Overheid.nl| Zoekpagina

De wegwijzer naar informatie en diensten van alle overheden

Naar zoeken

Internationaal Verdrag voor de beveiliging van mensenlevens op zee, 1974, Londen, 01-11-1974

Geldend van 01-01-2017 t/m heden

Internationaal Verdrag voor de beveiliging van mensenlevens op zee, 1974

Authentiek : EN

INTERNATIONAL CONVENTION FOR THE SAFETY OF LIFE AT SEA, 1974

THE CONTRACTING GOVERNMENTS,

BEING DESIROUS of promoting safety of life at sea by establishing in common agreement uniform principles and rules directed thereto,

CONSIDERING that this end may best be achieved by the conclusion of a Convention to replace the International Convention for the Safety of Life at Sea, 1960, taking account of developments since that Convention was concluded,

HAVE AGREED as follows:

ARTICLE I. General Obligations under the Convention

  • (a) The Contracting Governments undertake to give effect to the provisions of the present Convention and the Annex thereto, which shall constitute an integral part of the present Convention. Every reference to the present Convention constitutes at the same time a reference to the Annex.

  • (b) The Contracting Governments undertake to promulgate all laws, decrees, orders and regulations and to take all other steps which may be necessary to give the present Convention full and complete effect, so as to ensure that, from the point of view of safety of life, a ship is fit for the service for which it is intended.

ARTICLE II. Application

The present Convention shall apply to ships entitled to fly the flag of States the Governments of which are Contracting Governments.

ARTICLE III. Laws, Regulations

The Contracting Governments undertake to communicate to and deposit with the Secretary-General of the Inter-Governmental Maritime Consultative Organization (hereinafter referred to as “the Organization”):

  • (a) a list of non-governmental agencies which are authorized to act in their behalf in the administration of measures for safety of life at sea for circulation to the Contracting Governments for the information of their officers;

  • (b) the text of laws, decrees, orders and regulations which shall have been promulgated on the various matters within the scope of the present Convention;

  • (c) a sufficient number of specimens of their Certificates issued under the provisions of the present Convention for circulation to the Contracting Governments for the information of their officers.

ARTICLE IV. Cases of Force Majeure

  • (a) A ship, which is not subject to the provisions of the present Convention at the time of its departure on any voyage, shall not become subject to the provisions of the present Convention on account of any deviation from its intended voyage due to stress of weather or any other cause of force majeure.

  • (b) Persons who are on board a ship by reason of force majeure or in consequence of the obligation laid upon the master to carry shipwrecked or other persons shall not be taken into account for the purpose of ascertaining the application to a ship of any provisions of the present Convention.

ARTICLE V. Carriage of Persons in Emergency

  • (a) For the purpose of evacuating persons in order to avoid a threat to the security of their lives a Contracting Government may permit the carriage of a larger number of persons in its ships than is otherwise permissible under the present Convention.

  • (b) Such permission shall not deprive other Contracting Governments of any right of control under the present Convention over such ships which come within their ports.

  • (c) Notice of any such permission, together with a statement of the circumstances, shall be sent to the Secretary-General of the Organization by the Contracting Government granting such permission.

ARTICLE VI. Prior Treaties and Conventions

  • (a) As between the Contracting Governments, the present Convention replaces and abrogates the International Convention for the Safety of Life at Sea which was signed in London on 17 June 1960.

  • (b) All other treaties, conventions and arrangements relating to safety of life at sea, or matters appertaining thereto, at present in force between Governments parties to the present Convention shall continue to have full and complete effect during the terms thereof as regards:

    • (i) ships to which the present Convention does not apply;

    • (ii) ships to which the present Convention applies, in respect of matters for which it has not expressly provided.

  • (c) To the extent, however, that such treaties, conventions or arrangements conflict with the provisions of the present Convention, the provisions of the present Convention shall prevail.

  • (d) All matters which are not expressly provided for in the present Convention remain subject to the legislation of the Contracting Governments.

ARTICLE VII. Special Rules drawn up by Agreement

When in accordance with the present Convention special rules are drawn up by agreement between all or some of the Contracting Governments, such rules shall be communicated to the Secretary-General of the Organization for circulation to all Contracting Governments.

ARTICLE VIII. Amendments

  • (a) The present Convention may be amended by either of the procedures specified in the following paragraphs.

  • (b) Amendments after consideration within the Organization:

    • (i) Any amendment proposed by a Contracting Government shall be submitted to the Secretary-General of the Organization, who shall then circulate it to all Members of the Organization and all Contracting Governments at least six months prior to its consideration.

    • (ii) Any amendment proposed and circulated as above shall be referred to the Maritime Safety Committee of the Organization for consideration.

    • (iii) Contracting Governments of States, whether or not Members of the Organization, shall be entitled to participate in the proceedings of the Maritime Safety Committee for the consideration and adoption of amendments.

    • (iv) Amendments shall be adopted by a two-thirds majority of the Contracting Governments present and voting in the Maritime Safety Committee expanded as provided for in sub-paragraph (iii) of this paragraph (hereinafter referred to as “the expanded Maritime Safety Committee”) on condition that at least one-third of the Contracting Governments shall be present at the time of voting.

    • (v) Amendments adopted in accordance with sub-paragraph (iv) of this paragraph shall be communicated by the Secretary-General of the Organization to all Contracting Governments for acceptance.

    • (vi)

      • (1) An amendment to an Article of the Convention or to Chapter I of the Annex shall be deemed to have been accepted on the date on which it is accepted by two-thirds of the Contracting Governments.

      • (2) An amendment to the Annex other than Chapter I shall be deemed to have been accepted:

        • (aa) at the end of two years from the date on which it is communicated to Contracting Governments for acceptance; or

        • (bb) at the end of a different period, which shall not be less than one year, if so determined at the time of its adoption by a two-thirds majority of the Contracting Governments present and voting in the expanded Maritime Safety Committee.

        However, if within the specified period either more than onethird of Contracting Governments, or Contracting Governments the combined merchant fleets of which constitute not less than fifty per cent of the gross tonnage of the world's merchant fleet, notify the Secretary-General of the Organization that they object to the amendment, it shall be deemed not to have been accepted.

    • (vii)

      • (1) An amendment to an Article of the Convention or to Chapter I of the Annex shall enter into force with respect to those Contracting Governments which have accepted it, six months after the date on which it is deemed to have been accepted, and with respect to each Contracting Government which accepts it after that date, six months after the date of that Contracting Government's acceptance.

      • (2) An amendment to the Annex other than Chapter I shall enter into force with respect to all Contracting Governments, except those which have objected to the amendment under sub-paragraph (vi)(2) of this paragraph and which have not withdrawn such objections, six months after the date on which it is deemed to have been accepted. However, before the date set for entry into force, any Contracting Government may give notice to the Secretary-General of the Organization that it exempts itself from giving effect to that amendment for a period not longer than one year from the date of its entry into force, or for such longer period as may be determined by a two-thirds majority of the Contracting Governments present and voting in the expanded Maritime Safety Committee at the time of the adoption of the amendment.

  • (c) Amendment by a Conference:

    • (i) Upon the request of a Contracting Government concurred in by at least one-third of the Contracting Governments, the Organization shall convene a Conference of Contracting Governments to consider amendments to the present Convention.

    • (ii) Every amendment adopted by such a Conference by a two-thirds majority of the Contracting Governments present and voting shall be communicated by the Secretary-General of the Organization to all Contracting Governments for acceptance.

    • (iii) Unless the Conference decides otherwise, the amendment shall be deemed to have been accepted and shall enter into force in accordance with the procedures specified in sub-paragraphs (b)(vi) and (b)(vii) respectively of this Article, provided that references in these paragraphs to the expanded Maritime Safety Committee shall be taken to mean references to the Conference.

  • (d)

    • (i) A Contracting Government which has accepted an amendment to the Annex which has entered into force shall not be obliged to extend the benefit of the present Convention in respect of the certificates issued to a ship entitled to fly the flag of a State the Government of which, pursuant to the provisions of sub-paragraph (b)(vi)(2) of this Article, has objected to the amendment and has not withdrawn such an objection, but only to the extent that such certificates relate to matters covered by the amendment in question.

    • (ii) A Contracting Government which has accepted an amendment to the Annex which has entered into force shall extend the benefit of the present Convention in respect of the certificates issued to a ship entitled to fly the flag of a State the Government of which, pursuant to the provisions of sub-paragraph (b)(vii)(2) of this Article, has notified the Secretary-General of the Organization that it exempts itself from giving effect to the amendment.

  • (e) Unless expressly provided otherwise, any amendment to the present Convention made under this Article, which relates to the structure of a ship, shall apply only to ships the keels of which are laid or which are at a similar stage of construction, on or after the date on which the amendment enters into force.

  • (f) Any declaration of acceptance of, or objection to, an amendment or any notice given under sub-paragraph (b)(vii)(2) of this Article shall be submitted in writing to the Secretary-General of the Organization, who shall inform all Contracting Governments of any such submission and the date of its receipt.

  • (g) The Secretary-General of the Organization shall inform all Contracting Governments of any amendments which enter into force under this Article, together with the date on which each such amendment enters into force.

ARTICLE IX. Signature, Ratification, Acceptance, Approval and Accession

  • (a) The present Convention shall remain open for signature at the Headquarters of the Organization from 1 November 1974 until 1 July 1975 and shall thereafter remain open for accession. States may become parties to the present Convention by:

    • (i) signature without reservation as to ratification, acceptance or approval; or

    • (ii) signature subject to ratification, acceptance or approval, followed by ratification, acceptance or approval; or

    • (iii) accession.

  • (b) Ratification, acceptance, approval or accession shall be effected by the deposit of an instrument to that effect with the Secretary-General of the Organization.

  • (c) The Secretary-General of the Organization shall inform the Governments of all States which have signed the present Convention or acceded to it of any signature or of the deposit of any instrument of ratification, acceptance, approval or accession and the date of its deposit.

ARTICLE X. Entry into Force

  • (a) The present Convention shall enter into force twelve months after the date on which not less than twenty-five States, the combined merchant fleets of which constitute not less than fifty per cent of the gross tonnage of the world's merchant shipping, have become parties to it in accordance with Article IX.

  • (b) Any instrument of ratification, acceptance, approval or accession deposited after the date on which the present Convention enters into force shall take effect three months after the date of deposit.

  • (c) After the date on which an amendment to the present Convention is deemed to have been accepted under Article VIII, any instrument of ratification, acceptance, approval or accession deposited shall apply to the Convention as amended.

ARTICLE XI. Denunciation

  • (a) The present Convention may be denounced by any Contracting Government at any time after the expiry of five years from the date on which the Convention enters into force for that Government.

  • (b) Denunciation shall be effected by the deposit of an instrument of denunciation with the Secretary-General of the Organization who shall notify all the other Contracting Governments of any instrument of denunciation received and of the date of its receipt as well as the date on which such denunciation takes effect.

  • (c) A denunciation shall take effect one year, or such longer period as may be specified in the instrument of denunciation, after its receipt by the Secretary-General of the Organization.

ARTICLE XII. Deposit and Registration

  • (a) The present Convention shall be deposited with the Secretary-General of the Organization who shall transmit certified true copies thereof to the Governments of all States which have signed the present Convention or acceded to it.

  • (b) As soon as the present Convention enters into force, the text shall be transmitted by the Secretary-General of the Organization to the Secretary-General of the United Nations for registration and publication, in accordance with Article 102 of the Charter of the United Nations.

ARTICLE XIII. Languages

The present Convention is established in a single copy in the Chinese, English, French, Russian and Spanish languages, each text being equally authentic. Official translations in the Arabic, German and Italian languages shall be prepared and deposited with the signed original.

IN WITNESS WHEREOF the undersigned, being duly authorized by their respective Governments for that purpose, have signed the present Convention.

DONE AT LONDON this first day of November one thousand nine hundred and seventy-four.

ANNEX

CHAPTER I. GENERAL PROVISIONS

PART A. -APPLICATION, DEFINITIONS, ETC.

Regulation 1. Application

  • (a) Unless expressly provided otherwise, the present Regulations apply only to ships engaged on international voyages.

  • (b) The classes of ships to which each Chapter applies are more precisely defined, and the extent of the application is shown, in each Chapter.

Regulation 2. Definitions

For the purpose of the present Regulations, unless expressly provided otherwise:

  • (a) “Regulations” means the Regulations contained in the Annex to the present Convention.

  • (b) “Administration” means the Government of the State whose flag the ship is entitled to fly.

  • (c) “Approved” means approved by the Administration.

  • (d) “International voyage” means a voyage from a country to which the present Convention applies to a port outside such country, or conversely.

  • (e) A passenger is every person other than:

    • (i) the master and the members of the crew or other persons employed or engaged in any capacity on board a ship on the business of that ship; and

    • (ii) a child under one year of age.

  • (f) A passenger ship is a ship which carries more than twelve passengers.

  • (g) A cargo ship is any ship which is not a passenger ship.

  • (h) A tanker is a cargo ship constructed or adapted for the carriage in bulk of liquid cargoes of an inflammable1 nature.

  • (i) A fishing vessel is a vessel used for catching fish, whales, seals, walrus or other living resources of the sea.

  • (j) A nuclear ship is a ship provided with a nuclear power plant.

  • (k) “New ship” means a ship the keel of which is laid or which is at a similar stage of construction on or after 25 May 1980.

  • (l) “Existing ship” means a ship which is not a new ship,

  • (m) A mile is 1,852 metres or 6,080 feet.

  • (n) “Age of a ship” means the elapsed period of time determined from the year of build as indicated on the ship's registry papers.

  • (n) "Anniversary date" means the day and the month of each year which will correspond to the date of expiry of the relevant certificate.

Regulation 3. Exceptions

  • (a) The present Regulations, unless expressly provided otherwise, do not apply to:

    • (i) Ships of war and troopships,

    • (ii) Cargo ships of less than 500 tons gross tonnage,

    • (iii) Ships not propelled by mechanical means,

    • (iv) Wooden ships of primitive build,

    • (v) Pleasure yachts not engaged in trade,

    • (vi) Fishing vessels.

  • (b) Except as expressly provided in Chapter V, nothing herein shall apply to ships solely navigating the Great Lakes of North America and the River St. Lawrence as far east as a straight line drawn from Cap des Rosiers to West Point, Anticosti Island and, on the north side of Anticosti Island, the 63rd Meridian.

Regulation 4. Exemptions

  • (a) A ship which is not normally engaged on international voyages but which, in exceptional circumstances, is required to undertake a single international voyage may be exempted by the Administration from any of the requirements of the present Regulations provided that it complies with safety requirements which are adequate in the opinion of the Administration for the voyage which is to be undertaken by the ship.

  • (b) The Administration may exempt any ship which embodies features of a novel kind from any of the provisions of Chapters II-1, II-2, III and IV of these Regulations the application of which might seriously impede research into the development of such features and their incorporation in ships engaged on international voyages. Any such ship shall, however, comply with safety requirements which, in the opinion of that Administration, are adequate for the service for which it is intended and are such as to ensure the overall safety of the ship and which are acceptable to the Governments of the States to be visited by the ship. The Administration which allows any such exemption shall communicate to the Organization particulars of same and the reasons therefor which the Organization shall circulate to the Contracting Governments for their information.

Regulation 5. Equivalents

  • (a) Where the present Regulations require that a particular fitting, material, appliance or apparatus, or type thereof, shall be fitted or carried in a ship, or that any particular provision shall be made, the Administration may allow any other fitting, material, appliance or apparatus, or type thereof, to be fitted or carried, or any other provision to be made in that ship, if it is satisfied by trial thereof or otherwise that such fitting, material, appliance or apparatus, or type thereof, or provision, is at least as effective as that required by the present Regulations.

  • (b) Any Administration which so allows, in substitution, a fitting, material, appliance or apparatus, or type thereof, or provision, shall communicate to the Organization particulars thereof together with a report on any trials made and the Organization shall circulate such particulars to other Contracting Governments for the information of their officers.

PART B. - SURVEYS AND CERTIFICATES

Regulation 6. Inspection and Survey

  • a) The inspection and survey of ships, so far as regards the enforcement of the provisions of the present regulations and the granting of exemptions therefrom, shall be carried out by officers of the Administration. The Administration may, however, entrust the inspections and surveys either to surveyors nominated for the purpose or to organizations recognized by it.

  • b) An Administration nominating surveyors or recognizing organizations to conduct inspections and surveys as set forth in paragraph a) shall as a minimum empower any nominated surveyor or recognized organization to:

    • (i) require repairs to a ship;

    • (ii) carry out inspections and surveys if requested by the appropriate authorities of a port State.

    The Administration shall notify the Organization of the specific responsibilities and conditions of the authority delegated to nominated surveyors or recognized organizations.

  • c) When a nominated surveyor or recognized organization determines that the condition of the ship or its equipment does not correspond substantially with the particulars of the certificate or is such that the ship is not fit to proceed to sea without danger to the ship, or persons on board, such surveyor or organization shall immediately ensure that corrective action is taken and shall in due course notify the Administration. If such corrective action is not taken the relevant certificate should be withdrawn and the Administration shall be notified immediately; and, if the ship is in the port of another Party, the appropriate authorities of the port State shall also be notified immediately. When an officer of the Administration, a nominated surveyor or a recognized organization has notified the appropriate authorities of the port State, the Government of the port State concerned shall give such officer, surveyor or organization any necessary assistance to carry out their obligations under this regulation. When applicable, the Government of the port State concerned shall ensure that the ship shall not sail until it can proceed to sea, or leave port for the purpose of proceeding to the appropriate repair yard, without danger to the ship or persons on board.

  • d) In every case, the Administration shall fully guarantee the completeness and efficiency of the inspection and survey, and shall undertake to ensure the necessary arrangements to satisfy this obligation.

Regulation 7. Surveys of Passenger Ships

  • (a) A passenger ship shall be subject to the surveys specified below:

    • (i) an initial survey before the ship is put in service;

    • (ii) a renewal survey once every 12 months, except where regulation 14 b), e), f) and g) is applicable;

    • (iii) additional surveys, as occasion arises.

  • (b) The surveys referred to above shall be carried out as follows:

    • (i) the initial survey shall include a complete inspection of the ship's structure, machinery and equipment, including the outside of the ship's bottom and the inside and outside of the boilers. This survey shall be such as to ensure that the arrangements, materials and scantlings of the structure, boilers and other pressure vessels and their appurtenances, main and auxiliary machinery, electrical installation, radio installations including those used in life-saving appliances, fire protection, fire safety systems and appliances, life-saving appliances and arrangements, shipborne navigational equipment, nautical publications, means of embarkation for pilots and other equipment fully comply with the requirements of the present regulations, and of the laws, decrees, orders and regulations promulgated as a result thereof by the Administration for ships of the service for which it is intended. The survey shall also be such as to ensure that the workmanship of all parts of the ship and its equipment is in all respects satisfactory, and that the ship is provided with the lights, shapes, means of making sound signals and distress signals as required by the provisions of the present regulations and the International Regulations for Preventing Collisions at Sea in force;

    • (ii) the renewal survey shall include an inspection of the structure, boilers and other pressure vessels, machinery and equipment, including the outside of the ship's bottom. The survey shall be such as to ensure that the ship, as regards the structure, boilers and other pressure vessels and their appurtenances, main and auxiliary machinery, electrical installation, radio installations including those used in life-saving appliances, fire protection, fire safety systems and appliances, life-saving appliances and arrangements, shipborne navigational equipment, nautical publications, means of embarkation for pilots and other equipment is in satisfactory condition and is fit for the service for which it is intended, and that it complies with the requirements of the present regulations and of the laws, decrees, orders and regulations promulgated as a result thereof by the Administration. The lights, shapes, means of making sound signals and distress signals carried by the ship shall also be subject to the above-mentioned survey for the purpose of ensuring that they comply with the requirements of the present regulations and of the International Regulations for Preventing Collisions at Sea in force;

    • (iii) an additional survey either general or partial, according to the circumstances, shall be made after a repair resulting from investigations prescribed in regulation 11, or whenever any important repairs or renewals are made. The survey shall be such as to ensure that the necessary repairs or renewals have been effectively made, that the material and workmanship of such repairs or renewals are in all respects satisfactory, and that the ship complies in all respects with the provisions of the present regulations and of the International Regulations for Preventing Collisions at Sea in force, and of the laws, decrees, orders and regulations promulgated as a result thereof by the Administration.

  • (c)

    • (i) the laws, decrees, orders and regulations referred to in paragraph (b) of this regulation shall be in all respects such as to ensure that, from the point of view of safety of life, the ship is fit for the service for which it is intended;

    • (ii) they shall among other things prescribe the requirements to be observed as to the initial and subsequent hydraulic or other acceptable alternative tests to which the main and auxiliary boilers, connections, steam pipes, high pressure receivers and fuel tanks for internal combustion engines are to be submitted including the test procedures to be followed and the intervals between two consecutive tests.

Regulation 8. Surveys of Life-Saving Appliances and other Equipment of Cargo Ships

  • a) The life-saving appliances and other equipment of cargo ships of 500 tons gross tonnage and upwards as referred to in paragraph b)(i) shall be subject to the surveys specified below:

    • (i) an initial survey before the ship is put in service;

    • (ii) a renewal survey at intervals specified by the Administration but not exceeding 5 years, except where regulation 14b), e), f) and g) is applicable;

    • (iii) a periodical survey within three months before or after the second anniversary date or within three months before or after the third anniversary date of the Cargo Ship Safety Equipment Certificate which shall take the place of one of the annual surveys specified in paragraph a)(iv);

    • (iv) an annual survey within 3 months before or after each anniversary date of the Cargo Ship Safety Equipment Certificate;

    • (v) an additional survey as prescribed for passenger ships in regulation 7b)(iii).

  • b) The surveys referred to in paragraph (a) shall be carried out as follows:

    • (i) the initial survey shall include a complete inspection of the fire safety systems and appliances, life-saving appliances and arrangements except radio installations, the shipborne navigational equipment, means of embarkation for pilots and other equipment to which chapters II-1, II-2 III and V apply to ensure that they comply with the requirements of the present regulations, are in satisfactory condition and are fit for the service for which the ship is intended. The fire control plans, nautical publications, lights, shapes, means of making sound signals and distress signals shall also be subject to the above-mentioned survey for the purpose of ensuring that they comply with the requirements of the present regulations and, where applicable, the International Regulations for Preventing Collisions at Sea in force;

    • (ii) the renewal and periodical surveys shall include an inspection of the equipment referred to in paragraph b)(i) to ensure that it complies with the relevant requirements of the present regulations and the International Regulations for Preventing Collisions at Sea in force, is in satisfactory condition and is fit for the service for which the ship is intended;

    • (iii) the annual survey shall include a general inspection of the equipment referred to in paragraph b)(i) to ensure that is has been maintained in accordance with regulation 11a) and that it remains satisfactory for the service for which the ship is intended.

  • c) The periodical and annual surveys referred to in paragraphs a)(iii) and a)(iv) shall be endorsed on the Cargo Ship Safety Equipment Certificate.

