied according to the latest circular to be issued by SCA.

A – Charges for harbor tugs applied at Port Said harbor : 

1. Vessels transiting the Canal are free of charge.
2. For other vessel’s charges, are payable for mooring or getting underway :
   These charge are payable each time the SCA sends one or two tugs to assist in maneuvering the vessel.
3. The charges are doubled when a vessel changes her berth.

B – Rates of Escorting Tugboats ( see Art. 58 ) : 

A unified Canal passage rate of 10000 SDRs. is to be paid for each escorting tug in the all cases stated in Art. 58 page 79.

C – Hire of tugboats : 

1. Tariff per tug : 
   Will be Levied according to the latest circular to be issued by SCA.
   1. Hire is reckoned from the time of starting preparations to get underway and ceases when tug returns to its base.
   2. Fractions of an hour will be reckoned as full hour.
   3. Hire charges are increased by 10% when tug is used after official working hours or on Fridays or on Saturdays or Public Holidays.
   4. Hire charges are increased by 100% when tug is used outside Canal water.
   5. Hire charges outside the Territorial water are to be agreed upon with SCA.
2. The tariff is applied on the following cases : 
   1. Towing of vessel  or floating unit in Canal Water.
   2. If the towed vessel or floating unit calls for the assistance of one or more of the SCA tugs to help or escort during the towing operation. Also if the Authority considers it necessary to escort the towed unit by one or more of its tugboats to ensure the safety of transit.
   3. In case SCA Officials consider the transit of a vessel dangerous to navigation due to defects in the vessel, such as engine trouble, etc. …, or bad view. In such case the vessel will be escorted by one tug or more.
   4. When a vessel stops in the Canal itself in consequence of an accident other than the (collision, engine troubles, auxiliary and steering gear troubles) SCA, in order to clear the way with all possible speed, and to get her underway, will assist by the necessary tugs to afloat her, free of charge.
3. Hire of Plant other than tugboats : The tariff for the hire of other plant is at the disposal of clients at SC Offices.

Art. 105 – Additional Dues – Various  : 

H XIV: Payment of Canal  Dues

Art. 106 – Determination of Payment of Suez Canal  Dues :

1. The SC dues rates are determined on the basis of SDR units (Special Drawing Rights).
2. Dues which are calculated on this basis are payable in one of the currencies according to their rates in relation to SDR as declared in the latest bulletin issued by the International Monetary Fund (IMF).
3. The acceptable currencies for dues payment are :
   

   - US Dollar	- Swedish Krona
   - Euro	- Danish Krone
   - Sterling Pound	- Norwegian Krone
   - Japanese Yen	- Swiss Franc
   - Canadian Dollar

   The chosen currency must be declared in the statistical declaration submitted to the SCA by dues payer. 

4. Canal dues may be paid in Egyptian pounds when the vessel fulfill the following conditions :
   1. Vessels under the Egyptian flag.
   2. The owner’s nationality is Egyptian.
   3. If the charterer is Egyptian, in this case chartering agreements must be introduced.
5. Dues must be paid to the SCA, through an authorized agent prior to the vessel’s transit according to the SCA Regulation ⁽¹⁾, using a bank account, Bank draft cheques and certified cheques are also acceptable.
6. Exemption of Canal Dues :
   The following vessels may be exempted from Canal dues :
   1. Vessels belonging to the Egyptian Government, provided that they do not carry any cargo or passengers.
   2.  Vessels belonging to the United Nations and Multi National Forces.
   3. Motor boats belonging to authorized agents on condition that they are not carrying passengers.
   4. Vessels transiting the Suez Canal for conducting repairs at SCA shipyards or at its affiliated companies shall comply with the following conditions:
      1. Access to Canal water to be only for repairs or maintenance not for transit.
      2. Not to be involved in any commercial works, loading or unloading operations during repair and maintenance
      3. Repair works or maintenance to be made at the shipyard nominated by the SCA (its own shipyards or its affiliated companies)
      4. The exit must be made from the port of entry immediately after executing repair or maintenance works
      5. Dues collected from vessels heading to SCA shipyards for repair works or maintenance shall be refunded subject to fulfill the above mentioned conditions and submit the following documents:
         1. A declaration from a shipyard stating the date of entry and exit of the unit and that she has not handled any commercial operations
         2. A claim submitted by owners/operators to refund the dues previously collected.
         3. An acknowledgement and commitment from ship’s master and agency.
      6. This exemption shall be applied only on transit dues excluding other services.