Regulation 9. Surveys of radio installations of cargo ships

  • a) The radio installations, including those used in life-saving appliances, of cargo ships to which chapter III and IV apply shall be subject to the surveys specified below:

    • (i) an initial survey before the ship is put in service;

    • (ii) a renewal survey at intervals specified by the Administration but not exceeding five years, except where regulation 14b), e), f) and g) is applicable;

    • (iii) a periodical survey within three months before or after each anniversary date of the Cargo Ship Safety Radio Certificate;

    • (iv) an additional survey as prescribed for passenger ships in regulation 7(b)(iii).

  • b) The surveys referred to in paragraph a) shall be carried out as follows:

    • (i) the initial survey shall include a complete inspection of the radio installations of cargo ships, including those used in life-saving appliances, to ensure that they comply with the requirements of the present regulations;

    • (ii) the renewal and periodical surveys shall include an inspection of the radio installations of cargo ships, including those used in life-saving appliances, to ensure that they comply with the requirements of the present regulations.

  • c) The periodical surveys referred to in paragraph a)(iii) shall be endorsed on the Cargo Ship Safety Radio Certificate.

Regulation 10. Surveys of structure, machinery and equipment of cargo ships

  • a) The structure, machinery and equipment (other than items in respect of which a Cargo Ship Safety Equipment Certificate and a Cargo Ship Safety Radio Certificate are issued) of a cargo ship as referred to in paragraph b)(i) shall be subject to the surveys and inspections specified below:

    • (i) an initial survey including an inspection of the outside of the ship's bottom before the ship is put in service;

    • (ii) a renewal survey at intervals specified by the Administration but not exceeding 5 years, except where regulation 14b), e), f) and g) is applicable;

    • (iii) an intermediate survey within three months before or after the second anniversary date or within three months before or after the third anniversary date of the Cargo Ship Safety Construction Certificate, which shall take the place of one of the annual surveys specified in paragraph a)(iv);

    • (iv) an annual survey within three months before or after each anniversary date of the Cargo Ship Safety Construction Certificate;

    • (v) a minimum of two inspections of the outside of the ship's bottom during any five year period, except where regulation 14e) or f) is applicable. Where regulation 14e) or f) is applicable, this five year period may be extended to coincide with the extended period of validity of the certificate. In all cases the interval between any two such inspections shall not exceed 36 months;

    • (vi) an additional survey as prescribed for passenger ships in regulation 7b)(iii).

  • b) The surveys and inspections referred to in paragraph a) shall be carried out as follows:

    • (i) the initial survey shall include a complete inspection of the structure, machinery and equipment. This survey shall be such as to ensure that the arrangements, materials, scantlings and workmanship of the structure, boilers and other pressure vessels, their appurtenances, main and auxiliary machinery including steering gear and associated control systems, electrical installation and other equipment comply with the requirements of the present regulations, are in satisfactory condition and are fit for the service for which the ship is intended and that the required stability information is provided. In the case of tankers such a survey shall also include an inspection of the pump-rooms, cargo, bunker and ventilation piping systems and associated safety devices;

    • (ii) the renewal survey shall include an inspection of the structure, machinery and equipment as referred to in paragraph b)(i) to ensure that they comply with the requirements of the present regulations, are in satisfactory condition and are fit for the service for which the ship is intended;

    • (iii) the intermediate survey shall include an inspection of the structure, boilers and other pressure vessels, machinery and equipment, the steering gear and the associated control systems and electrical installations to ensure that they remain satisfactory for the service for which the ship is intended. In the case of tankers, the survey shall also include an inspection of the pump-rooms, cargo, bunker and ventilation piping systems and associated safety devices and the testing of insulation resistance of electrical installations in dangerous zones;

    • (iv) the annual survey shall include a general inspection of the structure, machinery and equipment referred to in paragraph b)(i) to ensure that they have been maintained in accordance with regulation 11(a) and that they remain satisfactory for the service for which the ship is intended;

    • (v) the inspection of the outside of the ship's bottom and the survey of related items inspected at the same time shall be such as to ensure that they remain satisfactory for the service for which the ship is intended.

  • c) The intermediate and annual surveys and the inspections of the outside of the ship's bottom referred to in paragraph a)(iii), a)(iv) and a)(v) shall be endorsed on the Cargo Ship Safety Construction Certificate.

Regulation 11. Maintenance of Conditions after Survey

  • a) The condition of the ship and its equipment shall be maintained to conform with the provisions of the present regulations to ensure that the ship in all respects will remain fit to proceed to sea without danger to the ship or persons on board.

  • b) After any survey of the ship under regulations 7, 8, 9 or 10 has been completed, no change shall be made in the structural arrangements, machinery, equipment and other items covered by the survey, without the sanction of the Administration.

  • c) Whenever an accident occurs to a ship or a defect is discovered, either of which affects the safety of the ship or the efficiency or completeness of its life-saving appliances or other equipment, the master or owner of the ship shall report at the earliest opportunity to the Administration, the nominated surveyor or recognized organization responsible for issuing the relevant certificate, who shall cause investigations to be initiated to determine whether a survey, as required by regulations 7, 8, 9 or 10, is necessary. If the ship is in a port of another Contracting Government, the master or owner shall also report immediately to the appropriate authorities of the port State and the nominated surveyor or recognized organization shall ascertain that such a report has been made.

Regulation 12. Issue or endorsement of certificates

  • (a)

    • (i) a certificate called a Passenger Ship Safety Certificate shall be issued after an initial or renewal survey to a passenger ship which complies with the relevant requirements of chapters II-1, II-2, III, IV and V and any other relevant requirements of the present regulations;

    • (ii) a certificate called a Cargo Ship Safety Construction Certificate shall be issued after an initial or renewal survey to a cargo ship which complies with the relevant requirements of chapters II-1 and II-2 (other than those relating to fire safety systems and appliances and fire control plans) and any other relevant requirements of the present regulations;

    • (iii) a certificate called a Cargo Ship Safety Equipment Certificate shall be issued after an initial or renewal survey to a cargo ship which complies with the relevant requirements of chapters II-1, II-2, III and V and any other relevant requirements of the present regulations;

    • (iv) a certificate called a Cargo Ship Safety Radio Certificate shall be issued after an initial or renewal survey to a cargo ship which complies with the relevant requirements of chapter IV and any other relevant requirements of the present regulations;

    • (v)

      • 1) a certificate called a Cargo Ship Safety Certificate may be issued after an initial or renewal survey to a cargo ship which complies with the relevant requirements of chapters II-1, II-2, III, IV and V and any other relevant requirements of the present regulations, as an alternative to the certificates referred to in paragraph a)(ii), a)(iii) and a)(iv);

      • 2) whenever in this chapter reference is made to a Cargo Ship Safety Construction Certificate, Cargo Ship Safety Equipment Certificate or Cargo Ship Safety Radio Certificate, it shall apply to a Cargo Ship Safety Certificate, if it is used as an alternative to these certificates.

    • (vi) the Passenger Ship Safety Certificate, the Cargo Ship Safety Equipment Certificate, Cargo Ship Safety Radio Certificate and the Cargo Ship Safety Certificate, referred to in subparagraphs (i), (iii), (iv) and (v), shall be supplemented by a Record of Equipment;

    • (vii) when an exemption is granted to a ship under and in accordance with the provisions of the present regulations, a certificate called an Exemption Certificate shall be issued in addition to the certificates prescribed in this paragraph;

    • (viii) the certificates referred to in this regulation shall be issued or endorsed either by the Administration or by any person or organization authorised by it. In every case, that Administration assumes full responsibility for the certificates.

  • (b) A Contracting Government shall not issue certificates under, and in accordance with, the provisions of the International Convention for the Safety of Life at Sea, 1960, 1948 or 1929, after the date on which acceptance of the present Convention by the Government takes effect.

Regulation 13. Issue or endorsement of certificates by another Government

A Contracting Government may, at the request of the Administration, cause a ship to be surveyed and, if satisfied that the requirements of the present regulations are complied with, shall issue or authorize the issue of certificates to the ship and, where appropriate, endorse or authorize the endorsement of certificates on the ship in accordance with the present regulations. Any certificate so issued shall contain a statement to the effect that it has been issued at the request of the Government of the State the flag of which the ship is entitled to fly, and it shall have the same force and receive the same recognition as a certificate issued under regulation 12.

Regulation 14. Duration and validity of certificates

  • (a) A Passenger Ship Safety Certificate shall be issued for a period not exceeding twelve months. A Cargo Ship Safety Construction Certificate, Cargo Ship Safety Equipment Certificate and Cargo Ship Safety Radio Certificate shall be issued for a period specified by the Administration which shall not exceed five years. An Exemption Certificate shall not be valid for longer than the period of the certificate to which it refers.

  • (b)

    • (i) notwithstanding the requirements of paragraph a), when the renewal survey is completed within three months before the expiry date of the existing certificate, the new certificate shall be valid from the date of completion of the renewal survey to:

      • 1) for a passenger ship, a date not exceeding twelve months from the date of expiry of the existing certificate; and

      • 2) for a cargo ship, a date not exceeding five years from the date of expiry of the existing certificate;

    • (ii) when the renewal survey is completed after the expiry date of the existing certificate, the new certificate shall be valid from the date of completion of the renewal survey to:

      • 1) for a passenger ship, a date not exceeding twelve months from the date of expiry of the existing certificate; and

      • 2) for a cargo ship, a date not exceeding five years from the date of expiry of the existing certificate;

    • (iii) when the renewal survey is completed more than three months before the expiry date of the existing certificate, the new certificate shall be valid from the date of completion of the renewal survey to:

      • 1) for a passenger ship, a date not exceeding twelve months from the date of completion of the renewal survey; and

      • 2) for a cargo ship, a date not exceeding five years from the date of completion of the renewal survey;

  • (c) If a certificate other than a Passenger Ship Safety Certificate is issued for a period of less than five years, the Administration may extend the validity of the certificate beyond the expiry date to the maximum period specified in paragraph (a), provided that the surveys referred to in regulations 8, 9 and 10 applicable when a certificate is issued for a period of 5 years are carried out as appropriate.

  • (d) If a renewal survey has been completed and a new certificate cannot be issued or placed on board the ship before the expiry date of the existing certificate, the person or organization authorized by the Administration may endorse the existing certificate and such a certificate shall be accepted as valid for a further period which shall not exceed 5 months from the expiry date.

  • (e) If a ship at the time when a certificate expires is not in a port in which it is to be surveyed, the Administration may extend the period of validity of the certificate but this extension shall be granted only for the purpose of allowing the ship to complete its voyage to the port in which it is to be surveyed, and then only in cases where it appears proper and reasonable to do so. No certificate shall be extended for a period longer than three months, and a ship to which an extension is granted shall not, on its arrival in the port in which it is to be surveyed, be entitled by virtue of such extension to leave that port without having a new certificate. When the renewal survey is completed, the new certificate shall be valid to:

    • (i) for a passenger ship, a date not exceeding twelve months from the date of expiry of the existing certificate before the extension was granted;

    • (ii) for a cargo ship, a date not exceeding five years from the date of expiry of the existing certificate before the extension was granted.

  • (f) A certificate issued to a ship engaged on short voyages which has not been extended under the foregoing provisions of this regulation may be extended by the Administration for a period of grace of up to one month from the date of expiry stated on it. When the renewal survey is completed, the new certificate shall be valid to:

    • (i) for a passenger ship, a date not exceeding twelve months from the date of expiry of the existing certificate before the extension was granted;

    • (ii) for a cargo ship, a date not exceeding five years from the date of expiry of the existing certificate before the extension was granted.

  • (g) In special circumstances, as determined by the Administration, a new certificate need not be dated from the date of expiry of the existing certificate as required by paragraphs b)(ii), e) or f). In these special circumstances, the new certificate shall be valid to:

    • (i) for a passenger ship, a date not exceeding twelve months from the date of completion of the renewal survey;

    • (ii) for a cargo ship, a date not exceeding five years from the date of completion of the renewal survey.

  • (h) If an annual, intermediate or periodical survey is completed before the period specified in the relevant regulations then:

    • (i) the anniversary date shown on the relevant certificate shall be amended by endorsement to a date which shall not be more than three months later than the date on which the survey was completed;

    • (ii) the subsequent annual, intermediate or periodical survey required by the relevant regulations shall be completed at the intervals prescribed by these regulations using the new anniversary date;

    • (iii) the expiry date may remain unchanged provided one or more annual, intermediate or periodical surveys, as appropriate, are carried out so that the maximum intervals between the surveys prescribed by the relevant regulations are not exceeded.

  • (i) A certificate issued under regulation 12 or 13 shall cease to be valid in any of the following cases:

    • (i) if the relevant surveys and inspections are not completed within the periods specified under regulations 7a), 8a), 9a) and 10a);

    • (ii) if the certificate is not endorsed in accordance with the present regulations;

    • (iii) upon transfer of the ship to the flag of another State. A new certificate shall only be issued when the Government issuing the new certificate is fully satisfied that the ship is in compliance with the requirements of regulation 11a) and b). In the case of a transfer between Contracting Governments, if requested within three months after the transfer has taken place, the Government of the State whose flag the ship was formerly entitled to fly shall, as soon as possible, transmit to the Administration copies of the certificates carried by the ship before the transfer and, if available, copies of the relevant survey reports.

Regulation 15. Forms of certificates and records of equipment

The certificates and records of equipment shall be drawn up in the form corresponding to the models given in the appendix to the Annex to the present Convention. If the language used is neither English nor French, the text shall include a translation into one of these languages.

Regulation 16. Availability of certificates

The certificates issued under regulations 12 and 13 shall be readily available on board for examination at all times.

Regulation 17. Acceptance of Certificates

Certificates issued under the authority of a Contracting Government shall be accepted by the other Contracting Governments for all purposes covered by the present Convention. They shall be regarded by the other Contracting Governments as having the same force as certificates issued by them.

Regulation 18. Qualification of Certificates

  • (a) If in the course of a particular voyage a ship has on board a number of persons less than the total number stated in the Passenger Ship Safety Certificate and is in consequence, in accordance with the provisions of the present Regulations, free to carry a smaller number of lifeboats and other life-saving appliances than that stated in the Certificate, an annex may be issued by the Government, person or organization referred to in Regulation 12 or 13 of this Chapter.

  • (b) This annex shall state that in the circumstances there is no infringement of the provisions of the present Regulations. It shall be annexed to the Certificate and shall be substituted for it in so far as the life-saving appliances are concerned. It shall be valid only for the particular voyage for which it is issued.

Regulation 19. Control

  • a) Every ship when in a port of another Contracting Government is subject to control by officers duly authorized by such Government in so far as this control is directed towards verifying that the certificates issued under regulation 12 or regulation 13 are valid.

  • b) Such certificates, if valid, shall be accepted unless there are clear grounds for believing that the condition of the ship or of its equipment does not correspond substantially with the particulars of any of the certificates or that the ship and its equipment are not in compliance with the provisions of regulation 11a) and b).

  • c) In the circumstances given in paragraph b) or where a certificate has expired or ceased to be valid, the officer carrying out the control shall take steps to ensure that the ship shall not sail until it can proceed to sea or leave the port for the purpose of proceeding to the appropriate repair yard without danger to the ship or persons on board.

  • d) In the event of this control giving rise to an intervention of any kind, the officer carrying out the control shall forthwith inform, in writing, the Consul or, in his absence, the nearest diplomatic representative of the State whose flag the ship is entitled to fly of all the circumstances in which intervention was deemed necessary. In addition, nominated surveyors or recognized organizations responsible for the issue of the certificates shall also be notified. The facts concerning the intervention shall be reported to the Organization.

  • e) The port State authority concerned shall notify all relevant information about the ship to the authorities of the next port of call, in addition to parties mentioned in paragraph d), if it is unable to take action as specified in paragraphs c) and d) or if the ship has been allowed to proceed to the next port of call.

  • f) When exercising control under this regulation all possible efforts shall be made to avoid a ship being unduly detained or delayed. If a ship is thereby unduly detained or delayed it shall be entitled to compensation for any loss or damage suffered.

Regulation 20. Privileges

The privileges of the present Convention may not be claimed in favour of any ship unless it holds appropriate valid certificates.

PART C. -CASUALTIES

Regulation 21. Casualties

  • (a) Each Administration undertakes to conduct an investigation of any casualty occurring to any of its ships subject to the provisions of the present Convention when it judges that such an investigation may assist in determining what changes in the present Regulations might be desirable.

  • (b) Each Contracting Government undertakes to supply the Organization with pertinent information concerning the findings of such investigations. No reports or recommendations of the Organization based upon such information shall disclose the identity or nationality of the ships concerned or in any manner fix or imply responsibility upon any ship or person.

CHAPTER II-1. CONSTRUCTION – STRUCTURE, SUBDIVISION AND STABILITY, MACHINERY AND ELECTRICAL INSTALLATIONS

PART A. GENERAL

Regulation 1. Application

  • 1.1 Unless expressly provided otherwise, this chapter shall apply to ships the keels of which are laid or which are at a similar stage of construction on or after 1 January 2009.

  • 1.2 For the purpose of this chapter, the term a similar stage of construction means the stage at which:

    • .1. construction identifiable with a specific ship begins; and

    • .2. assembly of that ship has commenced comprising at least 50 tonnes or one per cent of the estimated mass of all structural material, whichever is less.

  • 1.3 For the purpose of this chapter:

    • .1. the expression ships constructed means ships the keels of which are laid or which are at a similar stage of construction;

    • .2. the expression all ships means ships constructed before, on or after 1 January 2009;

    • .3. a cargo ship, whenever built, which is converted to a passenger ship shall be treated as a passenger ship constructed on the date on which such a conversion commences;

    • .4. the expression alterations and modifications of a major character means, in the context of cargo ship subdivision and stability, any modification to the construction which affects the level of subdivision of that ship. Where a cargo ship is subject to such modification, it shall be demonstrated that the A/R ratio calculated for the ship after such modifications is not less than the A/R ratio calculated for the ship before the modification.

    However, in those cases where the ship’s A/R ratio before modification is equal to or greater than unity, it is only necessary that the ship after modification has an A value which is not less than R, calculated for the modified ship.

  • 2 Unless expressly provided otherwise, for ships constructed before 1 January 2009, the Administration shall ensure that the requirements which are applicable under chapter II-1 of the International Convention for the Safety of Life at Sea, 1974, as amended by resolutions MSC.1(XLV), MSC.6(48), MSC.11(55), MSC.12(56), MSC.13(57), MSC.19(58), MSC.26(60), MSC.27(61), Resolution 1 of the 1995 SOLAS Conference, MSC.47(66), MSC.57(67), MSC.65(68), MSC.69(69), MSC.99(73), MSC.134(76), MSC.151(78) and MSC.170(79) are complied with.

  • 3 All ships which undergo repairs, alterations, modifications and outfitting related thereto shall continue to comply with at least the requirements previously applicable to these ships. Such ships, if constructed before the date on which any relevant amendments enter into force, shall, as a rule, comply with the requirements for ships constructed on or after that date to at least the same extent as they did before undergoing such repairs, alterations, modifications or outfitting. Repairs, alterations and modifications of a major character and outfitting related thereto shall meet the requirements for ships constructed on or after the date on which any relevant amendments enter into force, in so far as the Administration deems reasonable and practicable.

  • 4 The Administration of a State may, if it considers that the sheltered nature and conditions of the voyage are such as to render the application of any specific requirements of this chapter unreasonable or unnecessary, exempt from those requirements individual ships or classes of ships entitled to fly the flag of that State which, in the course of their voyage, do not proceed more than 20 miles from the nearest land.

  • 5 In the case of passenger ships which are employed in special trades for the carriage of large numbers of special trade passengers, such as the pilgrim trade, the Administration of the State whose flag such ships are entitled to fly, if satisfied that it is impracticable to enforce compliance with the requirements of this chapter, may exempt such ships from those requirements, provided that they comply fully with the provisions of:

    • .1. the rules annexed to the Special Trade Passenger Ships Agreement, 1971; and

    • .2. the rules annexed to the Protocol on Space Requirements for Special Trade Passenger Ships, 1973.

Regulation 2. Definitions

For the purpose of this chapter, unless expressly provided otherwise:

  • 1. Subdivision length (Ls) of the ship is the greatest projected moulded length of that part of the ship at or below deck or decks limiting the vertical extent of flooding with the ship at the deepest subdivision draught.

  • 2. Mid-length is the mid-point of the subdivision length of the ship.

  • 3. Aft terminal is the aft limit of the subdivision length.

  • 4. Forward terminal is the forward limit of the subdivision length.

  • 5. Length (L) is the length as defined in the International Convention on Load Lines in force.

  • 6. Freeboard deck is the deck as defined in the International Convention on Load Lines in force.

  • 7. Forward perpendicular is the forward perpendicular as defined in the International Convention on Load Lines in force.

  • 8. Breadth (B) is the greatest moulded breadth of the ship at or below the deepest subdivision draught.

  • 9. Draught (d) is the vertical distance from the keel line at mid-length to the waterline in question.

  • 10. Deepest subdivision draught (ds) is the waterline which corresponds to the summer load line draught of the ship.

  • 11. Light service draught (dl) is the service draught corresponding to the lightest anticipated loading and associated tankage, including, however, such ballast as may be necessary for stability and/or immersion. Passenger ships should include the full complement of passengers and crew on board.

  • 12. Partial subdivision draught (dp) is the light service draught plus 60% of the difference between the light service draught and the deepest subdivision draught.

  • 13. Trim is the difference between the draught forward and the draught aft, where the draughts are measured at the forward and aft terminals respectively, disregarding any rake of keel.

  • 14. Permeability (μ) of a space is the proportion of the immersed volume of that space which can be occupied by water.

  • 15. Machinery spaces are spaces between the watertight boundaries of a space containing the main and auxiliary propulsion machinery, including boilers, generators and electric motors primarily intended for propulsion. In the case of unusual arrangements, the Administration may define the limits of the machinery spaces.

  • 16. Weathertight means that in any sea conditions water will not penetrate into the ship.

  • 17. Watertight means having scantlings and arrangements capable of preventing the passage of water in any direction under the head of water likely to occur in intact and damaged conditions. In the damaged condition, the head of water is to be considered in the worst situation at equilibrium, including intermediate stages of flooding.

  • 18. Design pressure means the hydrostatic pressure for which each structure or appliance assumed watertight in the intact and damage stability calculations is designed to withstand.

  • 19. Bulkhead deck in a passenger ship means the uppermost deck at any point in the subdivision length (Ls) to which the main bulkheads and the ship’s shell are carried watertight and the lowermost deck from which passenger and crew evacuation will not be impeded by water in any stage of flooding for damage cases defined in regulation 8 and in part B-2 of this chapter. The bulkhead deck may be a stepped deck. In a cargo ship the freeboard deck may be taken as the bulkhead deck.

  • 20. Deadweight is the difference in tonnes between the displacement of a ship in water of a specific gravity of 1.025 at the draught corresponding to the assigned summer freeboard and the lightweight of the ship.

  • 21. Lightweight is the displacement of a ship in tonnes without cargo, fuel, lubricating oil, ballast water, fresh water and feedwater in tanks, consumable stores, and passengers and crew and their effects.

  • 22. Oil tanker is the oil tanker defined in regulation 1 of Annex I of the Protocol of 1978 relating to the International Convention for the Prevention of Pollution from Ships, 1973.