(1) Dues of Navy ships can be paid through their embassies in Egypt.

Art. 107 – The System that regulate dealing with agents regarding the method of paying transit dues and additional guarantee is determined by the SCA regulations.

* * *

CH XV : Carriage Of Dangerous Cargo

Art., 108 – DEFINITIONS:

For the purpose of these regulations, the meaning of the terms and expressions mentioned in each of the following articles will be as defined in the respective subparagraph :

1. “Dangerous Cargo” means the following:
   1. Any substance whether packaged or in bulk, intended for carriage or storage and having properties prescribed in the classes listed in the I.M.D.G. Code as amended from time to time.
   2. Any substance shipped in bulk not coming within the I.M.D.G Code classes but is subject to the requirements of the Codes for the dangerous chemical in bulk, liquefied gases in bulk and solid bulk as amended from time to time.
2. “Packaged Dangerous Goods” means any dangerous cargo contained in a receptacle, portable tank, freight container or vehicle. The term includes an empty receptacle, portable tank which has previously been used for the carriage of a dangerous substance, unless such receptacle or tank has been cleaned and permits transport with safety.
3. “Hazardous Wastes” means wastes having hazard characteristics according to Basel Convention and its amendments on the control of trans-boundary movements of hazardous wastes and their disposal.
4. “Dangerous Cargo in Bulk” means any dangerous substance, carried without any intermediate form of containment, in a tank or cargo space which is a structural part of a vessel or in a tank permanently fixed in or on a vessel.
5. “Petroleum”: reference to Petroleum in these Regulations shall be deemed to include all products such as: Rock oil, Rangoon oil, Burmah oil, oil made from petroleum, rosin, boghead, coal, schist, shale peat and other bituminous substances, any products of petroleum, and any of the above mentioned oils, (such as benzene, kerosene, gasoline, fuel oil, toluene, turpentine, paraffin wax … etc.).
   For the purpose of these Regulations, Petroleum is classified:
   1. Grade A – Those of the above mentioned products or any other not mentioned and having a flash point below 23 degrees Centigrade (73º Fahrenheit).
   2. Grade B – Those of the above mentioned products or any other not mentioned having a flash point between 23 degrees Centigrade (73º F) and 66 degrees Centigrade (150º F).
   3. Grade C – Those of the above mentioned products or any other not mentioned having a flash point above 66 degrees Centigrade (150º F).
6. “Tanker” means any vessel that transports bulk inflammable liquids. She shall comply with standards of “ SOLAS 74/78” and its amendments and must be classified in one of the Recognized Classification Societies belonging to the IACS to carry inflammable liquids (petroleum) and still under its supervision.
7. “F. P.” means Flash Point for petroleum and must be ascertained by Open Cup test or any other closed test of an equal degree of accuracy.
8. “I.G.” means Inert Gas used in cargo tanks and must be checked to ensure that the oxygen concentration is below the required level and the mixture of gases are below the flammable limit, i.e. can be considered as free from explosive gases.
9. “N.G.F.” means Non Gas Free, i.e. not sufficiently free at the time of test from toxic and explosive gas.
10. “I.G.C” means the International code for the construction and equipment of ships carrying liquefied gases in bulk as amended.
11. “Liquefied inflammable gas carrier” means any vessel that transports bulk liquefied inflammable gas. She shall comply with the standards of “SOLAS 74/78” and its amendments and must be constructed according to I.G.C code as amended or to standards at least as effective, and must be classified in one of the classification societies belonging to IACS and still under its supervision.
12. “I.B.C” means the International code for the construction and equipment of ships carrying dangerous chemical in bulk, as amended.
13. “Dangerous chemicals in bulk Carrier” means any vessel that transports bulk dangerous chemical. She shall comply with the standards of “SOLAS 74/78” and its amendments and must be constructed according to I.B.C code as amended or to standards at least as effective, and must be classified in one of the classification societies belonging to IACS, and still under its supervision.
14. “Code for solid bulk” means the code of safe practice for solid bulk cargoes.
15. “Prohibited Goods” means :
    1. Any goods which are specified by “I.M.D.G” code as carriage prohibited.
    2. Bulk dangerous cargoes not listed in the code of dangerous chemical in bulk and the code of liquefied gases in bulk or solid bulk code.
    3. Dangerous cargoes that are not listed on ship certificate of fitness.
    4. Dangerous cargoes that are not listed in dangerous cargo manifestn (See Art. 113 page 217).
    5. Any goods which are not fulfilling cargo requirements in these Rules.
16. “MARPOL 73/78” means the International Convention for the Prevention of Pollution from Ships, as amended.
17. “I.O.P.P Certificate” means the I.M.O International Oil Pollution Prevention certificate, certifying that the ship has been surveyed in accordance to “MARPOL 73/78” ⁽¹⁾ and its amendments.
18. “Certificate of Fitness” means a certificate issued by a national government, or society on behalf of government, certifying that the construction and equipment of the ship are in accordance with the I.B.C code or I.G.C code or to standards at least as effective.
19. ISM means the International code for the safety and management of ships operation and pollution prevention.