  • 23. Ro-ro passenger ship means a passenger ship with ro-ro spaces or special category spaces as defined in regulation II-2/3.

  • 24. Bulk carrier means a bulk carrier as defined in regulation XII/1.1.

  • 25. Keel line is a line parallel to the slope of the keel passing amidships through:

    • .1. the top of the keel at centreline or line of intersection of the inside of shell plating with the keel if a bar keel extends below that line, on a ship with a metal shell; or

    • .2. in wood and composite ships, the distance is measured from the lower edge of the keel rabbet. When the form at the lower part of the midship section is of a hollow character, or where thick garboards are fitted, the distance is measured from the point where the line of the flat of the bottom continued inward intersects the centreline amidships.

  • 26. Amidship is at the middle of the length (L).

  • 27. 2008 IS Code means the International Code on Intact Stability, 2008, consisting of an introduction, part A (the provisions of which shall be treated as mandatory) and part B (the provisions of which shall be treated as recommendatory), as adopted by resolution MSC.267(85), provided that:

    • .1 amendments to the introduction and part A of the Code are adopted, brought into force and take effect in accordance with the provisions of article VIII of the present Convention concerning the amendment procedures applicable to the Annex other than chapter I thereof; and

    • .2 amendments to part B of the Code are adopted by the Maritime Safety Committee in accordance with its Rules of Procedure.

  • 28. Goal-based Ship Construction Standards for Bulk Carriers and Oil Tankers means the International Goal-Based Ship Construction Standards for Bulk Carriers and Oil Tankers, adopted by the Maritime Safety Committee by resolution MSC.287(87), as may be amended by the Organization, provided that such amendments are adopted, brought into force and take effect in accordance with the provisions of article VIII of the present Convention concerning the amendment procedures applicable to the annex other than chapter I thereof.

Regulation 3. Definitions relating to parts C, D and E

For the purpose of parts C, D and E, unless expressly provided otherwise:

  • 1. Steering gear control system is the equipment by which orders are transmitted from the navigating bridge to the steering gear power units. Steering gear control systems comprise transmitters, receivers, hydraulic control pumps and their associated motors, motor controllers, piping and cables.

  • 2. Main steering gear is the machinery, rudder actuators, steering gear, power units, if any, and ancillary equipment and the means of applying torque to the rudder stock (e.g. tiller or quadrant) necessary for effecting movement of the rudder for the purpose of steering the ship under normal service conditions.

  • 3. Steering gear power unit is:

    • .1. in the case of electric steering gear, an electric motor and its associated electrical equipment;

    • .2. in the case of electrohydraulic steering gear, an electric motor and its associated electrical equipment and connected pump; or

    • .3. in the case of other hydraulic steering gear, a driving engine and connected pump.

  • 4. Auxiliary steering gear is the equipment other than any part of the main steering gear necessary to steer the ship in the event of failure of the main steering gear but not including the tiller, quadrant or components serving the same purpose.

  • 5. Normal operational and habitable condition is a condition under which the ship as a whole, the machinery, services, means and aids ensuring propulsion, ability to steer, safe navigation, fire and flooding safety, internal and external communications and signals, means of escape, and emergency boat winches, as well as the designed comfortable conditions of habitability are in working order and functioning normally.

  • 6. Emergency condition is a condition under which any services needed for normal operational and habitable conditions are not in working order due to failure of the main source of electrical power.

  • 7. Main source of electrical power is a source intended to supply electrical power to the main switchboard for distribution to all services necessary for maintaining the ship in normal operational and habitable conditions.

  • 8. Dead ship condition is the condition under which the main propulsion plant, boilers and auxiliaries are not in operation due to the absence of power.

  • 9. Main generating station is the space in which the main source of electrical power is situated.

  • 10. Main switchboard is a switchboard which is directly supplied by the main source of electrical power and is intended to distribute electrical energy to the ship’s services.

  • 11. Emergency switchboard is a switchboard which in the event of failure of the main electrical power supply system is directly supplied by the emergency source of electrical power or the transitional source of emergency power and is intended to distribute electrical energy to the emergency services.

  • 12. Emergency source of electrical power is a source of electrical power, intended to supply the emergency switchboard in the event of a failure of the supply from the main source of electrical power.

  • 13. Power actuating system is the hydraulic equipment provided for supplying power to turn the rudder stock, comprising a steering gear power unit or units, together with the associated pipes and fittings, and a rudder actuator. The power actuating systems may share common mechanical components (i.e. tiller, quadrant and rudder stock) or components serving the same purpose.

  • 14. Maximum ahead service speed is the greatest speed which the ship is designed to maintain in service at sea at the deepest sea-going draught.

  • 15. Maximum astern speed is the speed which it is estimated the ship can attain at the designed maximum astern power at the deepest sea-going draught.

  • 16. Machinery spaces are all machinery spaces of category A and all other spaces containing propelling machinery, boilers, oil fuel units, steam and internal combustion engines, generators and major electrical machinery, oil filling stations, refrigerating, stabilizing, ventilation and air conditioning machinery, and similar spaces, and trunks to such spaces.

  • 17. Machinery spaces of category A are those spaces and trunks to such spaces which contain:

    • .1. internal combustion machinery used for main propulsion;

    • .2. internal combustion machinery used for purposes other than main propulsion where such machinery has in the aggregate a total power output of not less than 375 kW; or

    • .3. any oil-fired boiler or oil fuel unit.

  • 18. Control stations are those spaces in which the ship’s radio or main navigating equipment or the emergency source of power is located or where the fire recording or fire control equipment is centralized.

  • 19. Chemical tanker is a cargo ship constructed or adapted and used for the carriage in bulk of any liquid product listed in either:

    • .1. chapter 17 of the International Code for the Construction and Equipment of Ships Carrying Dangerous Chemicals in Bulk adopted by the Maritime Safety Committee by resolution MSC.4(48), hereinafter referred to as “the International Bulk Chemical Code”, as may be amended by the Organization; or

    • .2. chapter VI of the Code for the Construction and Equipment of Ships Carrying Dangerous Chemicals in Bulk adopted by the Assembly of the Organization by resolution A.212(VII), hereinafter referred to as “the Bulk Chemical Code”, as has been or may be amended by the Organization, whichever is applicable.

  • 20. Gas carrier is a cargo ship constructed or adapted and used for the carriage in bulk of any liquefied gas or other products listed in either:

    • .1. chapter 19 of the International Code for the Construction and Equipment of Ships Carrying Liquefied Gases in Bulk adopted by the Maritime Safety Committee by resolution MSC.5(48), hereinafter referred to as “the International Gas Carrier Code”, as may be amended by the Organization; or

    • .2. chapter XIX of the Code for the Construction and Equipment of Ships Carrying Liquefied Gases in Bulk adopted by the Organization by resolution A.328(IX), hereinafter referred to as “the Gas Carrier Code”, as has been or may be amended by the Organization, whichever is applicable.

PART A-1. STRUCTURE OF SHIPS

Regulation 3–1. Structural, mechanical and electrical requirements for ships

In addition to the requirements contained elsewhere in the present regulations, ships shall be designed, constructed and maintained in compliance with the structural, mechanical and electrical requirements of a classification society which is recognized by the Administration in accordance with the provisions of regulation XI-1/1, or with applicable national standards of the Administration which provide an equivalent level of safety.

Regulation 3–2. Protective coatings of dedicated seawater ballast tanks in all types of ships and double-side skin spaces of bulk carriers

  • 1 Paragraphs 2 and 4 of this regulation shall apply to ships of not less than 500 gross tonnage:

    • .1. for which the building contract is placed on or after 1 July 2008; or

    • .2. in the absence of a building contract, the keels of which are laid or which are at a similar stage of construction on or after 1 January 2009; or

    • .3. the delivery of which is on or after 1 July 2012.

  • 2 All dedicated seawater ballast tanks arranged in ships and double-side skin spaces arranged in bulk carriers of 150 m in length and upwards shall be coated during construction in accordance with the Performance standard for protective coatings for dedicated seawater ballast tanks in all types of ships and double-side skin spaces of bulk carriers, adopted by the Maritime Safety Committee by resolution MSC.215(82), as may be amended by the Organization, provided that such amendments are adopted, brought into force and take effect in accordance with the provisions of article VIII of the present Convention concerning the amendment procedures applicable to the Annex other than chapter I.

  • 3 All dedicated seawater ballast tanks arranged in oil tankers and bulk carriers constructed on or after 1 July 1998, for which paragraph 2 is not applicable, shall comply with the requirements of regulation II-1/3-2 adopted by resolution MSC.47(66).

  • 4 Maintenance of the protective coating system shall be included in the overall ship’s maintenance scheme. The effectiveness of the protective coating system shall be verified during the life of a ship by the Administration or an organization recognized by the Administration, based on the guidelines developed by the Organization.

Regulation 3–3. Safe access to tanker bows

  • 1 For the purpose of this regulation and regulation 3-4, tankers include oil tankers as defined in regulation 2, chemical tankers as defined in regulation VII/8.2 and gas carriers as defined in regulation VII/11.2.

  • 2 Every tanker shall be provided with the means to enable the crew to gain safe access to the bow even in severe weather conditions. Such means of access shall be approved by the Administration based on the guidelines developed by the Organization.

Regulation 3–4. Emergency towing arrangements and procedures

  • 1 Emergency towing arrangements on tankers

    • 1.1 Emergency towing arrangements shall be fitted at both ends on board every tanker of not less than 20,000 tonnes deadweight.

    • 1.2 For tankers constructed on or after 1 July 2002:

      • .1 the arrangements shall, at all times, be capable of rapid deployment in the absence of main power on the ship to be towed and easy connection to the towing ship. At least one of the emergency towing arrangements shall be pre-rigged ready for rapid deployment; and

      • .2 emergency towing arrangements at both ends shall be of adequate strength taking into account the size and deadweight of the ship, and the expected forces during bad weather conditions. The design and construction and prototype testing of emergency towing arrangements shall be approved by the Administration, based on the Guidelines developed by the Organization .

    • 1.3 For tankers constructed before 1 July 2002, the design and construction of emergency towing arrangements shall be approved by the Administration, based on the Guidelines developed by the Organization.

  • 2 Emergency towing procedures on ships

    • 2.1 This paragraph applies to:

      • .1 all passenger ships, not later than 1 January 2010;

      • .2 cargo ships constructed on or after 1 January 2010; and

      • .3 cargo ships constructed before 1 January 2010, not later than 1 January 2012.

    • 2.2 Ships shall be provided with a ship-specific emergency towing procedure. Such a procedure shall be carried aboard the ship for use in emergency situations and shall be based on existing arrangements and equipment available on board the ship.

    • 2.3 The procedure shall include:

      • .1 drawings of fore and aft deck showing possible emergency towing arrangements;

      • .2 inventory of equipment on board that can be used for emergency towing;

      • .3 means and methods of communication; and

      • .4 sample procedures to facilitate the preparation for and conducting of emergency towing operations.

Regulation 3-5. New installation of materials containing asbestos

  • 1 This regulation shall apply to materials used for the structure, machinery, electrical installations and equipment covered by the present Convention.

  • 2 From 1 January 2011, for all ships, new installation of materials which contain asbestos shall be prohibited.

Regulation 3-6. Access to and within spaces in, and forward of, the cargo area of oil tankers and bulk carriers

  • 1 Application

    • 1.1. Except as provided for in paragraph 1.2, this regulation applies to oil tankers of 500 gross tonnage and over and bulk carriers, as defined in regulation IX/1, of 20,000 gross tonnage and over, constructed on or after 1 January 2006.

    • 1.2. Oil tankers of 500 gross tonnage and over constructed on or after 1 October 1994 but before 1 January 2005 shall comply with the provisions of regulation II-1/12-2 adopted by resolution MSC.27(61).

  • 2 Means of access to cargo and other spaces

    • 2.1. Each space shall be provided with means of access to enable, throughout the life of a ship, overall and close-up inspections and thickness measurements of the ship’s structures to be carried out by the Administration, the company, as defined in regulation IX/1, and the ship.’s personnel and others as necessary. Such means of access shall comply with the requirements of paragraph 5 and with the Technical provisions for means of access for inspections, adopted by the Maritime Safety Committee by resolution MSC.133(76), as may be amended by the Organization, provided that such amendments are adopted, brought into force and take effect in accordance with the provisions of article VIII of the present Convention concerning the amendment procedures applicable to the Annex other than chapter I.

    • 2.2. Where a permanent means of access may be susceptible to damage during normal cargo loading and unloading operations or where it is impracticable to fit permanent means of access, the Administration may allow, in lieu thereof, the provision of movable or portable means of access, as specified in the Technical provisions, provided that the means of attaching, rigging, suspending or supporting the portable means of access forms a permanent part of the ship’s structure. All portable equipment shall be capable of being readily erected or deployed by ship’s personnel.

    • 2.3. The construction and materials of all means of access and their attachment to the ship’s structure shall be to the satisfaction of the Administration. The means of access shall be subject to survey prior to, or in conjunction with, its use in carrying out surveys in accordance with regulation I/10.

  • 3 Safe access to cargo holds, cargo tanks, ballast tanks and other spaces

    • 3.1. Safe access to cargo holds, cofferdams, ballast tanks, cargo tanks and other spaces in the cargo area shall be direct from the open deck and such as to ensure their complete inspection. Safe access to double bottom spaces or to forward ballast tanks may be from a pump-room, deep cofferdam, pipe tunnel, cargo hold, double hull space or similar compartment not intended for the carriage of oil or hazardous cargoes.

    • 3.2. Tanks, and subdivisions of tanks, having a length of 35 m or more, shall be fitted with at least two access hatchways and ladders, as far apart as practicable. Tanks less than 35 m in length shall be served by at least one access hatchway and ladder. When a tank is subdivided by one or more swash bulkheads or similar obstructions which do not allow ready means of access to the other parts of the tank, at least two hatchways and ladders shall be fitted.

    • 3.3. Each cargo hold shall be provided with at least two means of access as far apart as practicable. In general, these accesses should be arranged diagonally, for example one access near the forward bulkhead on the port side, the other one near the aft bulkhead on the starboard side.

  • 4 Ship structure access manual

    • 4.1. A ship’s means of access to carry out overall and close-up inspections and thickness measurements shall be described in a Ship structure access manual approved by the Administration, an updated copy of which shall be kept on board. The Ship structure access manual shall include the following for each space:

      • .1. plans showing the means of access to the space, with appropriate technical specifications and dimensions;

      • .2. plans showing the means of access within each space to enable an overall inspection to be carried out, with appropriate technical specifications and dimensions. The plans shall indicate from where each area in the space can be inspected;

      • .3. plans showing the means of access within the space to enable close-up inspections to be carried out, with appropriate technical specifications and dimensions. The plans shall indicate the positions of critical structural areas, whether the means of access is permanent or portable and from where each area can be inspected;

      • .4. instructions for inspecting and maintaining the structural strength of all means of access and means of attachment, taking into account any corrosive atmosphere that may be within the space;

      • .5. instructions for safety guidance when rafting is used for close-up inspections and thickness measurements;

      • .6. instructions for the rigging and use of any portable means of access in a safe manner;

      • .7. an inventory of all portable means of access; and

      • .8. records of periodical inspections and maintenance of the ship’s means of access.

    • 4.2. For the purpose of this regulation .critical structural areas. are locations which have been identified from calculations to require monitoring or from the service history of similar or sister ships to be sensitive to cracking, buckling, deformation or corrosion which would impair the structural integrity of the ship.

  • 5 General technical specifications

    • 5.1. For access through horizontal openings, hatches or manholes, the dimensions shall be sufficient to allow a person wearing a self-contained air-breathing apparatus and protective equipment to ascend or descend any ladder without obstruction and also provide a clear opening to facilitate the hoisting of an injured person from the bottom of the space. The minimum clear opening shall not be less than 600 mm x 600 mm. When access to a cargo hold is arranged through the cargo hatch, the top of the ladder shall be placed as close as possible to the hatch coaming. Access hatch coamings having a height greater than 900 mm shall also have steps on the outside in conjunction with the ladder.

    • 5.2. For access through vertical openings, or manholes, in swash bulkheads, floors, girders and web frames providing passage through the length and breadth of the space, the minimum opening shall be not less than 600 mm x 800 mm at a height of not more than 600 mm from the bottom shell plating unless gratings or other foot holds are provided.

    • 5.3. For oil tankers of less than 5,000 tonnes deadweight, the Administration may approve, in special circumstances, smaller dimensions for the openings referred to in paragraphs 5.1 and 5.2, if the ability to traverse such openings or to remove an injured person can be proved to the satisfaction of the Administration.

Regulation 3-7. Construction drawings maintained on board and ashore

  • 1 A set of as-built construction drawings and other plans showing any subsequent structural alterations shall be kept on board a ship constructed on or after 1 January 2007.

  • 2 An additional set of such drawings shall be kept ashore by the Company, as defined in regulation IX/1.2.

Regulation 3-8. Towing and mooring equipment

  • 1 This regulation applies to ships constructed on or after 1 January 2007, but does not apply to emergency towing arrangements provided in accordance with regulation 3-4.

  • 2 Ships shall be provided with arrangements, equipment and fittings of sufficient safe working load to enable the safe conduct of all towing and mooring operations associated with the normal operation of the ship.

  • 3 Arrangements, equipment and fittings provided in accordance with paragraph 2 shall meet the appropriate requirements of the Administration or an organization recognized by the Administration under regulation I/6.

  • 4 Each fitting or item of equipment provided under this regulation shall be clearly marked with any restrictions associated with its safe operation, taking into account the strength of its attachment to the ship’s structure.

Regulation 3-9. Means of embarkation on and disembarkation from ships

  • 1 Ships constructed on or after 1 January 2010 shall be provided with means of embarkation on and disembarkation from ships for use in port and in port related operations, such as gangways and accommodation ladders, in accordance with paragraph 2, unless the Administration deems that compliance with a particular provision is unreasonable orimpractical .

  • 2 The means of embarkation and disembarkation required in paragraph 1 shall be constructed and installed based on the guidelines developed by the Organization .

  • 3 For all ships the means of embarkation and disembarkation shall be inspected and maintained in suitable condition for their intended purpose, taking into account any restrictions related to safe loading. All wires used to support the means of embarkation and disembarkation shall be maintained as specified in regulation III/20.4.

Regulation 3-10. Goal-based ship construction standards for bulk carriers and oil tankers

  • 1 This regulation shall apply to oil tankers of 150 m in length and above and to bulk carriers of 150 m in length and above, constructed with single deck, top-side tanks and hopper side tanks in cargo spaces, excluding ore carriers and combination carriers:

    • .1. for which the building contract is placed on or after 1 July 2016;

    • .2. in the absence of a building contract, the keels of which are laid or which are at a similar stage of construction on or after 1 July 2017; or

    • .3. the delivery of which is on or after 1 July 2020.

  • 2 Ships shall be designed and constructed for a specified design life to be safe and environmentally friendly, when properly operated and maintained under the specified operating and environmental conditions, in intact and specified damage conditions, throughout their life.

    • 2.1. Safe and environmentally friendly means the ship shall have adequate strength, integrity and stability to minimize the risk of loss of the ship or pollution to the marine environment due to structural failure, including collapse, resulting in flooding or loss of watertight integrity.

    • 2.2. Environmentally friendly also includes the ship being constructed of materials for environmentally acceptable recycling.

    • 2.3. Safety also includes the ship's structure, fittings and arrangements providing for safe access, escape, inspection and proper maintenance and facilitating safe operation.

    • 2.4. Specified operating and environmental conditions are defined by the intended operating area for the ship throughout its life and cover the conditions, including intermediate conditions, arising from cargo and ballast operations in port, waterways and at sea.

    • 2.5. Specified design life is the nominal period that the ship is assumed to be exposed to operating and/or environmental conditions and/or the corrosive environment and is used for selecting appropriate ship design parameters.

    However, the ship's actual service life may be longer or shorter depending on the actual operating conditions and maintenance of the ship throughout its life cycle.

  • 3 The requirements of paragraphs 2 to 2.5 shall be achieved through satisfying applicable structural requirements of an organization which is recognized by the Administration in accordance with the provisions of regulation XI-1/1, or national standards of the Administration, conforming to the functional requirements of the Goal-based Ship Construction Standards for Bulk Carriers and Oil Tankers.

  • 4 A Ship Construction File with specific information on how the functional requirements of the Goal-based Ship Construction Standards for Bulk Carriers and Oil Tankers have been applied in the ship design and construction shall be provided upon delivery of a new ship, and kept on board the ship and/or ashoreand updated as appropriate throughout the ship's service. The contents of the Ship Construction File shall, at least, conform to the guidelines developed by the Organization.

Regulation 3-11. Corrosion protection of cargo oil tanks of crude oil tankers

  • 3 All cargo oil tanks of crude oil tankers shall be:

    • .1. coated during the construction of the ship in accordance with the Performance standard for protective coatings for cargo oil tanks of crude oil tankers, adopted by the Maritime Safety Committee by resolution MSC.288(87), as may be amended by the Organization, provided that such amendments are adopted, brought into force and take effect in accordance with the provisions of article VIII of the present Convention concerning the amendment procedures applicable to the Annex other than chapter I; or

    • .2. protected by alternative means of corrosion protection or utilization of corrosion resistance material to maintain required structural integrity for 25 years in accordance with the Performance standard for alternative means of corrosion protection for cargo oil tanks of crude oil tankers, adopted by the Maritime Safety Committee by resolution MSC.289(87), as may be amended by the Organization, provided that such amendments are adopted, brought into force and take effect in accordance with the provisions of article VIII of the present Convention concerning the amendment procedures applicable to the Annex other than chapter I.

  • 4 The Administration may exempt a crude oil tanker from the requirements of paragraph 3 to allow the use of novel prototype alternatives to the coating system specified in paragraph 3.1, for testing, provided they are subject to suitable controls, regular assessment and acknowledgement of the need for immediate remedial action if the system fails or is shown to be failing. Such exemption shall be recorded on an exemption certificate.

  • 5 The Administration may exempt a crude oil tanker from the requirements of paragraph 3 if the ship is built to be engaged solely in the carriage of cargoes and cargo handling operations not causing corrosion. Such exemption and conditions for which it is granted shall be recorded on an exemption certificate.

Regulation 3-12. Protection against noise

  • 1 This regulation shall apply to ships of 1,600 gross tonnage and above:

    • .1 for which the building contract is placed on or after 1 July 2014; or

    • .2 in the absence of a building contract, the keels of which are laid or which are at a similar stage of construction on or after 1 January 2015; or

    • .3 the delivery of which is on or after 1 July 2018,

    unless the Administration deems that compliance with a particular provision is unreasonable or impractical.

  • 2 On ships delivered before 1 July 2018 and:

    • .1 contracted for construction before 1 July 2014 and the keels of which are laid or which are at a similar stage of construction on or after 1 January 2009 but before 1 January 2015; or

    • .2 in the absence of a building contract, the keels of which are laid or which are at a similar stage of construction on or after 1 January 2009 but before 1 January 2015,

    measures shall be taken to reduce machinery noise in machinery spaces to acceptable levels as determined by the Administration. If this noise cannot be sufficiently reduced the source of excessive noise shall be suitably insulated or isolated or a refuge from noise shall be provided if the space is required to be manned. Ear protectors shall be provided for personnel required to enter such spaces, if necessary.

  • 3 Ships shall be constructed to reduce onboard noise and to protect personnel from the noise in accordance with the Code on noise levels on board ships, adopted by the Maritime Safety Committee by resolution MSC.337(91), as may be amended by the Organization, provided that such amendments are adopted, brought into force and take effect in accordance with the provisions of Article VIII of the present Convention concerning the amendment procedures applicable to the annex other than chapter I. For the purpose of this regulation, although the Code on noise levels on board ships is treated as a mandatory instrument, recommendatory parts as specified in chapter I of the Code shall be treated as non-mandatory, provided that amendments to such recommendatory parts are adopted by the Maritime Safety Committee in accordance with its Rules of Procedure.

  • 4 Notwithstanding the requirements of paragraph 1, this regulation does not apply to types of ships listed in paragraph 1.3.4 of the Code on noise levels on board ships.

PART B. SUBDIVISION AND STABILITY

Regulation 4. General

  • 1 The damage stability requirements in parts B-1 through B-4 shall apply to cargo ships of 80 m in length (L) and upwards and to all passenger ships regardless of length but shall exclude those cargo ships which are shown to comply with subdivision and damage stability regulations in other instruments developed by the Organization.

  • 2 The Administration may, for a particular ship or group of ships, accept alternative methodologies if it is satisfied that at least the same degree of safety as represented by these regulations is achieved. Any Administration which allows such alternative methodologies shall communicate to the Organization particulars thereof.

  • 3 Ships shall be as efficiently subdivided as is possible having regard to the nature of the service for which they are intended. The degree of subdivision shall vary with the subdivision length (Ls) of the ship and with the service, in such manner that the highest degree of subdivision corresponds with the ships of greatest subdivision length (Ls), primarily engaged in the carriage of passengers.

  • 4 Where it is proposed to fit decks, inner skins or longitudinal bulkheads of sufficient tightness to seriously restrict the flow of water, the Administration shall be satisfied that proper consideration is given to beneficial or adverse effects of such structures in the calculations.

PART B-1. STABILITY

Regulation 5. Intact stability

  • 1 Every passenger ship regardless of size and every cargo ship having a length (L) of 24 m and upwards, shall be inclined upon its completion and the elements of its stability determined. In addition to any other applicable requirements of the present regulations, ships having a length of 24 m and upwards constructed on or after 1 July 2010 shall as a minimum comply with the requirements of part A of the 2008 IS Code.

  • 2 The Administration may allow the inclining test of an individual cargo ship to be dispensed with provided basic stability data are available from the inclining test of a sister ship and it is shown to the satisfaction of the Administration that reliable stability information for the exempted ship can be obtained from such basic data, as required by regulation 5-1. A weight survey shall be carried out upon completion and the ship shall be inclined whenever in comparison with the data derived from the sister ship, a deviation from the lightship displacement exceeding 1% for ships of 160 m or more in length and 2% for ships of 50 m or less in length and as determined by linear interpolation for intermediate lengths or a deviation from the lightship longitudinal centre of gravity exceeding 0.5% of Ls is found.

  • 3 The Administration may also allow the inclining test of an individual ship or class of ships especially designed for the carriage of liquids or ore in bulk to be dispensed with when reference to existing data for similar ships clearly indicates that due to the ship’s proportions and arrangements more than sufficient metacentric height will be available in all probable loading conditions.

  • 4 Where any alterations are made to a ship so as to materially affect the stability information supplied to the master, amended stability information shall be provided. If necessary the ship shall be re-inclined. The ship shall be re-inclined if anticipated deviations exceed one of the values specified in paragraph 5.

  • 5 At periodical intervals not exceeding five years, a lightweight survey shall be carried out on all passenger ships to verify any changes in lightship displacement and longitudinal centre of gravity. The ship shall be re-inclined whenever, in comparison with the approved stability information, a deviation from the lightship displacement exceeding 2% or a deviation of the longitudinal centre of gravity exceeding 1% of Ls is found or anticipated.

  • 6 Every ship shall have scales of draughts marked clearly at the bow and stern. In the case where the draught marks are not located where they are easily readable, or operational constraints for a particular trade make it difficult to read the draught marks, then the ship shall also be fitted with a reliable draught indicating system by which the bow and stern draughts can be determined.

Regulation 5-1. Stability information to be supplied to the master

  • 1 The master shall be supplied with such information satisfactory to the Administration as is necessary to enable him by rapid and simple processes to obtain accurate guidance as to the stability of the ship under varying conditions of service.

    A copy of the stability information shall be furnished to the Administration.

  • 2 The information should include:

    • .1. curves or tables of minimum operational metacentric height (GM) versus draught which assures compliance with the relevant intact and damage stability requirements, alternatively corresponding curves or tables of the maximum allowable vertical centre of gravity (KG) versus draught, or with the equivalents of either of these curves;

    • .2. instructions concerning the operation of cross-flooding arrangements; and

    • .3. all other data and aids which might be necessary to maintain the required intact stability and stability after damage.

  • 3 The stability information shall show the influence of various trims in cases where the operational trim range exceeds +/- 0.5% of Ls.

  • 4 For ships which have to fulfil the stability requirements of part B-1, information referred to in paragraph 2 are determined from considerations related to the subdivision index, in the following manner: Minimum required GM (or maximum permissible vertical position of centre of gravity KG) for the three draughts ds, dp and dl are equal to the GM (or KG values) of corresponding loading cases used for the calculation of survival factor si. For intermediate draughts, values to be used shall be obtained by linear interpolation applied to the GM value only between the deepest subdivision draught and the partial subdivision draught and between the partial load line and the light service draught respectively. Intact stability criteria will also be taken into account by retaining for each draft the maximum among minimum required GM values or the minimum of maximum permissible KG values for both criteria. If the subdivision index is calculated for different trims, several required GM curves will be established in the same way.

  • 5 When curves or tables of minimum operational metacentric height (GM) versus draught are not appropriate, the master should ensure that the operating condition does not deviate from a studied loading condition, or verify by calculation that the stability criteria are satisfied for this loading condition.

Regulation 6. Required subdivision index R

  • 1 The subdivision of a ship is considered sufficient if the attained subdivision index A, determined in accordance with regulation 7, is not less than the required subdivision index R calculated in accordance with this regulation and if, in addition, the partial indices As, Ap and Al are not less than 0.9R for passenger ships and 0.5R for cargo ships.

  • 2 For all ships to which the damage stability requirements of this chapter apply, the degree of subdivision to be provided shall be determined by the required subdivision index R, as follows:

    • .1. In the case of cargo ships greater than 100 m in length (Ls):

      Bijlage 10000053191.png
    • .2. In the case of cargo ships not less than 80 m in length (Ls) and not greater than 100 m in length (Ls):

      Bijlage 10000053192.png

      where Ro is the value R as calculated in accordance with the formula in subparagraph .1.

    • .3. In the case of passenger ships:

      Bijlage 10000053193.png

      where:

      N = N1 + 2N2

      N 1 = number of persons for whom lifeboats are provided

      N 2 = number of persons (including officers and crew) the ship is permitted to carry in excess of N1.

    • .4. Where the conditions of service are such that compliance with paragraph 2.3 of this regulation on the basis of N = N1 + 2N2 is impracticable and where the Administration considers that a suitably reduced degree of hazard exists, a lesser value of N may be taken but in no case less than N = N1 + N2.

Regulation 7. Attained subdivision index A

  • 1 The attained subdivision index A is obtained by the summation of the partial indices As, Ap and Al, (weighted as shown) calculated for the draughts ds, dp and dl defined in regulation 2 in accordance with the following formula:

    A = 0.4As + 0.4Ap + 0.2Al

    Each partial index is a summation of contributions from all damage cases taken in consideration, using the following formula:

    A = Σpisi

    where:

    i represents each compartment or group of compartments under consideration,

    pi accounts for the probability that only the compartment or group of compartments under consideration may be flooded, disregarding any horizontal subdivision, as defined in regulation 7-1,

    si accounts for the probability of survival after flooding the compartment or group of compartments under consideration, and includes the effect of any horizontal subdivision, as defined in regulation 7-2.

  • 2 In the calculation of A, the level trim shall be used for the deepest subdivision draught and the partial subdivision draught. The actual service trim shall be used for the light service draught. If in any service condition, the trim variation in comparison with the calculated trim is greater than 0.5% of Ls, one or more additional calculations of A are to be submitted for the same draughts but different trims so that, for all service conditions, the difference in trim in comparison with the reference trim used for one calculation will be less than 0.5% of Ls.

  • 3 When determining the positive righting lever (GZ) of the residual stability curve, the displacement used should be that of the intact condition. That is, the constant displacement method of calculation should be used.

  • 4 The summation indicated by the above formula shall be taken over the ship’s subdivision length (Ls) for all cases of flooding in which a single compartment or two or more adjacent compartments are involved. In the case of unsymmetrical arrangements, the calculated A value should be the mean value obtained from calculations involving both sides. Alternatively, it should be taken as that corresponding to the side which evidently gives the least favourable result.

  • 5 Wherever wing compartments are fitted, contribution to the summation indicated by the formula shall be taken for all cases of flooding in which wing compartments are involved. Additionally, cases of simultaneous flooding of a wing compartment or group of compartments and the adjacent inboard compartment or group of compartments, but excluding damage of transverse extent greater than one half of the ship breadth B, may be added. For the purpose of this regulation, transverse extent is measured inboard from ship’s side, at right angle to the centreline at the level of the deepest subdivision draught.

  • 6 In the flooding calculations carried out according to the regulations, only one breach of the hull and only one free surface need to be assumed. The assumed vertical extent of damage is to extend from the baseline upwards to any watertight horizontal subdivision above the waterline or higher. However, if a lesser extent of damage will give a more severe result, such extent is to be assumed.

  • 7 If pipes, ducts or tunnels are situated within the assumed extent of damage, arrangements are to be made to ensure that progressive flooding cannot thereby extend to compartments other than those assumed flooded. However, the Administration may permit minor progressive flooding if it is demonstrated that its effects can be easily controlled and the safety of the ship is not impaired.

Regulation 7-1. Calculation of the factor pi

  • 1 The factor pi for a compartment or group of compartments shall be calculated in accordance with paragraphs 1.1 and 1.2 using the following notations:

    j = the aftmost damage zone number involved in the damage starting with No.1 at the stern;

    n = the number of adjacent damage zones involved in the damage;

    k = is the number of a particular longitudinal bulkhead as barrier for transverse penetration in a damage zone counted from shell towards the centre line. The shell has k = 0;

    x1 = the distance from the aft terminal of Ls to the aft end of the zone in question;

    x2 = the distance from the aft terminal of Ls to the forward end of the zone in question;

    b = the mean transverse distance in metres measured at right angles to the centreline at the deepest subdivision loadline between the shell and an assumed vertical plane extended between the longitudinal limits used in calculating the factor pi and which is a tangent to, or common with, all or part of the outermost portion of the longitudinal bulkhead under consideration. This vertical plane shall be so orientated that the mean transverse distance to the shell is a maximum, but not more than twice the least distance between the plane and the shell. If the upper part of a longitudinal bulkhead is below the deepest subdivision loadline the vertical plane used for determination of b is assumed to extend upwards to the deepest subdivision waterline. In any case, b is not to be taken greater than B/2.

    If the damage involves a single zone only:

    Bijlage 10000053233.png

    If the damage involves two adjacent zones:

    Bijlage 10000053234.png

    If the damage involves three or more adjacent zones:

    Bijlage 10000053235.png

    and where r(x1, x2, b0) = 0

    • 1.1. The factor p(x1, x2) is to be calculated according to the following formulae:

      Overall normalized max damage length: Jmax = 10/33

      Knuckle point in the distribution: Jkn = 5/33

      Cumulative probability at Jkn: pk = 11/12

      Maximum absolute damage length: lmax = 60 m

      Length where normalized distribution ends: L* = 260 m

      Probability density at J = 0:

      Bijlage 10000053236.png
      Bijlage 10000053237.png
      Bijlage 10000053238.png
      Bijlage 10000053239.png
      Bijlage 10000053240.png
      Bijlage 10000053241.png
      Bijlage 10000053242.png

      The non-dimensional damage length:

      Bijlage 10000053243.png

      The normalized length of a compartment or group of compartments:

      Jn is to be taken as the lesser of J and Jm

      • 1.1.1. Where neither limits of the compartment or group of compartments under consideration coincides with the aft or forward terminals:

        Bijlage 10000053244.png
        Bijlage 10000053245.png
      • 1.1.2. Where the aft limit of the compartment or group of compartments under consideration coincides with the aft terminal or the forward limit of the compartment or group of compartments under consideration coincides with the forward terminal:

        Bijlage 10000053246.png
        Bijlage 10000053247.png
      • 1.1.3. Where the compartment or groups of compartments considered extends over the entire subdivision length (Ls):

        Bijlage 10000053248.png
    • 1.2. The factor r(x1, x2, b) shall be determined by the following formulae:

      Bijlage 10000053249.png

      where:

      Bijlage 10000053250.png
      • 1.2.1. Where the compartment or groups of compartments considered extends over the entire subdivision length (Ls):

        Bijlage 10000053251.png
      • 1.2.2. Where neither limits of the compartment or group of compartments under consideration coincides with the aft or forward terminals:

        Bijlage 10000053252.png
      • 1.2.3. Where the aft limit of the compartment or group of compartments under consideration coincides with the aft terminal or the forward limit of the compartment or group of compartments under consideration coincides with the forward terminal:

        Bijlage 10000053253.png

Regulation 7-2. Calculation of the factor si

  • 1 The factor si shall be determined for each case of assumed flooding, involving a compartment or group of compartments, in accordance with the following notations and the provisions in this regulation.

    θe is the equilibrium heel angle in any stage of flooding, in degrees;

    θv is the angle, in any stage of flooding, where the righting lever becomes negative, or the angle at which an opening incapable of being closed weathertight becomes submerged;

    GZ max is the maximum positive righting lever, in metres, up to the angle θ v;

    Range is the range of positive righting levers, in degrees, measured from the angle θ e. The positive range is to be taken up to the angle θ v;

    Flooding stage is any discrete step during the flooding process, including the stage before equalization (if any) until final equilibrium has been reached.

    • 1.1. The factor si, for any damage case at any initial loading condition, di, shall be obtained from the formula:

      Bijlage 10000053254.png

      where:

      s intermediate,i is the probability to survive all intermediate flooding stages until the final equilibrium stage, and is calculated in accordance with paragraph 2;

      s final,i is the probability to survive in the final equilibrium stage of flooding. It is calculated in accordance with paragraph 3;

      s mom,i is the probability to survive heeling moments, and is calculated in accordance with paragraph 4.

  • 2 The factor sintermediate,i is applicable only to passenger ships (for cargo ships sintermediate,i should be taken as unity) and shall be taken as the least of the s-factors obtained from all flooding stages including the stage before equalization, if any, and is to be calculated as follows:

    Bijlage 10000053255.png

    where GZmax is not to be taken as more than 0.05 m and Range as not more than 7°.

    s intermediate = 0, if the intermediate heel angle exceeds 15º. Where cross-flooding fittings are required, the time for equalization shall not exceed 10 min.

  • 3 The factor sfinal,i shall be obtained from the formula:

    Bijlage 10000053256.png

    where:

    GZ max is not to be taken as more than 0.12 m;

    Range is not to be taken as more than 16°;

    Bijlage 10000053257.png

    where:

    θmin is 7° for passenger ships and 25° for cargo ships; and

    θmax is 15° for passenger ships and 30° for cargo ships.

  • 4 The factor smom,i is applicable only to passenger ships (for cargo ships smom,i shall be taken as unity) and shall be calculated at the final equilibrium from the formula:

    Bijlage 10000053258.png

    where:

    Displacement is the intact displacement at the subdivision draught;

    M heel is the maximum assumed heeling moment as calculated in accordance with subparagraph 4.1; and

    Bijlage 10000053259.png
    • 4.1. The heeling moment Mheel is to be calculated as follows:

    Bijlage 10000053260.png
    • 4.1.1 M passenger is the maximum assumed heeling moment resulting from movement of passengers, and is to be obtained as follows:

      M passenger = (0.075 · Np) · (0.45 · B) (tm)

      where:

      Np is the maximum number of passengers permitted to be on board in the service condition corresponding to the deepest subdivision draught under consideration; and

      B is the beam of the ship.

      Alternatively, the heeling moment may be calculated assuming the passengers are distributed with 4 persons per square metre on available deck areas towards one side of the ship on the decks where muster stations are located and in such a way that they produce the most adverse heeling moment. In doing so, a weight of 75 kg per passenger is to be assumed.

    • 4.1.2. M wind is the maximum assumed wind force acting in a damage situation:

      M wind = (P · A · Z) / 9,806 (tm)

      where:

      P = 120 N/m2;

      A = projected lateral area above waterline;

      Z = distance from centre of lateral projected area above waterline to T/2; and

      T = ship’s draught, di.

    • 4.1.3. M Survivalcraft is the maximum assumed heeling moment due to the launching of all fully loaded davit-launched survival craft on one side of the ship. It shall be calculated using the following assumptions:

      • .1. all lifeboats and rescue boats fitted on the side to which the ship has heeled after having sustained damage shall be assumed to be swung out fully loaded and ready for lowering;

      • .2. for lifeboats which are arranged to be launched fully loaded from the stowed position, the maximum heeling moment during launching shall be taken;

      • .3. a fully loaded davit-launched liferaft attached to each davit on the side to which the ship has heeled after having sustained damage shall be assumed to be swung out ready for lowering;

      • .4. persons not in the life-saving appliances which are swung out shall not provide either additional heeling or righting moment; and

      • .5. life-saving appliances on the side of the ship opposite to the side to which the ship has heeled shall be assumed to be in a stowed position.

  • 5 Unsymmetrical flooding is to be kept to a minimum consistent with the efficient arrangements. Where it is necessary to correct large angles of heel, the means adopted shall, where practicable, be self-acting, but in any case where controls to equalization devices are provided they shall be operable from above the bulkhead deck. These fittings together with their controls shall be acceptable to the Administration. Suitable information concerning the use of equalization devices shall be supplied to the master of the ship.

  • 5.1 Tanks and compartments taking part in such equalization shall be fitted with air pipes or equivalent means of sufficient cross-section to ensure that the flow of water into the equalization compartments is not delayed.

  • 5.2 In all cases, si is to be taken as zero in those cases where the final waterline, taking into account sinkage, heel and trim, immerses:

    • .1. the lower edge of openings through which progressive flooding may take place and such flooding is not accounted for in the calculation of factor si. Such openings shall include air-pipes, ventilators and openings which are closed by means of weathertight doors or hatch covers; and

    • .2. any part of the bulkhead deck in passenger ships considered a horizontal evacuation route for compliance with chapter II-2.

  • 5.3 The factor si is to be taken as zero if, taking into account sinkage, heel and trim, any of the following occur in any intermediate stage or in the final stage of flooding:

    • .1. immersion of any vertical escape hatch in the bulkhead deck intended for compliance with chapter II-2;

    • .2. any controls intended for the operation of watertight doors, equalization devices, valves on piping or on ventilation ducts intended to maintain the integrity of watertight bulkheads from above the bulkhead deck become inaccessible or inoperable;

    • .3. immersion of any part of piping or ventilation ducts carried through a watertight boundary that is located within any compartment included in damage cases contributing to the attained index A, if not fitted with watertight means of closure at each boundary.

  • 5.4 However, where compartments assumed flooded due to progressive flooding are taken into account in the damage stability calculations multiple values of sintermediate,i may be calculated assuming equalization in additional flooding phases.

  • 5.5 Except as provided in paragraph 5.3.1, openings closed by means of watertight manhole covers and flush scuttles, small watertight hatch covers, remotely operated sliding watertight doors, side scuttles of the non-opening type as well as watertight access doors and hatch covers required to be kept closed at sea need not be considered.

  • 6 Where horizontal watertight boundaries are fitted above the waterline under consideration the s-value calculated for the lower compartment or group of compartments shall be obtained by multiplying the value as determined in paragraph 1.1 by the reduction factor vm according to paragraph 6.1, which represents the probability that the spaces above the horizontal subdivision will not be flooded.

    • 6.1. The factor vm shall be obtained from the formula:

      vm = v(Hj, n, m, d) – v(Hj, n, m-1,d)

      where:

      Hj, n, m is the least height above the baseline, in metres, within the longitudinal range of x1(j)x2(j+n-1) of the mth horizontal boundary which is assumed to limit the vertical extent of flooding for the damaged compartments under consideration;

      Hj, n, m -1 is the least height above the baseline, in metres, within the longitudinal range of x1(j)x2(j+n-1) of the (m-1)th horizontal boundary which is assumed to limit the vertical extent of flooding for the damaged compartments under consideration;

      j signifies the aft terminal of the damaged compartments under consideration;

      m represents each horizontal boundary counted upwards from the waterline under consideration;

      d is the draught in question as defined in regulation 2; and

      x1 and x2 represent the terminals of the compartment or group of compartments considered in regulation 7-1.

      • 6.1.1. The factors v(Hj, n, m,d) and v(Hj, n, m-1, d) shall be obtained from the formulae:

        Bijlage 10000053261.png
        Bijlage 10000053262.png

      where:

      v(Hj, n, m, d) is to be taken as 1, if Hm coincides with the uppermost watertight boundary of the ship within the range (x1(j)x2(j+n-1)), and

      v(Hj, n, 0, d) is to be taken as 0.

      In no case is vm to be taken as less than zero or more than 1.

    • 6.2. In general, each contribution dA to the index A in the case of horizontal subdivisions is obtained from the formula:

      Bijlage 10000053263.png

      where:

      vm = the v-value calculated in accordance with paragraph 6.1;

      s min = the least s-factor for all combinations of damages obtained when the assumed damage extends from the assumed damage height Hm downwards.

Regulation 7-3. Permeability

  • 1 For the purpose of the subdivision and damage stability calculations of the regulations, the permeability of each general compartment or part of a compartment shall be as follows:

    Spaces

    Permeability

    Appropriated to stores

    Occupied by accommodation

    Occupied by machinery

    Void spaces

    Intended for liquids

    0.60

    0.95

    0.85

    0.95

    0 or 0.951)

    1) Whichever results in the more severe requirement.

  • 2 For the purpose of the subdivision and damage stability calculations of the regulations, the permeability of each cargo compartment or part of a compartment shall be as follows:

    Spaces

    Permeability at draught ds

    Permeability at draught dp

    Permeability at draught dl

    Dry cargo spaces

    Container spaces

    Ro-ro spaces

    Cargo liquids

    0.70

    0.70

    0.90

    0.70

    0.80

    0.80

    0.90

    0.80

    0.95

    0.95

    0.95

    0.95

  • 3 Other figures for permeability may be used if substantiated by calculations.

Regulation 8. Special requirements concerning passenger ship stability

  • 1 A passenger ship intended to carry 400 or more persons shall have watertight subdivision abaft the collision bulkhead so that si = 1 for the three loading conditions on which is based the calculation of the subdivision index and for a damage involving all the compartments within 0.08L measured from the forward perpendicular.