(1) (See Art 119 page 220).

Art., 109 – Preliminary Regulations:

1. These regulations apply to the transport of dangerous goods through the S.C., as amended.
2. The classification in these regulations are in accordance with I.M.D.G code and its amendments.
3. Dangerous cargoes in these regulations are divided as follows:
   1. The dangerous packaged goods, as classified in accordance with I.M.D.G. code and its amendments.
   2. The dangerous cargoes in bulk (Petroleum, liquefied inflammable gases and dangerous chemicals).
   3. The radioactive substances, as mentioned in Class 7 of I.M.D.G code and its amendments.
4. All dangerous cargo alarms, safety equipment and fire fighting equipment must be checked within 24 hours prior to the arrival to S.C. The ship’s log shall be available for inspection by the SCA pilot or inspector on board.
5. SCA may consult a recognized surveyor, where such consultation is required by the SCA.
6. A prior notice of arrival must be submitted to the SCA Port Offices at least 48 hours before the vessel’s arrival to the Canal entrances.
7. The Master, owner and/or operator is responsible for any damage, direct or indirect, caused to CA or to third party, which may result by presence of dangerous goods on board of his vessel, during passage through the Suez Canal or existence in Canal water. They are also responsible for the loading of the cargo, handling and the stowage of dangerous goods on board of the vessel, and that the dangerous goods have been packed in a good manner adequate to withstand the ordinary risks of transport. (See also, Art. 4, Art. 60).
8. Vessels carrying dangerous goods must comply with the standards of SOLAS 74/78 as amended and must be classified in one of the recognized classification societies belonging to the I.A.C.S. and still under its supervision.
9. A vessel arriving in the S.C. without fulfilling the required regulations shall be considered as a danger for navigation and the security of the Canal and shall bear full responsibility if not authorized to enter the harbor or handle other goods or transit the Canal. She will also bear the responsibility for any information given and may subsequently prove to be inaccurate ⁽¹⁾ besides the other responsibilities provided for in the common law.
10. Loading, packing labeling, marking stowage, segregation and inspection certificate shall be in compliance with the I.M.D.G code and its amendments.
11. Any vessel carrying dangerous goods or dangerous cargoes in bulk must hoist the special signal indicating the nature of her goods before entering SC (See page 157). The master must state the fact to pilot as soon as he arrives on board, he must comply with the Regulation Art., 113, 121, 130 concerning certificates and declarations.
    The Agent of a vessel carrying Radio Active substances should advise S.C.A and the A.E.E. ⁽²⁾ of the time of arrival of the vessel at least 48 hours in advance.
    The vessel bears the responsibility of her delay in entering the harbor and transiting the Canal resulting from a delay in giving notice of her arrival ⁽³⁾ .
12. Any vessel carrying dangerous goods shall be assigned a berth or mooring place at Port Said, such place will be selected by the SC port-office (according to the information sent in advance and declaration of the master).
    Vessels carrying dangerous cargoes in bulk are only allowed to have a berth at Port Said outer harbor basin except gas free carriers and tankers carrying Grade C only. Vessels carrying Grade A or liquefied inflammable gas should avoid using anchor when berthing.

(1) See Additional dues Art. 105 page 201.
(2) See Art 129 page 225, Art., 132 page 228.
(3) Notice of arrival must include: kind, quantity and number of packages radio active substances.

CH XVI : Vessels Carrying Dangerous Package Goods

Art. 110 – General Terms and Conditions : 

A – Grouping System : 

For purpose of berthing and cargo handling each of IMDG classes ( Except Class 7, radioactive, See Chapter XVIII )
is further divided by SCA into three groups, These groups are as follows :

1.  Group 1 : Substances representing high danger :
   no handling is allowed either for ordinary goods or dangerous goods;
   vessels carrying these substances are only allowed to have a berth at Port Said outer harbour, while bunkering is handled at the outer harbor basin.
2.  Group 2 : Substances representing medium danger, handling of cargo is allowed as follows :
   1. Containers can be handled in the inner harbour.
   2. General Cargo vessels ⁽¹⁾ can be handled by isolating the vessel in Port Said outer harbour basin. A vessel carrying not more than 100 tons total of these substances will not be given a special berth for handling the ordinary cargoes, providing holds containing these dangerous substances is kept closed while ordinary cargoes are being handled on these vessels.
3.  Group 3 : Substances representing minor danger : vessels carrying these substances shall be considered as ordinary vessel.

(1) Except dangerous substances of Group 2 in Containers.

B – Description of Groups in Different IMDG Classes :

1. Group 1 : ( Substances representing high danger ) :
   It contains the following :

   1. Class 1, explosives, ( div. 1.1, div. 1.2 and div. 1.3 ).

   2. Class 2, gases in large welded receptacles.

   3. Class 3, Inflammable liquids ( div. 3.1 and div. 3.2 ) in large welded receptacles.

   4. Discovery of substances of its existence and/or stowage on board the ship, the Master has no knowledge ⁽¹⁾.

   5. Hazardous wastes.

2. Group 2 : ( Substances representing medium danger ) :
   It contains all substances of the Classes which do not belong to either Group 1 or Group 3.

3. Group 3 : ( Substances representing minor danger ) :
   It contains the following :

   1. Class 1, explosives, ( div. 1.5, ).

   2. Class 2, gases ( non flammable compressed gas only ).

   3. Class 3, Inflammable liquids ( high flash point group only ).

   4. Substances in Class 4, 5, 6, 8 and 9 of minor danger.

4. Vessels carrying more than one group at the same time will be treated as vessel of the higher dangerous group.

Art. 111 – Hazardous Wastes :

In respect of Hazardous Wastes, transit documents according to Basel convention ( BC ) must be sent to both E.E.A.A.
and SCA for prior approval. The transit of the Hazardous Wastes is not granted until SCA receives the E.E.A.A. approval.

(1) Additional dues according to Art. 105.

Art. 112 : Vessels Carrying Dangerous Goods in Limited Quantities : 

Limited quantities of dangerous goods can be carried according to I.M.D.G code and the Certificate of Compliance specified by these Rules must be produced to SCA on arrival of the vessel to Canal entrances.

Art. 113 : Certificates and Declarations :

1. The Master of the vessel shall submit to the SCA’s Officials on arrival the list or the manifest or the stowage plan for the dangerous goods placed in the vessel signed by the ship owners and/or their representatives and approved by an official authority of the port of loading and includes the following :

   1. The chemical name and the quantities of the dangerous goods classified in accordance to IMDG.

   2. The substances group as according to Art.110-B of these Rules.

   3. Certificate of complying with cargo requirements.

   4. The flash point for inflammable substances in degrees centigrade, if applicable.

2. Further, the Master of the vessel must furnish a signed SC declaration which will be handed to him by the pilot when he comes on board or through vessel’s Agent.

Art. 114 : Compensation Warranty : 

The Master shall submit a certificate issued by an official Recognized Authority in charge of the protection and compensation of ship owners against damage, and approved by SCA, this certificate must indemnify SCA & third party against any compensation for all kind of damage that may occur directly or indirectly to the environment and shall pay all expenses incurred for its removal, cleaning costs and all compensations.

Art. 115 : Permission to take in provisions and fuel or to handle cargo : 

1. Vessels of group 2 and 3 enter SC, take in provisions and fuel and handle cargo within the limits set in Art. 110-A.

2. When taking in provision or fuel, they must begin the necessary operations at once, carry them out as quickly as possible and be ready to enter the Canal immediately afterwards.
   Except in case of emergency, of which SCA shall be sole judge, such operations shall not last more than 12 hours.

Art. 116 – Permission to carry out Repairs : 

The SCA’s Shipyard shall be sole judge whether or not repairing operation can be done.