  • 2 A passenger ship intended to carry 36 or more persons is to be capable of withstanding damage along the side shell to an extent specified in paragraph 3.

    Compliance with this regulation is to be achieved by demonstrating that si, as defined in regulation 7-2, is not less than 0.9 for the three loading conditions on which is based the calculation of the subdivision index.

  • 3 The damage extent to be assumed when demonstrating compliance with paragraph 2, is to be dependent on both N as defined in regulation 6, and Ls as defined in regulation 2, such that:

    • .1. the vertical extent of damage is to extend from the ship’s moulded baseline to a position up to 12.5 m above the position of the deepest subdivision draught as defined in regulation 2, unless a lesser vertical extent of damage were to give a lower value of si, in which case this reduced extent is to be used;

    • .2. where 400 or more persons are to be carried, a damage length of 0.03Ls but not less than 3 m is to be assumed at any position along the side shell, in conjunction with a penetration inboard of 0.1B but not less than 0.75 m measured inboard from the ship side, at right angle to the centreline at the level of the deepest subdivision draught;

    • .3. where less than 400 persons are carried, damage length is to be assumed at any position along the shell side between transverse watertight bulkheads provided that the distance between two adjacent transverse watertight bulkheads is not less than the assumed damage length. If the distance between adjacent transverse watertight bulkheads is less than the assumed damage length, only one of these bulkheads shall be considered effective for the purpose of demonstrating compliance with paragraph 2;

    • .4. where 36 persons are carried, a damage length of 0.015Ls but not less than 3 m is to be assumed, in conjunction with a penetration inboard of 0.05B but not less than 0.75 m; and

    • .5. where more than 36, but fewer than 400 persons are carried the values of damage length and penetration inboard, used in the determination of the assumed extent of damage, are to be obtained by linear interpolation between the values of damage length and penetration which apply for ships carrying 36 persons and 400 persons as specified in subparagraphs .4 and .2.

Regulation 8-1. System capabilities and operational information after a flooding casualty on passenger ships

  • 1 Application

    Passenger ships having length, as defined in regulation II-1/2.5, of 120 m or more or having three or more main vertical zones shall comply with the provisions of this regulation.

  • 2 Availability of essential systems in case of flooding damage

    A passenger ship constructed on or after 1 July 2010 shall be designed so that the systems specified in regulation II-2/21.4 remain operational when the ship is subject to flooding of any single watertight compartment.

  • 3 Operational information after a flooding casualty

    For the purpose of providing operational information to the Master for safe return to port after a flooding casualty, passenger ships constructed on or after 1 January 2014 shall have:

    • .1 onboard stability computer; or

    • .2 shore-based support,

    based on guidelines developed by the Organization.

PART B-2. SUBDIVISION, WATERTIGHT AND WEATHERTIGHT INTEGRITY

Regulation 9. Double bottoms in passenger ships and cargo ships other than tankers

  • 1 A double bottom shall be fitted extending from the collision bulkhead to the afterpeak bulkhead, as far as this is practicable and compatible with the design and proper working of the ship.

  • 2 Where a double bottom is required to be fitted the inner bottom shall be continued out to the ship’s sides in such a manner as to protect the bottom to the turn of the bilge.

    Such protection will be deemed satisfactory if the inner bottom is not lower at any part than a plane parallel with the keel line and which is located not less than a vertical distance h measured from the keel line, as calculated by the formula:

    h = B/20

    However, in no case is the value of h to be less than 760 mm, and need not be taken as more than 2,000 mm.

  • 3 Small wells constructed in the double bottom in connection with drainage arrangements of holds, etc., shall not extend downward more than necessary. A well extending to the outer bottom is, however, permitted at the after end of the shaft tunnel.

    Other wells (e.g., for lubricating oil under main engines) may be permitted by the Administration if satisfied that the arrangements give protection equivalent to that afforded by a double bottom complying with this regulation. In no case shall the vertical distance from the bottom of such a well to a plane coinciding with the keel line be less than 500 mm.

  • 4 A double bottom need not be fitted in way of watertight tanks, including dry tanks of moderate size, provided the safety of the ship is not impaired in the event of bottom or side damage.

  • 5 In the case of passenger ships to which the provisions of regulation 1.5 apply and which are engaged on regular service within the limits of a short international voyage as defined in regulation III/3.22, the Administration may permit a double bottom to be dispensed with if satisfied that the fitting of a double bottom in that part would not be compatible with the design and proper working of the ship.

  • 6 Any part of a passenger ship or a cargo ship that is not fitted with a double bottom in accordance with paragraphs 1, 4 or 5 shall be capable of withstanding bottom damages, as specified in paragraph 8, in that part of the ship.

  • 7 In the case of unusual bottom arrangements in a passenger ship or a cargo ship, it shall be demonstrated that the ship is capable of withstanding bottom damages as specified in paragraph 8.

  • 8 Compliance with paragraphs 6 or 7 is to be achieved by demonstrating that si, when calculated in accordance with regulation 7-2, is not less than 1 for all service conditions when subject to a bottom damage assumed at any position along the ship’s bottom and with an extent specified in subparagraph .2 below for the affected part of the ship:

    • .1. Flooding of such spaces shall not render emergency power and lighting, internal communication, signals or other emergency devices inoperable in other parts of the ship.

    • .2. Assumed extent of damage shall be as follows:

       

      For 0.3 L from the forward perpendicular of the ship

      Any other part of the ship

      Longitudinal extent

      1/3 L2/3 or 14.5 m, whichever is less

      1/3 L2/3 or 14.5 m, whichever is less

      Transverse extent

      B/6 or 10 m, whichever is less

      B/6 or 5 m, whichever is less

      Vertical extent, measured from the keel line

      B/20 or 2 m, whichever is less

      B/20 or 2 m, whichever is less

    • .3. If any damage of a lesser extent than the maximum damage specified in subparagraph .2 would result in a more severe condition, such damage should be considered.

  • 9 In case of large lower holds in passenger ships, the Administration may require an increased double bottom height of not more than B/10 or 3 m, whichever is less, measured from the keel line. Alternatively, bottom damages may be calculated for these areas, in accordance with paragraph 8, but assuming an increased vertical extent.

Regulation 10. Construction of watertight bulkheads

  • 1 Each watertight subdivision bulkhead, whether transverse or longitudinal, shall be constructed having scantlings as specified in regulation 2.17. In all cases, watertight subdivision bulkheads shall be capable of supporting at least the pressure due to a head of water up to the bulkhead deck.

  • 2 Steps and recesses in watertight bulkheads shall be as strong as the bulkhead at the place where each occurs.

Regulation 11. Initial testing of watertight bulkheads, etc.

  • 1 Testing watertight spaces not intended to hold liquids and cargo holds intended to hold ballast by filling them with water is not compulsory. When testing by filling with water is not carried out, a hose test shall be carried out where practicable. This test shall be carried out in the most advanced stage of the fitting out of the ship. Where a hose test is not practicable because of possible damage to machinery, electrical equipment insulation or outfitting items, it may be replaced by a careful visual examination of welded connections, supported where deemed necessary by means such as a dye penetrant test or an ultrasonic leak test or an equivalent test. In any case a thorough inspection of the watertight bulkheads shall be carried out.

  • 2 The forepeak, double bottom (including duct keels) and inner skins shall be tested with water to a head corresponding to the requirements of regulation 10.1.

  • 3 Tanks which are intended to hold liquids, and which form part of the watertight subdivision of the ship, shall be tested for tightness and structural strength with water to a head corresponding to its design pressure. The water head is in no case to be less than the top of the air pipes or to a level of 2.4 m above the top of the tank, whichever is the greater.

  • 4 The tests referred to in paragraphs 2 and 3 are for the purpose of ensuring that the subdivision structural arrangements are watertight and are not to be regarded as a test of the fitness of any compartment for the storage of oil fuel or for other special purposes for which a test of a superior character may be required depending on the height to which the liquid has access in the tank or its connections.

Regulation 12. Peak and machinery space bulkheads, shaft tunnels, etc.

  • 1 A collision bulkhead shall be fitted which shall be watertight up to the bulkhead deck. This bulkhead shall be located at a distance from the forward perpendicular of not less than 0.05L or 10 m, whichever is the less, and, except as may be permitted by the Administration, not more than 0.08L or 0.05L + 3 m, whichever is the greater.

  • 2 Where any part of the ship below the waterline extends forward of the forward perpendicular, e.g., a bulbous bow, the distances stipulated in paragraph 1 shall be measured from a point either:

    • .1. at the mid-length of such extension;

    • .2. at a distance 0.015L forward of the forward perpendicular; or

    • .3. at a distance 3 m forward of the forward perpendicular, whichever gives the smallest measurement.

  • 3 The bulkhead may have steps or recesses provided they are within the limits prescribed in paragraph 1 or 2.

  • 4 No doors, manholes, access openings, ventilation ducts or any other openings shall be fitted in the collision bulkhead below the bulkhead deck.

  • 5.1 Except as provided in paragraph 5.2, the collision bulkhead may be pierced below the bulkhead deck by not more than one pipe for dealing with fluid in the forepeak tank, provided that the pipe is fitted with a screw-down valve capable of being operated from above the bulkhead deck, the valve chest being secured inside the forepeak to the collision bulkhead. The Administration may, however, authorize the fitting of this valve on the after side of the collision bulkhead provided that the valve is readily accessible under all service conditions and the space in which it is located is not a cargo space. All valves shall be of steel, bronze or other approved ductile material. Valves of ordinary cast iron or similar material are not acceptable.

  • 5.2 If the forepeak is divided to hold two different kinds of liquids the Administration may allow the collision bulkhead to be pierced below the bulkhead deck by two pipes, each of which is fitted as required by paragraph 5.1, provided the Administration is satisfied that there is no practical alternative to the fitting of such a second pipe and that, having regard to the additional subdivision provided in the forepeak, the safety of the ship is maintained.

  • 6 Where a long forward superstructure is fitted the collision bulkhead shall be extended weathertight to the deck next above the bulkhead deck. The extension need not be fitted directly above the bulkhead below provided it is located within the limits prescribed in paragraph 1 or 2 with the exception permitted by paragraph 7 and that the part of the deck which forms the step is made effectively weathertight. The extension shall be so arranged as to preclude the possibility of the bow door causing damage to it in the case of damage to, or detachment of, a bow door.

  • 7 Where bow doors are fitted and a sloping loading ramp forms part of the extension of the collision bulkhead above the bulkhead deck the ramp shall be weathertight over its complete length. In cargo ships the part of the ramp which is more than 2.3 m above the bulkhead deck may extend forward of the limit specified in paragraph 1 or 2. Ramps not meeting the above requirements shall be disregarded as an extension of the collision bulkhead.

  • 8 The number of openings in the extension of the collision bulkhead above the freeboard deck shall be restricted to the minimum compatible with the design and normal operation of the ship. All such openings shall be capable of being closed weathertight.

  • 9 Bulkheads shall be fitted separating the machinery space from cargo and accommodation spaces forward and aft and made watertight up to the bulkhead deck. In passenger ships an afterpeak bulkhead shall also be fitted and made watertight up to the bulkhead deck. The afterpeak bulkhead may, however, be stepped below the bulkhead deck, provided the degree of safety of the ship as regards subdivision is not thereby diminished.

  • 10 In all cases stern tubes shall be enclosed in watertight spaces of moderate volume.

    In passenger ships the stern gland shall be situated in a watertight shaft tunnel or other watertight space separate from the stern tube compartment and of such volume that, if flooded by leakage through the stern gland, the bulkhead deck will not be immersed. In cargo ships other measures to minimize the danger of water penetrating into the ship in case of damage to stern tube arrangements may be taken at the discretion of the Administration.

Regulation 13. Openings in watertight bulkheads below the bulkhead deck in passenger ships

  • 1 The number of openings in watertight bulkheads shall be reduced to the minimum compatible with the design and proper working of the ship, satisfactory means shall be provided for closing these openings.

  • 2.1 Where pipes, scuppers, electric cables, etc., are carried through watertight bulkheads, arrangements shall be made to ensure the watertight integrity of the bulkheads.

  • 2.2 Valves not forming part of a piping system shall not be permitted in watertight bulkheads.

  • 2.3 Lead or other heat sensitive materials shall not be used in systems which penetrate watertight bulkheads, where deterioration of such systems in the event of fire would impair the watertight integrity of the bulkheads.

  • 3 No doors, manholes, or access openings are permitted in watertight transverse bulkheads dividing a cargo space from an adjoining cargo space, except as provided in paragraph 9.1 and in regulation 14.

  • 4 Subject to paragraph 10, not more than one door, apart from the doors to shaft tunnels, may be fitted in each watertight bulkhead within spaces containing the main and auxiliary propulsion machinery including boilers serving the needs of propulsion. Where two or more shafts are fitted, the tunnels shall be connected by an intercommunicating passage. There shall be only one door between the machinery space and the tunnel spaces where two shafts are fitted and only two doors where there are more than two shafts. All these doors shall be of the sliding type and shall be so located as to have their sills as high as practicable. The hand gear for operating these doors from above the bulkhead deck shall be situated outside the spaces containing the machinery.

  • 5.1 Watertight doors, except as provided in paragraph 9.1 or regulation 14, shall be power-operated sliding doors complying with the requirements of paragraph 7 capable of being closed simultaneously from the central operating console at the navigation bridge in not more than 60 s with the ship in the upright position.

  • 5.2 The means of operation whether by power or by hand of any power-operated sliding watertight door shall be capable of closing the door with the ship listed to 15°. either way. Consideration shall also be given to the forces which may act on either side of the door as may be experienced when water is flowing through the opening applying a static head equivalent to a water height of at least 1 m above the sill on the centreline of the door.

  • 5.3 Watertight door controls, including hydraulic piping and electric cables, shall be kept as close as practicable to the bulkhead in which the doors are fitted, in order to minimize the likelihood of them being involved in any damage which the ship may sustain. The positioning of watertight doors and their controls shall be such that if the ship sustains damage within one fifth of the breadth of the ship, as defined in regulation 2, such distance being measured at right angles to the centreline at the level of the deepest subdivision draught, the operation of the watertight doors clear of the damaged portion of the ship is not impaired.

  • 6 All power-operated sliding watertight doors shall be provided with means of indication which will show at all remote operating positions whether the doors are open or closed. Remote operating positions shall only be at the navigation bridge as required by paragraph 7.1.5 and at the location where hand operation above the bulkhead deck is required by paragraph 7.1.4.

  • 7.1 Each power-operated sliding watertight door:

    • .1. shall have a vertical or horizontal motion;

    • .2. shall, subject to paragraph 10, be normally limited to a maximum clear opening width of 1.2 m. The Administration may permit larger doors only to the extent considered necessary for the effective operation of the ship provided that other safety measures, including the following, are taken into consideration:

      • .1. special consideration shall be given to the strength of the door and its closing appliances in order to prevent leakages; and

      • .2. the door shall be located inboard the damage zone B/5;

      • .3. shall be fitted with the necessary equipment to open and close the door using electric power, hydraulic power, or any other form of power that is acceptable to the Administration;

      • .4. shall be provided with an individual hand-operated mechanism. It shall be possible to open and close the door by hand at the door itself from either side, and in addition, close the door from an accessible position above the bulkhead deck with an all round crank motion or some other movement providing the same degree of safety acceptable to the Administration.

        Direction of rotation or other movement is to be clearly indicated at all operating positions. The time necessary for the complete closure of the door, when operating by hand gear, shall not exceed 90 s with the ship in the upright position;

      • .5. shall be provided with controls for opening and closing the door by power from both sides of the door and also for closing the door by power from the central operating console at the navigation bridge;

      • .6. shall be provided with an audible alarm, distinct from any other alarm in the area, which will sound whenever the door is closed remotely by power and which shall sound for at least 5 s but no more than 10 s before the door begins to move and shall continue sounding until the door is completely closed. In the case of remote hand operation it is sufficient for the audible alarm to sound only when the door is moving. Additionally, in passenger areas and areas of high ambient noise the Administration may require the audible alarm to be supplemented by an intermittent visual signal at the door; and

      • .7. shall have an approximately uniform rate of closure under power. The closure time, from the time the door begins to move to the time it reaches the completely closed position shall in no case be less than 20 s or more than 40 s with the ship in the upright position.

  • 7.2 The electrical power required for power-operated sliding watertight doors shall be supplied from the emergency switchboard either directly or by a dedicated distribution board situated above the bulkhead deck. The associated control, indication and alarm circuits shall be supplied from the emergency switchboard either directly or by a dedicated distribution board situated above the bulkhead deck and be capable of being automatically supplied by the transitional source of emergency electrical power required by regulation 42.3.1.3 in the event of failure of either the main or emergency source of electrical power.

  • 7.3 Power-operated sliding watertight doors shall have either:

    • .1. a centralized hydraulic system with two independent power sources each consisting of a motor and pump capable of simultaneously closing all doors. In addition, there shall be for the whole installation hydraulic accumulators of sufficient capacity to operate all the doors at least three times, i.e. closed-open-closed, against an adverse list of 15º. This operating cycle shall be capable of being carried out when the accumulator is at the pump cut-in pressure. The fluid used shall be chosen considering the temperatures liable to be encountered by the installation during its service. The power operating system shall be designed to minimize the possibility of having a single failure in the hydraulic piping adversely affect the operation of more than one door. The hydraulic system shall be provided with a low-level alarm for hydraulic fluid reservoirs serving the power-operated system and a low gas pressure alarm or other effective means of monitoring loss of stored energy in hydraulic accumulators.

      These alarms are to be audible and visual and shall be situated on the central operating console at the navigation bridge; or

    • .2. an independent hydraulic system for each door with each power source consisting of a motor and pump capable of opening and closing the door.

      In addition, there shall be a hydraulic accumulator of sufficient capacity to operate the door at least three times, i.e. closed-open-closed, against an adverse list of 15°. This operating cycle shall be capable of being carried out when the accumulator is at the pump cut-in pressure. The fluid used shall be chosen considering the temperatures liable to be encountered by the installation during its service. A low gas pressure group alarm or other effective means of monitoring loss of stored energy in hydraulic accumulators shall be provided at the central operating console on the navigation bridge. Loss of stored energy indication at each local operating position shall also be provided; or

    • .3. an independent electrical system and motor for each door with each power source consisting of a motor capable of opening and closing the door. The power source shall be capable of being automatically supplied by the transitional source of emergency electrical power as required by regulation 42.4.2 – in the event of failure of either the main or emergency source of electrical power and with sufficient capacity to operate the door at least three times, i.e. closed-open-closed, against an adverse list of 15°.

      For the systems specified in paragraphs 7.3.1, 7.3.2 and 7.3.3, provision should be made as follows: Power systems for power-operated watertight sliding doors shall be separate from any other power system. A single failure in the electric or hydraulic power-operated systems excluding the hydraulic actuator shall not prevent the hand operation of any door.

  • 7.4 Control handles shall be provided at each side of the bulkhead at a minimum height of 1.6 m above the floor and shall be so arranged as to enable persons passing through the doorway to hold both handles in the open position without being able to set the power closing mechanism in operation accidentally. The direction of movement of the handles in opening and closing the door shall be in the direction of door movement and shall be clearly indicated.

  • 7.5 As far as practicable, electrical equipment and components for watertight doors shall be situated above the bulkhead deck and outside hazardous areas and spaces.

  • 7.6 The enclosures of electrical components necessarily situated below the bulkhead deck shall provide suitable protection against the ingress of water.

  • 7.7 Electric power, control, indication and alarm circuits shall be protected against fault in such a way that a failure in one door circuit will not cause a failure in any other door circuit. Short circuits or other faults in the alarm or indicator circuits of a door shall not result in a loss of power operation of that door. Arrangements shall be such that leakage of water into the electrical equipment located below the bulkhead deck will not cause the door to open.

  • 7.8 A single electrical failure in the power operating or control system of a power-operated sliding watertight door shall not result in a closed door opening.

    Availability of the power supply should be continuously monitored at a point in the electrical circuit as near as practicable to each of the motors required by paragraph 7.3.

    Loss of any such power supply should activate an audible and visual alarm at the central operating console at the navigation bridge.

  • 8.1 The central operating console at the navigation bridge shall have a “master mode” switch with two modes of control: a “local control” mode which shall allow any door to be locally opened and locally closed after use without automatic closure, and a “doors closed” mode which shall automatically close any door that is open. The “doors closed” mode shall automatically close any door that is open. The “doors closed” mode shall permit doors to be opened locally and shall automatically re-close the doors upon release of the local control mechanism. The “master mode” switch shall normally be in the “local control” mode. The “doors closed” mode shall only be used in an emergency or for testing purposes. Special consideration shall be given to the reliability of the “master mode” switch.

  • 8.2 The central operating console at the navigation bridge shall be provided with a diagram showing the location of each door, with visual indicators to show whether each door is open or closed. A red light shall indicate a door is fully open and a green light shall indicate a door is fully closed. When the door is closed remotely the red light shall indicate the intermediate position by flashing. The indicating circuit shall be independent of the control circuit for each door.

  • 8.3 It shall not be possible to remotely open any door from the central operating console.

  • 9.1 If the Administration is satisfied that such doors are essential, watertight doors of satisfactory construction may be fitted in watertight bulkheads dividing cargo between deck spaces. Such doors may be hinged, rolling or sliding doors but shall not be remotely controlled. They shall be fitted at the highest level and as far from the shell plating as practicable, but in no case shall the outboard vertical edges be situated at a distance from the shell plating which is less than one fifth of the breadth of the ship, as defined in regulation 2, such distance being measured at right angles to the centreline at the level of the deepest subdivision draught.

  • 9.2 Should any such doors be accessible during the voyage, they shall be fitted with a device which prevents unauthorized opening. When it is proposed to fit such doors, the number and arrangements shall receive the special consideration of the Administration.

  • 10 Portable plates on bulkheads shall not be permitted except in machinery spaces.

    The Administration may permit not more than one power-operated sliding watertight door in each watertight bulkhead larger than those specified in paragraph 7.1.2 to be substituted for these portable plates, provided these doors are intended to remain closed during navigation except in case of urgent necessity at the discretion of the master. These doors need not meet the requirements of paragraph 7.1.4 regarding complete closure by hand-operated gear in 90 s.

  • 11.1 Where trunkways or tunnels for access from crew accommodation to the stokehold, for piping, or for any other purpose are carried through watertight bulkheads, they shall be watertight and in accordance with the requirements of regulation 16-1. The access to at least one end of each such tunnel or trunkway, if used as a passage at sea, shall be through a trunk extending watertight to a height sufficient to permit access above the bulkhead deck. The access to the other end of the trunkway or tunnel may be through a watertight door of the type required by its location in the ship. Such trunkways or tunnels shall not extend through the first subdivision bulkhead abaft the collision bulkhead.

  • 11.2 Where it is proposed to fit tunnels piercing watertight bulkheads, these shall receive the special consideration of the Administration.

  • 11.3 Where trunkways in connection with refrigerated cargo and ventilation or forced draught trunks are carried through more than one watertight bulkhead, the means of closure at such openings shall be operated by power and be capable of being closed from a central position situated above the bulkhead deck.