Art. 117 : Control : 

1. The SCA reserves the right to inspect the stowage and state of dangerous goods, and if the information given is found to be incorrect ⁽¹⁾, access to the Canal may be forbidden or the change of berth necessary shall be at vessel’s cost ⁽²⁾.

2. For the safety of the navigation, the Harbour master is entitled to stipulate any further safety measures that are required with regard to local conditions, other vessels traffic and other circumstances.

3. During the whole stay in SC, vessels carrying dangerous goods from any group shall comply with the instructions of Appendix No. 4 for their respective groups.

(1) See Art. 77 page 89.
(2) See Additional dues Art. 105 page 201.

CH XVII : Vessels Carrying Dangerous Cargoes In Bulk

Art., 118 – General Terms and Conditions : 

A – Tankers in Ballast or Vessels Carrying Grade C Only : 

1. Tankers in ballast and vessels carrying Grade C only are deemed to be ordinary (non dangerous) vessels, if they have been rendered gas free or free from inflammable gases since they last carried Grade A or Grade B. They are not subject to any of the foregoing regulations, but the Master must sign the declaration which will be handed to him by the pilot when he comes onboard and hand it to the SCA Officials (See Appendix 3).
2. Tankers in ballast and vessels carrying part cargo of Grade C without having been rendered gas free or free from inflammable gases since they last carried Grade A or Grade B, are subject to these Regulations.
3. Tankers or vessels carrying two grades of hazardous cargoes at the same time, will be treated as vessels of the grade corresponding to that of the more volatile product.

B – Liquefied gas Carrier in Ballast: 

Liquefied inflammable gas carrier in ballast is to be ordinary vessel, if they have been rendered gas free or free from any inflammable gas.

Art., 119 – Pollution Prevention: ⁽¹⁾

Ballast tankers required to reduce their draught for transiting the Canal must discharge clean ballast water according to IMO regulations.

Art., 120 – Safety Regulation for Tankers and Dangerous Cargo in Bulk: 

1. Further to Regulations of Appendix No. 4, the vessel shall conform to the requirements of SOLAS 74/78 and its amendments and must be constructed according to I.B.C and I.G.C codes as amended from time to time or to standards at least as effective, and must be classified in one of the classification societies belonging to IACS and still under its supervision.
2. The vessels must have outside her cargo tanks, non dangerous substances (clean ballast water, fuel oil, etc.) which can, if needed, be easily and safely unloaded, in sufficient quantity to reduce her draught by one foot (30 cm.), for tankers and by 3 feet (90 cm.), for vessels carrying liquefied inflammable gases or dangerous chemicals in bulk.
3. Vessels carrying Grade A must also comply with the following requirement:
   1. Two mooring boats immediately available; that is to say, slung outboard, ready for lowering.
   2. Fire wires made fast one forward and one aft and hung over the vessel’s side ready for use, so that a tow rope can be easily fastened thereto by a tug in an emergency.
   3. A special searchlight for night transit (See Art., 28)

(1) See Art., 64 page 85.

Art. 121 – Certificates and Declarations: 

The Master shall hand to the SC Port Offices Declaration I and Declaration II, Appendix 3 (see page 230, 231).

Art., 122 – Permission to Take in Provisions and fuel: 

1. All these operations are Not Allowed for N.G.F. tankers (Grade A or B) and N.G.F. Liquefied inflammable gases.
2. All these operations are Not Allowed for tankers carrying Grade A.
3. All these operations are Not Allowed for liquefied inflammable gas carriers and dangerous chemicals in Bulk carriers.
4. All these operations are Not Allowed for tankers in ballast and vessels carrying part cargo of Grade C without having been rendered gas free from inflammable gases since they last carried Grade A or Grade B goods.
5. Fuelling is only allowed by a permission from the Harbor Master for tankers in ballast and contain Grade B vapors, also for Tankers loaded with Grade B and tankers loaded with Grade C and contain Grade B vapors.
6. All above mentioned operations are allowed for gas free carriers, or free from inflammable gases, also for tankers loaded with Grade C.

Art., 123 – Permission to Handle Cargo: 

A – Cargoes of G r a de A in bulk or in receptacles, and cargoes of Grade B in bulk: 

Handling of cargo is Not Allowed, except upon special application in advance. Shipping and handling of receptacles of Grade A or Grade B at specially appointed places may be carried out, provided the Regulations of Appendix No. 5 are complied with, and barges, lighters, and tugs satisfy the requirements of Appendix No. 5 (D – 6, 7, 8, 9) and are approved by SCA.

B – Cargoes of Grade B in Receptacles: 

For the purpose of cargo handling, Grade B is regarded as vessels carrying dangerous goods of the second group.

C – Liquefied inflammable gas and dangerous chemicals in bulk carriers: 

Handling of cargo is Not Allowed

Art., 124 – Permission t o Carry out Repairs:

1. No repairs that involve burning, welding, riveting, other hot work, high speed drilling, chipping, hammering, or other similar operations to any compartment or pipe line which has contained petroleum shall be begun or carried out in any vessel unless a certificate issued from a recognized chemist certifies that he has examined the vessel or such part of the vessel and he finds that she is free from inflammable vapors, and safe for such operations.
2. The SCA’s Shipyard shall be sole judge whether or not repairing operations can be done in case of emergency.

Art., 125 – Precautions on Board: 

During the whole of their stay in SC, vessels carrying dangerous chemical and liquefied gases, Petroleum Grade A or B or N.G.F. Carriers shall comply with the regulations of Appendix No. 4.

The Handling on board of any vessel with liquid having a flash point of or below 66 degrees Centigrade (150º Fahrenheit) is strictly prohibited.

The handling of receptacles of Grade A petroleum is however, allowed within the conditions specified in Art., 123-A.

Further, no craft with a naked fire shall come or remain alongside the vessel carrying benzene, or liquefied inflammable gases.

Art., 126 – Control : 

The master of any vessel carrying petroleum of any nature, liquefied gas or dangerous chemicals in bulk must help SCA’s officials by all possible means to inspect the vessels installations.

The SCA reserves the right, after inspection of the vessel by its officials, to refuse transit, if sufficient precautions have not been taken, to obviate any danger of fire during her stay in S.C.

CH XVIII : Vessels Carrying Radioactive Substances

Art., 127 – General Terms and Conditions: 

Generalities – Documents – Grouping: 

1. Art. 109, Art 112 – shall be applied.
2. Permission is granted to carry through the SC radioactive goods on condition that the following documents are produced:
   1. Documents proving that vessel carrying radioactive substance has complied with conditions and prescriptions contained in those laws and rules in force in the exporting country and with the conditions and prescriptions recommended by the I.M.D.G code or that of the A.E.A.
   2. Compensation warranty document covering all direct or indirect damage that may be caused by the presence of radioactive substances on board.
   3. The master of the vessel must furnish a signed declaration (see Appendix 3) pages (232 – 239), each declaration concerns one of the two basic groups:
      1. Declaration III, Group 1 Radioactive, which includes fissile materials. i.e. artificially produced nuclear substances such as enriched uranium, uranium-235 and plutonium-239, which under certain conditions are capable of undergoing fission, and irradiated uranium and other fissile material.
      2. Declaration IV, Group 2 Radioactive, which includes radioactive goods stated by I.M.D.G code as exemption, Uranium ores and concentrate, natural uranium and thorium, radio isotopes for medical, agricultural, scientific or industrial use, irradiated specimens of metals or minerals except those which fall within declaration III above.

Art., 128 – Vessels Carrying Exemption Radioactive Substances:

Vessels carrying substances which are stated by I.M.D.G code as exemption are deemed to be ordinary vessels, provided they satisfy conditions in Art., 109 above.

Art., 129 – The Authority’s Approval of Transportation of the Substances:

1. In respect of substances of Group 1 radioactive, Prior Approval of Authority for the transit of goods before shipment, is required and is not granted until approval of A.E.E. is notified to the Authority.
2. In respect of Group 2 radioactive, the Master of the vessel shall hand to the Agency on arrival, all the documents concerning the goods for checking and ascertaining the authenticity of the details contained therein that these formalities are sufficient.

Art., 130 – Certificates and Declarations:

The Master of a vessel shall hand to the SCA’s representatives, on arrival, a list or manifest or stowage plan for dangerous goods places in the vessel signed by the ship owners and/or their representatives at the port of loading and including the following:

1. Full and clear details concerning the goods, and mentioning its kind, quantity, weight, etc. shall be furnished on declaration form to the Authority.
2. Information  in  respect  of  goods  of radioactive  substances  which  do  not  require  special formalities and are excluded of the regulations concerning radioactive substances and those concerning protection issued by the IAEA, must also be furnished to the Authority. Such information must also be in the possession of the Master to be produced to the SCA inspector on request.