Regulation 13-1. Openings in watertight bulkheads and internal decks in cargo ships

  • 1 The number of openings in watertight subdivisions is to be kept to a minimum compatible with the design and proper working of the ship. Where penetrations of watertight bulkheads and internal decks are necessary for access, piping, ventilation, electrical cables, etc., arrangements are to be made to maintain the watertight integrity.

    The Administration may permit relaxation in the watertightness of openings above the freeboard deck, provided that it is demonstrated that any progressive flooding can be easily controlled and that the safety of the ship is not impaired.

  • 2 Doors provided to ensure the watertight integrity of internal openings which are used while at sea are to be sliding watertight doors capable of being remotely closed from the bridge and are also to be operable locally from each side of the bulkhead. Indicators are to be provided at the control position showing whether the doors are open or closed, and an audible alarm is to be provided at the door closure. The power, control and indicators are to be operable in the event of main power failure. Particular attention is to be paid to minimizing the effect of control system failure. Each power-operated sliding watertight door shall be provided with an individual hand-operated mechanism. It shall be possible to open and close the door by hand at the door itself from both sides.

  • 3 Access doors and access hatch covers normally closed at sea, intended to ensure the watertight integrity of internal openings, shall be provided with means of indication locally and on the bridge showing whether these doors or hatch covers are open or closed.

    A notice is to be affixed to each such door or hatch cover to the effect that it is not to be left open.

  • 4 Watertight doors or ramps of satisfactory construction may be fitted to internally subdivide large cargo spaces, provided that the Administration is satisfied that such doors or ramps are essential. These doors or ramps may be hinged, rolling or sliding doors or ramps, but shall not be remotely controlled. Should any of the doors or ramps be accessible during the voyage, they shall be fitted with a device which prevents unauthorized opening.

  • 5 Other closing appliances which are kept permanently closed at sea to ensure the watertight integrity of internal openings shall be provided with a notice which is to be affixed to each such closing appliance to the effect that it is to be kept closed. Manholes fitted with closely bolted covers need not be so marked.

Regulation 14. Passenger ships carrying goods vehicles and accompanying personnel

  • 1 This regulation applies to passenger ships designed or adapted for the carriage of goods vehicles and accompanying personnel.

  • 2 If in such a ship the total number of passengers which include personnel accompanying vehicles does not exceed 12 + Ad/25, where Ad = total deck area (square metres) of spaces available for the stowage of goods vehicles and where the clear height at the stowage position and at the entrance to such spaces is not less than 4 m, the provisions of regulations 13.9.1 and 13.9.2 in respect of watertight doors apply except that the doors may be fitted at any level in watertight bulkheads dividing cargo spaces.

    Additionally, indicators are required on the navigation bridge to show automatically when each door is closed and all door fastenings are secured.

  • 3 The ship may not be certified for a higher number of passengers than assumed in paragraph 2, if a watertight door has been fitted in accordance with this regulation.

Regulation 15. Openings in the shell plating below the bulkhead deck of passenger ships and the freeboard deck of cargo ships

  • 1 The number of openings in the shell plating shall be reduced to the minimum compatible with the design and proper working of the ship.

  • 2 The arrangement and efficiency of the means for closing any opening in the shell plating shall be consistent with its intended purpose and the position in which it is fitted and generally to the satisfaction of the Administration.

  • 3.1 Subject to the requirements of the International Convention on Load Lines in force, no sidescuttle shall be fitted in such a position that its sill is below a line drawn parallel to the bulkhead deck at side and having its lowest point 2.5% of the breadth of the ship above the deepest subdivision draught, or 500 mm, whichever is the greater.

  • 3.2 All sidescuttles the sills of which are below the bulkhead deck of passenger ships and the freeboard deck of cargo ships, as permitted by paragraph 3.1, shall be of such construction as will effectively prevent any person opening them without the consent of the master of the ship.

  • 4 Efficient hinged inside deadlights so arranged that they can be easily and effectively closed and secured watertight, shall be fitted to all sidescuttles except that abaft one eighth of the ship’s length from the forward perpendicular and above a line drawn parallel to the bulkhead deck at side and having its lowest point at a height of 3.7 m plus 2.5% of the breadth of the ship above the deepest subdivision draught, the deadlights may be portable in passenger accommodation other than that for steerage passengers, unless the deadlights are required by the International Convention on Load Lines in force to be permanently attached in their proper positions. Such portable deadlights shall be stowed adjacent to the sidescuttles they serve.

  • 5.1 No sidescuttles shall be fitted in any spaces which are appropriated exclusively to the carriage of cargo or coal.

  • 5.2 Sidescuttles may, however, be fitted in spaces appropriated alternatively to the carriage of cargo or passengers, but they shall be of such construction as will effectively prevent any person opening them or their deadlights without the consent of the master.

  • 6 Automatic ventilating sidescuttles shall not be fitted in the shell plating below the bulkhead deck of passenger ships and the freeboard deck of cargo ships without the special sanction of the Administration.

  • 7 The number of scuppers, sanitary discharges and other similar openings in the shell plating shall be reduced to the minimum either by making each discharge serve for as many as possible of the sanitary and other pipes, or in any other satisfactory manner.

  • 8.1 All inlets and discharges in the shell plating shall be fitted with efficient and accessible arrangements for preventing the accidental admission of water into the ship.

  • 8.2.1 Subject to the requirements of the International Convention on Load Lines in force, and except as provided in paragraph 8.3, each separate discharge led through the shell plating from spaces below the bulkhead deck of passenger ships and the freeboard deck of cargo ships shall be provided with either one automatic non-return valve fitted with a positive means of closing it from above the bulkhead deck or with two automatic non-return valves without positive means of closing, provided that the inboard valve is situated above the deepest subdivision draught and is always accessible for examination under service conditions. Where a valve with positive means of closing is fitted, the operating position above the bulkhead deck shall always be readily accessible and means shall be provided for indicating whether the valve is open or closed.

  • 8.2.2 The requirements of the International Convention on Load Lines in force shall apply to discharges led through the shell plating from spaces above the bulkhead deck of passenger ships and the freeboard deck of cargo ships.

  • 8.3 Machinery space, main and auxiliary sea inlets and discharges in connection with the operation of machinery shall be fitted with readily accessible valves between the pipes and the shell plating or between the pipes and fabricated boxes attached to the shell plating. In manned machinery spaces the valves may be controlled locally and shall be provided with indicators showing whether they are open or closed.

  • 8.4 Moving parts penetrating the shell plating below the deepest subdivision draught shall be fitted with a watertight sealing arrangement acceptable to the Administration. The inboard gland shall be located within a watertight space of such volume that, if flooded, the bulkhead deck will not be submerged. The Administration may require that if such compartment is flooded, essential or emergency power and lighting, internal communication, signals or other emergency devices must remain available in other parts of the ship.

  • 8.5 All shell fittings and valves required by this regulation shall be of steel, bronze or other approved ductile material. Valves of ordinary cast iron or similar material are not acceptable. All pipes to which this regulation refers shall be of steel or other equivalent material to the satisfaction of the Administration.

  • 9 Gangway, cargo and fuelling ports fitted below the bulkhead deck of passenger ships and the freeboard deck of cargo ships shall be watertight and in no case be so fitted as to have their lowest point below the deepest subdivision draught.

  • 10.1 The inboard opening of each ash-chute, rubbish-chute, etc., shall be fitted with an efficient cover.

  • 10.2 If the inboard opening is situated below the bulkhead deck of passenger ships and the freeboard deck of cargo ships, the cover shall be watertight and, in addition, an automatic non-return valve shall be fitted in the chute in an easily accessible position above the deepest subdivision draught.

Regulation 15-1. External openings in cargo ships

  • 1 All external openings leading to compartments assumed intact in the damage analysis, which are below the final damage waterline, are required to be watertight.

  • 2 External openings required to be watertight in accordance with paragraph 1 shall, except for cargo hatch covers, be fitted with indicators on the bridge.

  • 3 Openings in the shell plating below the deck limiting the vertical extent of damage shall be fitted with a device that prevents unauthorized opening if they are accessible during the voyage.

  • 4 Other closing appliances which are kept permanently closed at sea to ensure the watertight integrity of external openings shall be provided with a notice affixed to each appliance to the effect that it is to be kept closed. Manholes fitted with closely bolted covers need not be so marked.

Regulation 16. Construction and initial tests of watertight doors, sidescuttles, etc.

  • 1 In all ships:

    • .1. the design, materials and construction of all watertight doors, sidescuttles, gangway and cargo ports, valves, pipes, ash-chutes and rubbish-chutes referred to in these regulations shall be to the satisfaction of the Administration;

    • .2. such valves, doors and mechanisms shall be suitably marked to ensure that they may be properly used to provide maximum safety; and

    • .3. the frames of vertical watertight doors shall have no groove at the bottom in which dirt might lodge and prevent the door closing properly.

  • 2 In passenger ships and cargo ships watertight doors shall be tested by water pressure to a head of water they might sustain in a final or intermediate stage of flooding.

    Where testing of individual doors is not carried out because of possible damage to insulation or outfitting items, testing of individual doors may be replaced by a prototype pressure test of each type and size of door with a test pressure corresponding at least to the head required for the intended location. The prototype test shall be carried out before the door is fitted. The installation method and procedure for fitting the door on board shall correspond to that of the prototype test. When fitted on board, each door shall be checked for proper seating between the bulkhead, the frame and the door.

Regulation 16-1. Construction and initial tests of watertight decks, trunks, etc.

  • 1 Watertight decks, trunks, tunnels, duct keels and ventilators shall be of the same strength as watertight bulkheads at corresponding levels. The means used for making them watertight, and the arrangements adopted for closing openings in them, shall be to the satisfaction of the Administration. Watertight ventilators and trunks shall be carried at least up to the bulkhead deck in passenger ships and up to the freeboard deck in cargo ships.

  • 2 Where a ventilation trunk passing through a structure penetrates the bulkhead deck, the trunk shall be capable of withstanding the water pressure that may be present within the trunk, after having taken into account the maximum heel angle allowable during intermediate stages of flooding, in accordance with regulation 7-2.

  • 3 Where all or part of the penetration of the bulkhead deck is on the main ro-ro deck, the trunk shall be capable of withstanding impact pressure due to internal water motions (sloshing) of water trapped on the ro-ro deck.

  • 4 After completion, a hose or flooding test shall be applied to watertight decks and a hose test to watertight trunks, tunnels and ventilators.

Regulation 17. Internal watertight integrity of passenger ships above the bulkhead deck

  • 1 The Administration may require that all reasonable and practicable measures shall be taken to limit the entry and spread of water above the bulkhead deck. Such measures may include partial bulkheads or webs. When partial watertight bulkheads and webs are fitted on the bulkhead deck, above or in the immediate vicinity of watertight bulkheads, they shall have watertight shell and bulkhead deck connections so as to restrict the flow of water along the deck when the ship is in a heeled damaged condition. Where the partial watertight bulkhead does not line up with the bulkhead below, the bulkhead deck between shall be made effectively watertight. Where openings, pipes, scuppers, electric cables etc. are carried through the partial watertight bulkheads or decks within the immersed part of the bulkhead deck, arrangements shall be made to ensure the watertight integrity of the structure above the bulkhead deck.

  • 2 All openings in the exposed weather deck shall have coamings of ample height and strength and shall be provided with efficient means for expeditiously closing them weathertight. Freeing ports, open rails and scuppers shall be fitted as necessary for rapidly clearing the weather deck of water under all weather conditions.

  • 3 The open end of air pipes terminating within a superstructure shall be at least 1 m above the waterline when the ship heels to an angle of 15º, or the maximum angle of heel during intermediate stages of flooding, as determined by direct calculation, whichever is the greater. Alternatively, air pipes from tanks other than oil tanks may discharge through the side of the superstructure. The provisions of this paragraph are without prejudice to the provisions of the International Convention on Load Lines in force.

  • 4 Sidescuttles, gangway, cargo and fuelling ports and other means for closing openings in the shell plating above the bulkhead deck shall be of efficient design and construction and of sufficient strength having regard to the spaces in which they are fitted and their positions relative to the deepest subdivision draught.

  • 5 Efficient inside deadlights, so arranged that they can be easily and effectively closed and secured watertight, shall be provided for all sidescuttles to spaces below the first deck above the bulkhead deck.

Regulation 17–1. Integrity of the hull and superstructure, damage prevention and control on ro-ro passenger ships

  • 1.1 Subject to the provisions of paragraphs 1.2 and 1.3, all accesses that lead to spaces below the bulkhead deck shall have a lowest point which is not less than 2.5 m above the bulkhead deck.

  • 1.2 Where vehicle ramps are installed to give access to spaces below the bulkhead deck, their openings shall be able to be closed weathertight to prevent ingress of water below, alarmed and indicated to the navigation bridge.

  • 1.3 The Administration may permit the fitting of particular accesses to spaces below the bulkhead deck provided they are necessary for the essential working of the ship, e.g. the movement of machinery and stores, subject to such accesses being made watertight, alarmed and indicated on the navigation bridge.

  • 2 Indicators shall be provided on the navigation bridge for all shell doors, loading doors and other closing appliances which, if left open or not properly secured, could, in the opinion of the Administration, lead to flooding of a special category space or ro-ro space. The indicator system shall be designed on the fail-safe principle and shall show by visual alarms if the door is not fully closed or if any of the securing arrangements are not in place and fully locked and by audible alarms if such door or closing appliances become open or the securing arrangements become unsecured. The indicator panel on the navigation bridge shall be equipped with a mode selection function “harbour/sea voyage” so arranged that an audible alarm is given on the navigation bridge if the ship leaves harbour with the bow doors, inner doors, stern ramp or any other side shell doors not closed or any closing device not in the correct position. The power supply for the indicator system shall be independent of the power supply for operating and securing the doors.

  • 3 Television surveillance and a water leakage detection system shall be arranged to provide an indication to the navigation bridge and to the engine control station of any leakage through inner and outer bow doors, stern doors or any other shell doors which could lead to flooding of special category spaces or ro-ro spaces.

PART B-3. SUBDIVISION LOADLINE ASSIGNMENT FOR PASSENGER SHIPS

Regulation 18. Assigning, marking and recording of subdivision load lines for passenger ships

  • 1 In order that the required degree of subdivision shall be maintained, a load line corresponding to the approved subdivision draught shall be assigned and marked on the ship’s sides. A ship intended for alternating modes of operation may, if the owners desire, have one or more additional load lines assigned and marked to correspond with the subdivision draughts which the Administration may approve for the alternative service configurations. Each service configuration so approved shall comply with part B-1 of this chapter independently of the results obtained for other modes of operation.

  • 2 The subdivision load lines assigned and marked shall be recorded in the Passenger Ship Safety Certificate, and shall be distinguished by the notation P1 for the principal passenger service configuration, and P2, P3, etc., for the alternative configurations. The principal passenger configuration shall be taken as the mode of operation in which the required subdivision index R will have the highest value.

  • 3 The freeboard corresponding to each of these load lines shall be measured at the same position and from the same deck line as the freeboards determined in accordance with the International Convention on Load Lines in force.

  • 4 The freeboard corresponding to each approved subdivision load line and the service configuration, for which it is approved, shall be clearly indicated on the Passenger Ship Safety Certificate.

  • 5 In no case shall any subdivision load line mark be placed above the deepest load line in salt water as determined by the strength of the ship or the International Convention on Load Lines in force.

  • 6 Whatever may be the position of the subdivision load line marks, a ship shall in no case be loaded so as to submerge the load line mark appropriate to the season and locality as determined in accordance with the International Convention on Load Lines in force.

  • 7 A ship shall in no case be so loaded that when it is in salt water the subdivision load line mark appropriate to the particular voyage and service configuration is submerged.

PART B-4. STABILITY MANAGEMENT

Regulation 19. Damage control information

  • 1 There shall be permanently exhibited, or readily available on the navigation bridge, for the guidance of the officer in charge of the ship, plans showing clearly for each deck and hold the boundaries of the watertight compartments, the openings therein with the means of closure and position of any controls thereof, and the arrangements for the correction of any list due to flooding. In addition, booklets containing the aforementioned information shall be made available to the officers of the ship.

  • 2 Watertight doors in passenger ships permitted to remain open during navigation shall be clearly indicated in the ship’s stability information.

  • 3 General precautions to be included shall consist of a listing of equipment, conditions, and operational procedures, considered by the Administration to be necessary to maintain watertight integrity under normal ship operations.

  • 4 Specific precautions to be included shall consist of a listing of elements (i.e. closures, security of cargo, sounding of alarms, etc.) considered by the Administration to be vital to the survival of the ship, passengers and crew.

  • 5 In case of ships to which damage stability requirements of part B-1 apply, damage stability information shall provide the master a simple and easily understandable way of assessing the ship’s survivability in all damage cases involving a compartment or group of compartments.

Regulation 20. Loading of passenger ships

  • 1 On completion of loading of the ship and prior to its departure, the master shall determine the ship’s trim and stability and also ascertain and record that the ship is in compliance with stability criteria in relevant regulations. The determination of the ship’s stability shall always be made by calculation. The Administration may accept the use of an electronic loading and stability computer or equivalent means for this purpose.

  • 2 Water ballast should not in general be carried in tanks intended for oil fuel. In ships in which it is not practicable to avoid putting water in oil fuel tanks, oily-water separating equipment to the satisfaction of the Administration shall be fitted, or other alternative means, such as discharge to shore facilities, acceptable to the Administration shall be provided for disposing of the oily-water ballast.

Regulation 21. Periodical operation and inspection of watertight doors, etc., in passenger ships

  • 1 Drills for the operating of watertight doors, sidescuttles, valves and closing mechanisms of scuppers, ash-chutes and rubbish-chutes shall take place weekly. In ships in which the voyage exceeds one week in duration a complete drill shall be held before leaving port, and others thereafter at least once a week during the voyage.

  • 2 All watertight doors, both hinged and power operated, in watertight bulkheads, in use at sea, shall be operated daily.

  • 3 The watertight doors and all mechanisms and indicators connected therewith, all valves, the closing of which is necessary to make a compartment watertight, and all valves the operation of which is necessary for damage control cross connections shall be periodically inspected at sea at least once a week.

  • 4 A record of all drills and inspections required by this regulation shall be entered in the log-book with an explicit record of any defects which may be disclosed.

Regulation 22. Prevention and control of water ingress, etc.

  • 1 All watertight doors shall be kept closed during navigation except that they may be opened during navigation as specified in paragraphs 3 and 4. Watertight doors of a width of more than 1.2 m in machinery spaces as permitted by regulation 13.10 may only be opened in the circumstances detailed in that regulation. Any door which is opened in accordance with this paragraph shall be ready to be immediately closed.

  • 2 Watertight doors located below the bulkhead deck having a maximum clear opening width of more than 1.2 m shall be kept closed when the ship is at sea, except for limited periods when absolutely necessary as determined by the Administration.

  • 3 A watertight door may be opened during navigation to permit the passage of passengers or crew, or when work in the immediate vicinity of the door necessitates it being opened. The door must be immediately closed when transit through the door is complete or when the task which necessitated it being open is finished.

  • 4 Certain watertight doors may be permitted to remain open during navigation only if considered absolutely necessary; that is, being open is determined essential to the safe and effective operation of the ship’s machinery or to permit passengers normally unrestricted access throughout the passenger area. Such determination shall be made by the Administration only after careful consideration of the impact on ship operations and survivability. A watertight door permitted to remain thus open shall be clearly indicated in the ship’s stability information and shall always be ready to be immediately closed.

  • 5 Portable plates on bulkheads shall always be in place before the ship leaves port, and shall not be removed during navigation except in case of urgent necessity at the discretion of the master. The necessary precautions shall be taken in replacing them to ensure that the joints are watertight. Power-operated sliding watertight doors permitted in machinery spaces in accordance with regulation 13.10 shall be closed before the ship leaves port and shall remain closed during navigation except in case of urgent necessity at the discretion of the master.

  • 6 Watertight doors fitted in watertight bulkheads dividing cargo between deck spaces in accordance with regulation 13.9.1 shall be closed before the voyage commences and shall be kept closed during navigation; the time of opening such doors in port and of closing them before the ship leaves port shall be entered in the log-book.

  • 7 Gangway, cargo and fuelling ports fitted below the bulkhead deck shall be effectively closed and secured watertight before the ship leaves port, and shall be kept closed during navigation.

  • 8 The following doors, located above the bulkhead deck, shall be closed and locked before the ship proceeds on any voyage and shall remain closed and locked until the ship is at its next berth:

    • .1. cargo loading doors in the shell or the boundaries of enclosed superstructures;

    • .2. bow visors fitted in positions as indicated in paragraph 8.1;

    • .3. cargo loading doors in the collision bulkhead; and

    • .4. ramps forming an alternative closure to those defined in paragraphs 8.1 to 8.3 inclusive.

  • 9 Provided that where a door cannot be opened or closed while the ship is at the berth such a door may be opened or left open while the ship approaches or draws away from the berth, but only so far as may be necessary to enable the door to be immediately operated. In any case, the inner bow door must be kept closed.

  • 10 Notwithstanding the requirements of paragraphs 8.1 and 8.4, the Administration may authorize that particular doors can be opened at the discretion of the master, if necessary for the operation of the ship or the embarking and disembarking of passengers when the ship is at safe anchorage and provided that the safety of the ship is not impaired.

  • 11 The master shall ensure that an effective system of supervision and reporting of the closing and opening of the doors referred to in paragraph 8 is implemented.

  • 12 The master shall ensure, before the ship proceeds on any voyage, that an entry in the log-book is made of the time of the last closing of the doors specified in paragraph 13 and the time of any opening of particular doors in accordance with paragraph 14.

  • 13 Hinged doors, portable plates, sidescuttles, gangway, cargo and bunkering ports and other openings, which are required by these regulations to be kept closed during navigation, shall be closed before the ship leaves port. The time of closing and the time of opening (if permissible under these regulations) shall be recorded in such log-book as may be prescribed by the Administration.

  • 14 Where in a between-decks, the sills of any of the sidescuttles referred to in regulation 15.3.2 are below a line drawn parallel to the bulkhead deck at side and having its lowest point 1.4 m plus 2.5% of the breadth of the ship above the water when the ship departs from any port, all the sidescuttles in that between-decks shall be closed watertight and locked before the ship leaves port, and they shall not be opened before the ship arrives at the next port. In the application of this paragraph the appropriate allowance for fresh water may be made when applicable.

    • .1. The time of opening such sidescuttles in port and of closing and locking them before the ship leaves port shall be entered in such log-book as may be prescribed by the Administration.

    • .2. For any ship that has one or more sidescuttles so placed that the requirements of paragraph 14 would apply when it was floating at its deepest subdivision draught, the Administration may indicate the limiting mean draught at which these sidescuttles will have their sills above the line drawn parallel to the bulkhead deck at side, and having its lowest point 1.4 m plus 2.5% of the breadth of the ship above the waterline corresponding to the limiting mean draught, and at which it will therefore be permissible to depart from port without previously closing and locking them and to open them at sea on the responsibility of the master during the voyage to the next port. In tropical zones as defined in the International Convention on Load Lines in force, this limiting draught may be increased by 0.3 m.