Art., 131 – Compensation Warranty:

1. The Master shall hand the following Warranty Documents to SCA. These documents are to be kept by the Authority.
2. In respect  of substances  of Group  1  Radioactive,  the  Master  shall  hand  one of the  two following documents:
   1. Either an insurance Policy issued by an approved protection and insurance organization for a preliminary amount of twenty million U.S. Dollars with a guarantee certificate issued by a recognized  Atomic Energy Organization Establishment.
      The SCA is entitled to request the increase of the insurance in any case when the circumstances of any load require such an increase pursuant to a technical study by the experts of A.E.E.
   2. Or a full engagement ( guarantee ) with unlimited compensation amount from the recognized exporting Atomic Energy Authority, accompanied by a guarantee certificate issued by its government, covering the compensation.
      The guarantee must also fulfill all legal conditions according to the laws of the guaranteeing country and bind its government.
3. In respect of substances of Group 2 Radioactive, the Master shall hand a certificate issued by an official recognized Authority in charge of the protection and compensation of ship owners against damage, and approved by SCA, this certificate must indemnify against any compensation for all kind of damage due to the passage of the vessel.
4. The following provisions must also be enforced:
   1. The compensation guarantee document of whatever kind (documents – insurance guarantee – engagements) must explicitly provide that the victims shall receive compensation for all direct and indirect damage resulting from the radioactivity of the load for the time during which the vessel stays in the SC or its lakes, including the two entrances and their vicinity and also the port of Suez and its entrance and its vicinity.
   2. This document shall remain good as long as there exist a possibility that damage may occur as a result of the transit of the shipment, according to what SC will decide in this respect.
   3. Payment of compensation in all cases mentioned in paragraphs above shall be based on the mere occurrence of a damage resulting from the  load  whether  at  present or in future.
      It is sufficient that the mere occurrence of damage generates the right for compensation without need for indicating the causes.
   4. In case of any accident resulting from the transit of an atomic shipment or radioactive substances of any kind, courts of the A.R.E. are solely and exclusively competent to decide thereof on claims of damage compensation and all that may be connected with the accident or its direct or indirect consequences.
      The sentence shall be executed in any country and the insurance mentioned in these regulations shall be a guarantee for the execution of the sentence rendered by A.R.E. courts, without any other formalities.
   5. Ship owners and/or operators whose vessels carry radioactive substances transiting the Canal must undertake, in the country of registration of these vessels, all measures ensuring that the government of such country shall respect the above prescriptions.

Art., 132 – Experts of the Atomic Energy Establishment A.E.E. :

1. Experts of the A.E.E. may go on board to inspect and examine the load, make the radioactive measures, make sure they are good ⁽¹⁾ and approve them before the vessel enters the port, to take a decision on the following matters:
   1. Loading, labeling packing stowage, segregation is in compliance with I.M.D.G. code classes.
   2. Handling of other goods inside and outside the vessel.
   3. Transporting the radioactive load to another vessel or to shore.
   4. Authorizing the vessel to make repairs in the port and take supplies.
2. The A.E.E. experts may decide for safety requirement to accompany the load from the moment it enters the territorial water of the A.R.E. till it leaves.
   In such a case, the vessel’s Agent has to arrange with the vessel for ensuring their comfort while aboard and Masters tender every assistance requested by the representatives of the A.E.E. and those accompanying the load and comply with their advice concerning the safety requirement of radioactive substances.
3. The vessel bears the traveling expenses of A.E.E.’s experts. The vessel’s Agent shall pay these expenses if claimed by the A.E.E. and also the cost of the needed works carried out by A.E.E. experts.

(1) See Art., 77 page 89.

Art., 133 – Organization of the Transit:

1. Vessels carrying radioactive substances Group 1 Radioactive may be put at the end of the convoy.
   During transit, an interval of 20 minutes at least must be put between these vessels and the preceding vessel.
   They may also transit convoyed by a salvage tug at the vessel’s expenses and the Agent must in this case file an order to this effect if it is necessary for safety.
2. Vessels carrying radioactive substances Group 2 Radioactive have no special regulation with respect to their position in the convoys.