  • 15 Sidescuttles and their deadlights which will not be accessible during navigation shall be closed and secured before the ship leaves port.

  • 16 If cargo is carried in spaces referred to in regulation 15.5.2, the sidescuttles and their deadlights shall be closed watertight and locked before the cargo is shipped and such closing and locking shall be recorded in such log-book as may be prescribed by the Administration.

  • 17 When a rubbish-chute, etc., is not in use, both the cover and the valve required by regulation 15.10.2 shall be kept closed and secured.

Regulation 22-1. Flooding detection systems for passenger ships carrying 36 or more persons constructed on or after 1 July 2010

A flooding detection system for watertight spaces below the bulkhead deck shall be provided based on the guidelines developed by the Organization.

Regulation 23. Special requirements for ro-ro passenger ships

  • 1 Special category spaces and ro-ro spaces shall be continuously patrolled or monitored by effective means, such as television surveillance, so that any movement of vehicles in adverse weather conditions and unauthorized access by passengers thereto can be detected whilst the ship is underway.

  • 2 Documented operating procedures for closing and securing all shell doors, loading doors and other closing appliances which, if left open or not properly secured, could, in the opinion of the Administration, lead to flooding of a special category space or ro-ro space, shall be kept on board and posted at an appropriate place.

  • 3 All accesses from the ro-ro deck and vehicle ramps that lead to spaces below the bulkhead deck shall be closed before the ship leaves the berth on any voyage and shall remain closed until the ship is at its next berth.

  • 4 The master shall ensure that an effective system of supervision and reporting of the closing and opening of such accesses referred to in paragraph 3 is implemented.

  • 5 The master shall ensure, before the ship leaves the berth on any voyage, that an entry in the log-book, as required by regulation 22.13, is made of the time of the last closing of the accesses referred to in paragraph 3.

  • 6 Notwithstanding the requirements of paragraph 3, the Administration may permit some accesses to be opened during the voyage, but only for a period sufficient to permit through passage and, if required, for the essential working of the ship.

  • 7 All transverse or longitudinal bulkheads which are taken into account as effective to confine the seawater accumulated on the ro-ro deck shall be in place and secured before the ship leaves the berth and remain in place and secured until the ship is at its next berth.

  • 8 Notwithstanding the requirements of paragraph 7, the Administration may permit some accesses within such bulkheads to be opened during the voyage but only for sufficient time to permit through passage and, if required, for the essential working of the ship.

  • 9 In all ro-ro passenger ships, the master or the designated officer shall ensure that, without the expressed consent of the master or the designated officer, no passengers are allowed access to an enclosed ro-ro deck when the ship is under way.

Regulation 24. Prevention and control of water ingress, etc., in cargo ships

  • 1 Openings in the shell plating below the deck limiting the vertical extent of damage shall be kept permanently closed while at sea.

  • 2 Notwithstanding the requirements of paragraph 3, the Administration may authorize that particular doors may be opened at the discretion of the master, if necessary for the operation of the ship and provided that the safety of the ship is not impaired.

  • 3 Watertight doors or ramps fitted internally to subdivide large cargo spaces shall be closed before the voyage commences and shall be kept closed during navigation; the time of opening such doors in port and of closing them before the ship leaves port shall be entered in the log-book.

  • 4 The use of access doors and hatch covers intended to ensure the watertight integrity of internal openings shall be authorized by the officer of the watch.

Regulation 25. Water level detectors on single hold cargo ships other than bulk carriers

  • 1 Single hold cargo ships other than bulk carriers constructed before 1 January 2007 shall comply with the requirements of this regulation not later than 31 December 2009.

  • 2 Ships having a length (L) of less than 80 m, or 100 m if constructed before 1 July 1998, and a single cargo hold below the freeboard deck or cargo holds below the freeboard deck which are not separated by at least one bulkhead made watertight up to that deck, shall be fitted in such space or spaces with water level detectors .

  • 3 The water level detectors required by paragraph 2 shall:

    • .1. give an audible and visual alarm at the navigation bridge when the water level above the inner bottom in the cargo hold reaches a height of not less than 0.3 m, and another when such level reaches not more than 15% of the mean depth of the cargo hold; and

    • .2. be fitted at the aft end of the hold, or above its lowest part where the inner bottom is not parallel to the designed waterline. Where webs or partial watertight bulkheads are fitted above the inner bottom, Administrations may require the fitting of additional detectors.

  • 4 The water level detectors required by paragraph 2 need not be fitted in ships complying with regulation XII/12, or in ships having watertight side compartments each side of the cargo hold length extending vertically at least from inner bottom to freeboard deck.

PART C. MACHINERY INSTALLATIONS

(Except where expressly provided otherwise Part C applies to passenger ships and cargo ships)

Regulation 26. General

  • 1 The machinery, boilers and other pressure vessels, associated piping systems and fittings shall be of a design and construction adequate for the service for which they are intended and shall be so installed and protected as to reduce to a minimum any danger to persons on board, due regard being paid to moving parts, hot surfaces and other hazards. The design shall have regard to materials used in construction, the purpose for which the equipment is intended, the working conditions to which it will be subjected and the environmental conditions on board.

  • 2 The Administration shall give special consideration to the reliability of single essential propulsion components and may require a separate source of propulsion power sufficient to give the ship a navigable speed, especially in the case of unconventional arrangements.

  • 3 Means shall be provided whereby normal operation of propulsion machinery can be sustained or restored even though one of the essential auxiliairies becomes inoperative. Special consideration shall be given to the malfunctioning of:

    • 1. a generating set which serves as a main source of electrical power;

    • 2. the sources of steam supply;

    • 3. the boiler feed water systems;

    • 4. the fuel oil supply systems for boilers or engines;

    • 5. the sources of lubricating oil pressure;

    • 6. the sources of water pressure;

    • 7. a condensate pump and the arrangements to maintain vacuum in condensers;

    • 8. the mechanical air supply for boilers;

    • 9. an air compressor and receiver for starting or control purposes;

    • 10. the hydraulic, pneumatic or electrical means for control in main propulsion machinery including controllable pitch propellers.

    However, the Administration, having regard to overall safety considerations, may accept a partial reduction in propulsion capability from normal operation.

  • 4 Means shall be provided to ensure that the machinery can be brought into operation from the dead ship condition without external aid.

  • 5 All boilers, all parts of machinery, all steam, hydraulic, pneumatic and other systems and their associated fittings which are under internal pressure shall be subjected to appropriate tests including a pressure test before being put into service for the first time.

  • 6 Main propulsion machinery and all auxiliary machinery essential to the propulsion and the safety of the ship shall, as fitted in the ship, be designed to operate when the ship is upright and when inclined at any angle of list up to and including 15° either way under static conditions and 22.5° under dynamic conditions (rolling) either way and simultaneously inclined dynamically (pitching) 7.5° by bow or stern. The Administration may permit deviation from these angles, taking into consideration the type, size and service conditions of the ship.

  • 7 Provision shall be made to facilitate cleaning, inspection and maintenance of main propulsion and auxiliary machinery including boilers and pressure vessels.

  • 8 Special consideration shall be given to the design, construction and installation of propulsion machinery systems so that any mode of their vibrations shall not cause undue stresses in this machinery in the normal operating ranges.

  • 9 Non-metallic expansion joints in piping systems, if located in a system which penetrates the ship's side and both the penetration and the non-metallic expansion joint are located below the deepest load waterline, shall be inspected as part of the surveys prescribed in regulation I/10(a) and replaced as necessary, or at an interval recommended by the manufacturer.

  • 10 Operating and maintenance instructions and engineering drawings for ship machinery and equipment essential to the safe operation of the ship shall be written in a language understandable by those officers and crew members who are required to understand such information in the performance of their duties.

  • 11 Location and arrangement of vent pipes for fuel oil service, settling and lubrication oil tanks shall be such that in the event of a broken vent pipe this shall not directly lead to the risk of ingress of seawater splashes or rainwater. Two fuel oil service tanks for each type of fuel used on board necessary for propulsion and vital systems or equivalent arrangements shall be provided on each new ship, with a capacity of at least 8 h at maximum continuous rating of the propulsion plant and normal operating load at sea of the generator plant. This paragraph applies only to ships constructed on or after 1 July 1998.

Regulation 27. Machinery

  • 1 Where risk from overspeeding of machinery exists, means shall be provided to ensure that the safe speed is not exceeded.

  • 2 Where main or auxiliary machinery including pressure vessels or any parts of such machinery are subject to internal pressure and may be subject to dangerous overpressure, means shall be provided where practicable to protect against such excessive pressure.

  • 3 All gearing and every shaft and coupling used for transmission of power to machinery essential for the propulsion and safety of the ship or for the safety of persons on board shall be so designed and constructed that they will withstand the maximum working stresses to which they may be subjected in all service conditions, and due consideration shall be given to the type of engines by which they are driven or of which they form part.

  • 4 Internal combustion engines of a cylinder diameter of 200 mm or a crankcase volume of 0.6 m3 and above shall be provided with crankcase explosion relief valves of a suitable type with sufficient relief area. The relief valves shall be arranged or provided with means to ensure that discharge from them is so directed as to minimize the possibility of injury to personnel.

  • 5 Main turbine propulsion machinery and, where applicable, main internal combustion propulsion machinery and auxiliary machinery shall be provided with automatic shut-off arrangements in the case of failures such as lubricating oil supply failure which could lead rapidly to complete breakdown, serious damage or explosion. The Administration may permit provisions for overriding automatic shut-off devices.

Regulation 28. Means of going astern

  • 1 Sufficient power for going astern shall be provided to secure proper control of the ship in all normal circumstances.

  • 2 The ability of the machinery to reserve the direction of thrust of the propeller in sufficient time, and so to bring the ship to rest within a reasonable distance from maximum ahead service speed, shall be demonstrated and recorded.2

  • 3 The stopping times, ship headings and distances recorded on trials, together with the results of trials to determine the ability of ships having multiple propellers to navigate and manoeuvre with one or more propellers inoperative, shall be available on board for the use of the master or designated personnel.3

  • 4 Where the ship is provided with supplementary means for manoeuvring or stopping, the effectiveness of such means shall be demonstrated and recorded as referred to in paragraphs 2 and 3.

Regulation 29. Steering gear

  • 1 Unless expressly provided otherwise, every ship shall be provided with a main steering gear and an auxiliary steering gear to the satisfaction of the Administration. The main steering gear and the auxiliary steering gear shall be so arranged that the failure of one of them will not render the other one inoperative.

  • 2.1 All the steering gear components and the rudder stock shall be of sound and reliable construction to the satisfaction of the Administration. Special consideration shall be given to the suitability of any essential component which is not duplicated. Any such essential component shall, where appropriate, utilize anti-friction bearings such as ball bearings, roller bearings or sleeve bearings which shall be permanently lubricated or provided with lubrication fittings.

  • 2.2 The design pressure for calculations to determine the scantlings of piping and other steering gear components subjected to internal hydraulic pressure shall be at least 1.25 times the maximum working pressure to be expected under the operational conditions specified in paragraph 3.2, taking into account any pressure which may exist in the low pressure side of the system. At the discretion of the Administration, fatigue criteria shall be applied for the design of piping and components, taking into account pulsating pressures due to dynamic loads.

  • 2.3 Relief valves shall be fitted to any part of the hydraulic system which can be isolated and in which pressure can be generated from the power source or from external forces. The setting of the relief valves shall not exceed the design pressure. The valves shall be of adequate size and so arranged as to avoid an undue rise in pressure above the design pressure.

  • 3 The main steering gear and rudder stock shall be:

    • 1. of adequate strength and capable of steering the ship at maximum ahead service speed which shall be demonstrated;

    • 2. capable of putting the rudder over from 35° on one side to 35° on the other side with the ship at its deepest seagoing draught and running ahead at maximum ahead service speed and, under the same conditions, from 35° on either side to 30° on the other side in not more than 28 seconds; where it is impractical to demonstrate compliance with this requirement during sea trials with the ship at its deepest seagoing draught and running ahead at the speed corresponding to the number of maximum continuous revolutions of the main engine and maximum design pitch, ships regardless of date of construction may demonstrate compliance with this requirement by one of the following methods:

      • .1 during sea trials the ship is at even keel and the rudder fully submerged whilst running ahead at the speed corresponding to the number of maximum continuous revolutions of the main engine and maximum design pitch; or

      • .2 where full rudder immersion during sea trials cannot be achieved, an appropriate ahead speed shall be calculated using the submerged rudder blade area in the proposed sea trial loading condition. The calculated ahead speed shall result in a force and torque applied to the main steering gear which is at least as great as if it was being tested with the ship at its deepest seagoing draught and running ahead at the speed corresponding to the number of maximum continuous revolutions of the main engine and maximum design pitch; or

      • .3 the rudder force and torque at the sea trial loading condition have been reliably predicted and extrapolated to the full load condition. The speed of the ship shall correspond to the number of maximum continuous revolutions of the main engine and maximum design pitch of the propeller;

    • 3. operated by power where necessary to meet the requirements of paragraph 3.2 and in any case when the Administration requires a rudder stock of over 120 mm diameter in way of the tiller, excluding strengthening for navigation in ice; and

    • 4. so designed that they will not be damaged at maximum astern speed; however, this design requirement need not be proved by trials at maximum astern speed and maximum rudder angle.

  • 4 The auxiliary steering gear shall be:

    • 1. of adequate strength and capable of steering the ship at navigable speed and of being brought speedily into action in an emergency;

    • 2. capable of putting the rudder over from 15° on one side to 15° on the other side in not more than 60 seconds with the ship at its deepest seagoing draught and running ahead at one half of the maximum ahead service speed or 7 knots, whichever is the greater; where it is impractical to demonstrate compliance with this requirement during sea trials with the ship at its deepest seagoing draught and running ahead at one half of the speed corresponding to the number of maximum continuous revolutions of the main engine and maximum design pitch or 7 knots, whichever is greater, ships regardless of date of construction, including those constructed before 1 January 2009, may demonstrate compliance with this requirement by one of the following methods:

      • .1 during sea trials the ship is at even keel and the rudder fully submerged whilst running ahead at one half of the speed corresponding to the number of maximum continuous revolutions of the main engine and maximum design pitch or 7 knots, whichever is greater; or

      • .2 where full rudder immersion during sea trials cannot be achieved, an appropriate ahead speed shall be calculated using the submerged rudder blade area in the proposed sea trial loading condition. The calculated ahead speed shall result in a force and torque applied to the auxiliary steering gear which is at least as great as if it was being tested with the ship at its deepest seagoing draught and running ahead at one half of the speed corresponding to the number of maximum continuous revolutions of the main engine and maximum design pitch or 7 knots, whichever is greater; or

      • .3 the rudder force and torque at the sea trial loading condition have been reliably predicted and extrapolated to the full load condition; and

    • 3. operated by power where necessary to meet the requirements of paragraph 4.2 and in any case when the Administration requires a rudder stock of over 230 mm diameter in way of the tiller, excluding strengthening for navigation in ice.

  • 5 Main and auxiliary steering gear power units shall be:

    • 1. arranged to re-start automatically when power is restored after a power failure; and

    • 2. capable of being brought into operation from a position on the navigating bridge. In the event of a power failure to any one of the steering gear power units, an audible and visual alarm shall be given on the navigating bridge.

  • 6.1 Where the main steering gear comprises two or more identical power units, an auxiliary steering gear need not be fitted, provided that:

    • 1. in a passenger ship, the main steering gear is capable of operating the rudder as required by paragraph 3.2 while any one of the power units is out of operation;

    • 2. in a cargo ship, the main steering gear is capable of operating the rudder as required by paragraph 3.2 while operating with all power units;

    • 3. the main steering is so arranged that after a single failure in its piping system or in one of the power units the defect can be isolated so that steering capability can be maintained or speedily regained.

  • 6.2 The Administration may, until 1 September 1986, accept the fitting of a steering gear which has a proven record of reliability but does not comply with the requirements of paragraph 6.1.3 for a hydraulic system.

  • 6.3 Steering gears, other than of the hydraulic type, shall achieve standards equivalent to the requirements of this paragraph to the satisfaction of the Administration.

  • 7 Steering gear control shall be provided:

    • 1. for the main steering gear, both on the navigating bridge and in the steering gear compartment;

    • 2. where the main steering gear is arranged in accordance with paragraph 6, by two independent control systems, both operable from the navigating bridge. This does not require duplication of the steering wheel or steering lever. Where the control system consists of an hydraulic telemotor, a second independent system need not be fitted, except in a tanker, chemical tanker or gas carrier of 10,000 tons gross tonnage and upwards;

    • 3. for the auxiliary steering gear, in the steering gear compartment and, if power operated, it shall also be operable from the navigating bridge and shall be independent of the control system for the main steering gear.

  • 8 Any main and auxiliary steering gear control system operable from the navigating bridge shall comply with the following:

    • 1. if electric, it shall be served by its own separate circuit supplied from a steering gear power circuit from a point within the steering gear compartment, or directly from switchboard busbars supplying that steering gear power circuit at a point on the switchboard adjacent to the supply to the steering gear power circuit;

    • 2. means shall be provided in the steering gear compartment for disconnecting any control system operable from the navigating bridge from the steering gear it serves;

    • 3. the system shall be capable of being brought into operation from a position on the navigating bridge;

    • 4. in the event of a failure of electrical power supply to the control system, an audible and visual alarm shall be given on the navigating bridge; and

    • 5. short circuit protection only shall be provided for steering gear control supply circuits.

  • 9 The electric power circuits and the steering gear control systems with their associated components, cables and pipes required by this Regulation and by Regulation 30 shall be separated as far as is practicable throughout their length.

  • 10 A means of communication shall be provided between the navigating bridge and the steering gear compartment.

  • 11 The angular position of the rudder shall:

    • 1. if the main steering gear is power operated, be indicated on the navigating bridge. The rudder angle indication shall be independent of the steering gear control system;

    • 2. be recognizable in the steering gear compartment.

  • 12 Hydraulic power-operated steering gear shall be provided with the following:

    • 1. arrangements to maintain the cleanliness of the hydraulic fluid taking into consideration the type and design of the hydraulic system:

    • 2. a low level alarm for each hydraulic fluid reservoir to give the earliest practicable indication of hydraulic fluid leakage. Audible and visual alarms shall be given on the navigating bridge and in the machinery space where they can be readily observed; and

    • 3. a fixed storage tank having sufficient capacity to recharge at least one power actuating system including the reservoir, where the main steering gear is required to be power operated. The storage tank shall be permanently connected by piping in such a manner that the hydraulic systems can be readily recharged from a position within the steering gear compartment and shall be provided with a contents gauge.

  • 13 The steering gear compartment shall be:

    • 1. readily accessible and, as far as practicable, separated from machinery spaces; and

    • 2. provided with suitable arrangements to ensure working access to steering gear machinery and controls. These arrangements shall include handrails and gratings or other non-slip surfaces to ensure suitable working conditions in the event of hydraulic fluid leakage.

  • 14 Where the rudder stock is required to be over 230 mm diameter in way of the tiller, excluding strengthening for navigation in ice, an alternative power supply, sufficient at least to supply the steering gear power unit which complies with the requirements of paragraph 4.2 and also its associated control system and the rudder angle indicator, shall be provided automatically, within 45 seconds, either from the emergency source of electrical power or from an independent source of power located in the steering gear compartment. This independent source of power shall be used only for this purpose. In every ship of 10,000 tons gross tonnage and upwards, the alternative power supply shall have a capacity for at least 30 minutes of continuous operation and in any other ship for at least 10 minutes.

  • 15 In every tanker, chemical tanker or gas carrier of 10,000 tons gross tonnage and upwards and in every other ship of 70,000 tons gross tonnage and upwards, the main steering gear shall comprise two or more identical power units complying with the provisions of paragraph 6.

  • 16 Every tanker, chemical tanker or gas carrier of 10,000 tons gross tonnage and upwards shall, subject to paragraph 17, comply with the following:

    • 1. the main steering gear shall be so arranged that in the event of loss of steering capability due to a single failure in any part of one of the power actuating systems of the main steering gear, excluding the tiller, quadrant or components serving the same purpose, or seizure of the rudder actuators, steering capability shall be regained in not more than 45 seconds after the loss of one power actuating system;

    • 2. the main steering gear shall comprise either:

      • 2.1 two independent and separate power actuating systems, each capable of meeting the requirements of paragraph 3.2; or

      • 2.2 at least two identical power actuating systems which, acting simultaneously in normal operation, shall be capable of meeting the requirements of paragraph 3.2. Where necessary to comply with this requirement, inter-connexion of hydraulic power actuating systems shall be provided. Loss of hydraulic fluid from one system shall be capable of being detected and the defective system automatically isolated so that the other actuating system or systems shall remain fully operational;

    • 3. steering gears other than of the hydraulic type shall achieve equivalent standards.

  • 17 For tankers, chemical tankers or gas carriers of 10,000 tons gross tonnage and upwards, but of less than 100,000 tonnes deadweight, solutions other than those set out in paragraph 16, which need not apply the single failure criterion to the rudder actuator or actuators, may be permitted provided that an equivalent safety standard is achieved and that:

    • 1. following loss of steering capability due to a single failure of any part of the piping system or in one of the power units, steering capability shall be regained within 45 seconds; and

    • 2. where the steering gear includes only a single rudder actuator, special consideration is given to stress analysis for the design including fatigue analysis and fracture mechanics analysis, as appropriate, to the material used, to the installation of sealing arrangements and to testing and inspection and to the provision of effective maintenance. In consideration of the foregoing, the Administration shall adopt regulations which include the provisions of the Guidelines for Acceptance of Non-Duplicated Rudder Actuators for Tankers, Chemical Tankers and Gas Carriers of 10,000 Tons Gross Tonnage and Above but Less than 100,000 Tonnes Deadweight, adopted by the Organization.4

  • 18 For a tanker, chemical tanker or gas carrier of 10,000 tons gross tonnage and upwards, but less than 70,000 tonnes deadweight, the Administration may, until 1 September 1986, accept a steering gear system with a proven record of reliability which does not comply with the single failure criterion required for a hydraulic system in paragraph 16.

  • 19 Every tanker, chemical tanker or gas carrier of 10,000 tons gross tonnage and upwards, constructed before 1 September 1984, shall comply, not later than 1 September 1986, with the following:

    • 1. the requirements of paragraphs 7.1, 8.2, 8.4, 10, 11, 12.2, 12.3 and 13.2;

    • 2. two independent steering gear control systems shall be provided each of which can be operated from the navigating bridge. This does not require duplication of the steering wheel or steering lever;

    • 3. if the steering gear control system in operation fails, the second system shall be capable of being brought into immediate operation from the navigating bridge; and

    • 4. each steering gear control system, if electric shall be served by its own separate circuit supplied from the steering gear power circuit or directly from switchboard busbars supplying that steering gear power circuit at a point on the switchboard adjacent to the supply to the steering gear power circuit.

  • 20 In addition to the requirements of paragraph 19, in every tanker, chemical tanker or gas carrier of 40,000 tons gross tonnage and upwards, constructed before 1 September 1984, the steering gear shall, not later than 1 September 1988, be so arranged that, in the event of a single failure of the piping or of one of the power units, steering capability can be maintained or the rudder movement can be limited so that steering capability can be speedily regained. This shall be achieved by:

    • 1. an independent means of restraining the rudder; or

    • 2. fast acting valves which may be manually operated to isolate the actuator or actuators from the external hydraulic piping together with a means of directly refilling the actuators by a fixed independent power-operated pump and piping system; or

    • 3. an arrangement such that, where hydraulic power systems are interconnected, loss of hydraulic fluid from one system shall be detected and the defective system isolated either automatically or from the navigating bridge so that the other system remains fully operational.

Regulation 30. Additional requirements for electric and electrohydraulic steering gear

  • 1 Means for indicating that the motors of electric and electrohydraulic steering gear are running shall be installed on the navigating bridge and at a suitable main machinery control position.

  • 2 Each electric or electrohydraulic steering gear comprising one or more power units shall be served by at least two exclusive circuits fed directly from the main switchboard; however, one of the circuits may be supplied through the emergency switchboard. An auxiliary electric or electrohydraulic steering gear associated with a main electric or electrohydraulic steering gear may be connected to one of the circuits supplying this main steering gear. The circuits supplying an electric or electrohydraulic steering gear shall have adequate rating for supplying all motors which can be simultaneously connected to them and may be required to operate simultaneously.

  • 3 Short circuit protection and an overload alarm shall be provided for such circuits and motors. Protection against excess current, including starting current, if provided, shall be for not less than twice the full load current of the motor or circuit so protected, and shall be arranged to permit the passage of the appropriate starting currents. Where a three-phase supply is used an alarm shall be provided that will indicate failure of any one of the supply phases. The alarms required in this paragraph shall be both audible and visual and shall be situated in a conspicuous position in the main machinery space or control room from which the main machinery is normally controlled and as may be required by Regulation 51.

  • 4 When in a ship of less than 1,600 tons gross tonnage an auxiliary steering gear which is required by Regulation 29.4.3 to be operated by power is not electrically powered or is powered by an electric motor primarily intended for other services, the main steering gear may be fed by one circuit from the main switchboard. Where such an electric motor primarily intended for other services is arranged to power such an auxiliary steering gear, the requirement of paragraph 3 may be waived by the Administration if satisfied with the protection arrangement together with the requirements of Regulation 29.5.1 and 2 and 29.7.3 applicable to auxiliary steering gear.

Regulation 31. Machinery controls

  • 1 Main and auxiliary machinery essential for the propulsion and safety of the ship shall be provided with effective means for its operation and control.

  • 2 Where remote control of propulsion machinery from the navigating bridge is provided and the machinery spaces are intended to be manned, the following shall apply:

    • 1. the speed, direction of thrust and, if applicable, the pitch of the propeller shall be fully controllable from the navigating bridge under all sailing conditions, including manoeuvring;

    • 2. the remote control shall be performed, for each independent propeller, by a control device so designed and constructed that its operation does not require particular attention to the operational details of the machinery. Where multiple propellers are designed to operate simultaneously, they may be controlled by one control device;

    • 3. the main propulsion machinery shall be provided with an emergency stopping device on the navigating bridge which shall be independent of the navigating bridge control system;

    • 4. propulsion machinery orders from the navigating bridge shall be indicated in the main machinery control room or at the manoeuvring platform as appropriate;

    • 5. remote control of the propulsion machinery shall be possible only from one location at a time; at such locations interconnected control positions are permited. At each location there shall be an indicator showing which location is in control of the propulsion machinery. The transfer of control between the navigating bridge and machinery spaces shall be possible only in the main machinery space or the main machinery control room. This system shall include means to prevent the propelling thrust from altering significantly when transferring control from one location to another;

    • 6. it shall be possible to control the propulsion machinery locally, even in the case of failure in any part of the remote control system;

    • 7. the design of the remote control system shall be such that in case of its failure an alarm will be given. Unless the Administration considers it impracticable the preset speed and direction of thrust of the propeller shall be maintained until local control is in operation;

    • 8. indicators shall be fitted on the navigating bridge for:

      • 8.1. propeller speed and direction of rotation in the case of fixed pitch propellers;

      • 8.2. propeller speed and pitch position in the case of controllable pitch propellers;

    • 9. an alarm shall be provided on the navigating bridge and in the machinery space to indicate low starting air pressure which shall be set at a level to permit further main engine starting operations. If the remote control system of the propulsion machinery is designed for automatic starting, the number of automatic consecutive attempts which fail to produce a start shall be limited in order to safeguard sufficient starting air pressure for starting locally.

  • 3 Where the main propulsion and associated machinery, including sources of main electrical supply, are provided with various degrees of automatic or remote control and are under continuous manual supervision from a control room the arrangements and controls shall be so designed, equipped and installed that the machinery operation will be as safe and effective as if it were under direct supervision; for this purpose Regulations 46 to 50 shall apply as appropriate. Particular consideration shall be given to protect such spaces against fire and flooding.

  • 4 In general, automatic starting, operational and control systems shall include provisions for manually overriding the automatic controls. Failure of any part of such systems shall not prevent the use of the manual override.

  • 5 Ships constructed on or after 1 July 1998 shall comply with the requirements of paragraphs 1 to 4, as amended, as follows:

    • .1 paragraph 1 is replaced by the following:

      “1 Main and auxiliary machinery essential for the propulsion, control and safety of the ship shall be provided with effective means for its operation and control. All control systems essential for the propulsion, control and safety of the ship shall be independent or designed such that failure of one system does not degrade the performance of another system.”;

    • .2 in the second and third lines of paragraph 2, the words “and the machinery spaces are intended to be manned” are deleted;

    • .3 the first sentence of paragraph 2.2 is replaced by the following:

      “.2 the control shall be performed by a single control device for each independent propeller, with automatic performance of all associated services, including, where necessary, means of preventing overload of the propulsion machinery.”;

    • .4 paragraph 2.4 is replaced by the following:

      “.4 propulsion machinery orders from the navigation bridge shall be indicated in the main machinery control room and at the manoeuvring platform;”;

    • .5 a new sentence is added at the end of paragraph 2.6 to read as follows: “It shall also be possible to control the auxiliary machinery, essential for the propulsion and safety of the ship, at or near the machinery concerned”; and

    • .6 paragraphs 2.8, 2.8.1 and 2.8.2 are replaced by the following:

      “.8 indicators shall be fitted on the navigation bridge, the main machinery control room and at the manoeuvring platform, for:

      .8.1 propeller speed and direction of rotation in the case of fixed pitch propellers; and

      .8.2 propeller speed and pitch position in the case of controllable pitch propellers;”.

  • 6 Ships constructed on or after 1 July 2004 shall comply with the requirements of paragraphs 1 to 5, as amended, as follows:

    • .1. a new subparagraph .10 is added to paragraph 2 to read as follows:

      • “.10. automation systems shall be designed in a manner which ensures that threshold warning of impending or imminent slowdown or shutdown of the propulsion system is given to the officer in charge of the navigational watch in time to assess navigational circumstances in an emergency. In particular, the systems shall control, monitor, report, alert and take safety action to slow down or stop propulsion while providing the officer in charge of the navigational watch an opportunity to manually intervene, except for those cases where manual intervention will result in total failure of the engine and/or propulsion equipment within a short time, for example in the case of overspeed.”

Regulation 32. Steam boilers and boiler feed systems

  • 1 Every steam boiler and every unfired steam generator shall be provided with not less than two safety valves of adequate capacity. However having regard to the output or any other features of any boiler or unfired steam generator, the Administration may permit only one safety valve to be fitted if it is satisfied that adequate protection against overpressure is thereby provided.

  • 2 Each oil-fired boiler which is intended to operate without manual supervision shall have safety arrangements which shut off the fuel supply and give an alarm in the case of low water level, air supply failure or flame failure.

  • 3 Water tube boilers serving turbine propulsion machinery shall be fitted with a high-water-level alarm.

  • 4 Every steam generating system which provides services essential for the safety of the ship, or which could be rendered dangerous by the failure of its feed water supply, shall be provided with not less than two separate feed water systems from and including the feed pumps, noting that a single penetration of the steam drum is acceptable. Unless overpressure is prevented by the pump characteristics means shall be provided which will prevent overpressure in any part of the systems.

  • 5 Boilers shall be provided with means to supervise and control the quality of the feed water. Suitable arrangements shall be provided to preclude, as far as practicable, the entry of oil or, other contaminants which may adversely affect the boiler.

  • 6 Every boiler essential for the safety of the ship and designed to contain water at a specified level shall be provided with at least two means for indicating its water level, at least one of which shall be a direct reading gauge glass.

Regulation 33. Steam pipe systems

  • 1 Every steam pipe and every fitting connected thereto through which steam may pass shall be so designed, constructed and installed as to withstand the maximum working stresses to which it may be subjected.

  • 2 Means shall be provided for draining every steam pipe in which dangerous water hammer action might otherwise occur.

  • 3 If a steam pipe or fitting may receive steam from any source at a higher pressure than that for which it is designed a suitable reducing valve, relief valve and pressure gauge shall be fitted.

Regulation 34. Air pressure systems

  • 1 In every ship means shall be provided to prevent overpressure in any part of compressed air systems and wherever water jackets or casings of air compressors and coolers might be subjected to dangerous overpressure due to leakage into them from air pressure parts. Suitable pressure relief arrangements shall be provided for all systems.

  • 2 The main starting air arrangements for main propulsion internal combustion engines shall be adequately protected against the effects of backfiring and internal explosion in the starting air pipes.

  • 3 All discharge pipes from starting air compressors shall lead directly to the starting air receivers, and all starting pipes from the air receivers to main or auxiliary engines shall be entirely separate from the compressor discharge pipe system.

  • 4 Provision shall be made to reduce to a minimum the entry of oil into the air pressure systems and to drain these systems.

Regulation 35. Ventilating systems in machinery spaces

Machinery spaces of category A shall be adequately ventilated so as to ensure that when machinery or boilers therein are operating at full power in all weather conditions including heavy weather, an adequate supply of air is maintained to the spaces for the safety and comfort of personnel and the operation of the machinery. Any other machinery space shall be adequately ventilated appropriate for the purpose of that machinery space.

Regulation 35-1. Bilge pumping arrangements

  • 1 This regulation applies to ships constructed on or after 1 January 2009.

  • 2 Passenger ships and cargo ships

    • 2.1. An efficient bilge pumping system shall be provided, capable of pumping from and draining any watertight compartment other than a space permanently appropriated for the carriage of fresh water, water ballast, oil fuel or liquid cargo and for which other efficient means of pumping are provided, under all practical conditions. Efficient means shall be provided for draining water from insulated holds.

    • 2.2. Sanitary, ballast and general service pumps may be accepted as independent power bilge pumps if fitted with the necessary connections to the bilge pumping system.

    • 2.3. All bilge pipes used in or under coal bunkers or fuel storage tanks or in boiler or machinery spaces, including spaces in which oil-settling tanks or oil fuel pumping units are situated, shall be of steel or other suitable material.

    • 2.4. The arrangement of the bilge and ballast pumping system shall be such as to prevent the possibility of water passing from the sea and from water ballast spaces into the cargo and machinery spaces, or from one compartment to another. Provision shall be made to prevent any deep tank having bilge and ballast connections being inadvertently flooded from the sea when containing cargo, or being discharged through a bilge pump when containing water ballast.

    • 2.5. All distribution boxes and manually operated valves in connection with the bilge pumping arrangements shall be in positions which are accessible under ordinary circumstances.

    • 2.6. Provision shall be made for the drainage of enclosed cargo spaces situated on the bulkhead deck of a passenger ship and on the freeboard deck of a cargo ship, provided that the Administration may permit the means of drainage to be dispensed with in any particular compartment of any ship or class of ship if it is satisfied that by reason of size or internal subdivision of those spaces the safety of the ship is not thereby impaired.

      • 2.6.1. Where the freeboard to the bulkhead deck or the freeboard deck, respectively, is such that the deck edge is immersed when the ship heels more than 5°, the drainage shall be by means of a sufficient number of scuppers of suitable size discharging directly overboard, fitted in accordance with the requirements of regulation 15 in the case of a passenger ship and the requirements for scuppers, inlets and discharges of the International Convention on Load Lines in force in the case of a cargo ship.

      • 2.6.2. Where the freeboard is such that the edge of the bulkhead deck or the edge of the freeboard deck, respectively, is immersed when the ship heels 5° or less, the drainage of the enclosed cargo spaces on the bulkhead deck or on the freeboard deck, respectively, shall be led to a suitable space, or spaces, of adequate capacity, having a high water level alarm and provided with suitable arrangements for discharge overboard. In addition it shall be ensured that:

        • .1. the number, size and disposition of the scuppers are such as to prevent unreasonable accumulation of free water;

        • .2. the pumping arrangements required by this regulation for passenger ships or cargo ships, as applicable, take account of the requirements for any fixed pressure water-spraying fire extinguishing system;

        • .3. water contaminated with petrol or other dangerous substances is not drained to machinery spaces or other spaces where sources of ignition may be present; and

        • .4. where the enclosed cargo space is protected by a carbon dioxide fire extinguishing system the deck scuppers are fitted with means to prevent the escape of the smothering gas.

      • 2.6.3 Provisions for the drainage of closed vehicle and ro-ro spaces and special category spaces shall also comply with regulations II-2/20.6.1.4 and II-2/20.6.1.5.

  • 3 Passenger ships

    • 3.1. The bilge pumping system required by paragraph 2.1 shall be capable of operation under all practicable conditions after a casualty whether the ship is upright or listed. For this purpose wing suctions shall generally be fitted except in narrow compartments at the end of the ship where one suction may be sufficient. In compartments of unusual form, additional suctions may be required. Arrangements shall be made whereby water in the compartment may find its way to the suction pipes. Where, for particular compartments, the Administration is satisfied that the provision of drainage may be undesirable, it may allow such provision to be dispensed with if calculations made in accordance with the conditions laid down in regulations 7 and 8 show that the survival capability of the ship will not be impaired.

    • 3.2. At least three power pumps shall be fitted connected to the bilge main, one of which may be driven by the propulsion machinery. Where the bilge pump numeral is 30 or more, one additional independent power pump shall be provided.

      The bilge pump numeral shall be calculated as follows:

      Bijlage 10000053231.png

      where:

      L = the length of the ship (metres), as defined in regulation 2;

      M = the volume of the machinery space (cubic metres), as defined in regulation 2, that is below the bulkhead deck; with the addition thereto of the volume of any permanent oil fuel bunkers which may be situated above the inner bottom and forward of, or abaft, the machinery space;

      P = the whole volume of the passenger and crew spaces below the bulkhead deck (cubic metres), which are provided for the accommodation and use of passengers and crew, excluding baggage, store, provision and mail rooms;

      V = the whole volume of the ship below the bulkhead deck (cubic metres);

      P 1 = KN,

      where:

      N = the number of passengers for which the ship is to be certified; and

      K = 0.056L

      However, where the value of KN is greater than the sum of P and the whole volume of the actual passenger spaces above the bulkhead deck, the figure to be taken as P1 is that sum or two-thirds KN, whichever is the greater.

    • 3.3. Where practicable, the power bilge pumps shall be placed in separate watertight compartments and so arranged or situated that these compartments will not be flooded by the same damage. If the main propulsion machinery, auxiliary machinery and boilers are in two or more watertight compartments, the pumps available for bilge service shall be distributed as far as is possible throughout these compartments.

    • 3.4. On a ship of 91.5 m in length and upwards or having a bilge pump numeral, calculated in accordance with paragraph 3.2, of 30 or more, the arrangements shall be such that at least one power bilge pump shall be available for use in all flooding conditions which the ship is required to withstand, as follows:

      • .1. one of the required bilge pumps shall be an emergency pump of a reliable submersible type having a source of power situated above the bulkhead deck; or

      • .2. the bilge pumps and their sources of power shall be so distributed throughout the length of the ship that at least one pump in an undamaged compartment will be available.

    • 3.5. With the exception of additional pumps which may be provided for peak compartments only, each required bilge pump shall be so arranged as to draw water from any space required to be drained by paragraph 2.1.

    • 3.6. Each power bilge pump shall be capable of pumping water through the required main bilge pipe at a speed of not less than 2 m/s. Independent power bilge pumps situated in machinery spaces shall have direct suctions from these spaces, except that not more than two such suctions shall be required in any one space. Where two or more such suctions are provided, there shall be at least one on each side of the ship. The Administration may require independent power bilge pumps situated in other spaces to have separate direct suctions. Direct suctions shall be suitably arranged and those in a machinery space shall be of a diameter not less than that required for the bilge main.

    • 3.7.1. In addition to the direct bilge suction or suctions required by paragraph 3.6, a direct suction from the main circulating pump leading to the drainage level of the machinery space and fitted with a non-return valve shall be provided in the machinery space. The diameter of this direct suction pipe shall be at least two thirds of the diameter of the pump inlet in the case of steamships, and of the same diameter as the pump inlet in the case of motorships.

    • 3.7.2. Where in the opinion of the Administration the main circulating pump is not suitable for this purpose, a direct emergency bilge suction shall be led from the largest available independent power driven pump to the drainage level of the machinery space; the suction shall be of the same diameter as the main inlet of the pump used. The capacity of the pump so connected shall exceed that of a required bilge pump by an amount deemed satisfactory by the Administration.

    • 3.7.3. The spindles of the sea inlet and direct suction valves shall extend well above the engine-room platform.

    • 3.8. All bilge suction piping up to the connection to the pumps shall be independent of other piping.

    • 3.9. The diameter d of the bilge main shall be calculated according to the following formula. However, the actual internal diameter of the bilge main may be rounded off to the nearest standard size acceptable to the Administration:

      Bijlage 10000053232.png

      where:

      d is the internal diameter of the bilge main (millimetres);

      L and B are the length and the breadth of the ship (metres) as defined in regulation 2; and

      D is the moulded depth of the ship to the bulkhead deck (metres) provided that, in a ship having an enclosed cargo space on the bulkhead deck which is internally drained in accordance with the requirements of paragraph 2.6.2 and which extends for the full length of the ship, D shall be measured to the next deck above the bulkhead deck. Where the enclosed cargo spaces cover a lesser length, D shall be taken as the moulded depth to the bulkhead deck plus lh/L where l and h are the aggregate length and height respectively of the enclosed cargo spaces (metres).

      The diameter of the bilge branch pipes shall meet the requirements of the Administration.

    • 3.10. Provision shall be made to prevent the compartment served by any bilge suction pipe being flooded in the event of the pipe being severed or otherwise damaged by collision or grounding in any other compartment. For this purpose, where the pipe is at any part situated nearer the side of the ship than one fifth of the breadth of the ship (as defined in regulation 2 and measured at right angles to the centreline at the level of the deepest subdivision load line), or is in a duct keel, a non-return valve shall be fitted to the pipe in the compartment containing the open end.

    • 3.11. Distribution boxes, cocks and valves in connection with the bilge pumping system shall be so arranged that, in the event of flooding, one of the bilge pumps may be operative on any compartment; in addition, damage to a pump or its pipe connecting to the bilge main outboard of a line drawn at one fifth of the breadth of the ship shall not put the bilge system out of action. If there is only one system of pipes common to all the pumps, the necessary valves for controlling the bilge suctions must be capable of being operated from above the bulkhead deck. Where in addition to the main bilge pumping system an emergency bilge pumping system is provided, it shall be independent of the main system and so arranged that a pump is capable of operating on any compartment under flooding condition as specified in paragraph 3.1; in that case only the valves necessary for the operation of the emergency system need be capable of being operated from above the bulkhead deck.

    • 3.12. All cocks and valves referred to in paragraph 3.11 which can be operated from above the bulkhead deck shall have their controls at their place of operation clearly marked and shall be provided with means to indicate whether they are open or closed.

  • 4 Cargo ships

    At least two power pumps connected to the main bilge system shall be provided, one of which may be driven by the propulsion machinery. If the Administration is satisfied that the safety of the ship is not impaired, bilge pumping arrangements may be dispensed with in particular compartments.

Regulation 36. Protection against noise5 [Vervallen per 01-07-2014]

Regulation 37. Communication between navigating bridge and machinery space

  • 1 At least two independent means shall be provided for communicating orders from the navigating bridge to the position in the machinery space or in the control room from which the engines are normally controlled: one of these shall be an engine room telegraph which provides visual indication of the orders and responses both in the machinery space and on the navigating bridge. Appropriate means of communication shall be provided to any other positions from which the engines may be controlled.

  • 2 For ships constructed on or after 1 October 1994 the following requirements apply in lieu of the provisions of paragraph 1:

    At least two independent means shall be provided for communicating orders from the navigating bridge to the position in the machinery space or in the control room from which the speed and direction of thrust of the propellers are normally controlled: one of these shall be an engine-room telegraph which provides visual indication of the orders arid responses both in the machinery spaces and on the navigating bridge. Appropriate means of communication shall be provided from the navigating bridge and the engine-room to any other position from which the speed or direction of thrust of the propellers may be controlled.

Regulation 38. Engineers' alarm

An engineers' alarm shall be provided to be operated from the engine control room or at the manoeuvring platform as appropriate, and shall be clearly audible in the engineers' accommodation.

Regulation 39. Location of emergency installations in passenger ships

Emergency sources of electrical power, fire pumps, bilge pumps except those specifically serving the spaces forward of the collision bulkhead, any fixed fire-extinguishing system required by Chapter II-2 and other emergency installations which are essential for the safety of the ship, except anchor windlasses, shall not be installed forward of the collision bulkhead.

PART D. - ELECTRICAL INSTALLATIONS

(Except where expressly provided otherwise Part D applies to passenger ships and cargo ships)

Regulation 40. General

  • 1 Electrical installations shall be such that:

    • 1. all electrical auxiliary services necessary for maintaining the ship in normal operational and habitable conditions will be ensured without recourse to the emergency source of electrical power;

    • 2. electrical services essential for safety will be ensured under various emergency conditions; and

    • 3. the safety of passengers, crew and ship from electrical hazards will be ensured.

  • 2 The Administration shall take appropriate steps to ensure uniformity in the implementation and application of the provisions of this Part in respect of electrical installations6.

Regulation 41. Main source of electrical power and lighting systems

  • 1.1 A main source of electrical power of sufficient capacity to supply all those services mentioned in Regulation 40.1.1 shall be provided. This main source of electrical power shall consist of at least two generating sets.

  • 1.2 The capacity of these generating sets shall be such that in the event of any one generating set being stopped it will still be possible to supply those services necessary to provide normal operational conditions of propulsion and safety. Minimum comfortable conditions of habitability shall also be ensured which include at least adequate services for cooking, heating, domestic refrigeration, mechanical ventilation, sanitary and fresh water.

  • 1.3 The arrangements of the ship's main source of electrical power shall be such that the services referred to in Regulation 40.1.1 can be maintained regardless of the speed and direction of rotation of the propulsion machinery or shafting.

  • 1.4 In addition, the generating sets shall be such as to ensure that with any one generator or its primary source of power out of operation, the remaining generating sets shall be capable of providing the electrical services necessary to start the main propulsion plant from a dead ship condition. The emergency source of electrical power may be used for the purpose of starting from a dead ship condition if its capability either alone or combined with that of any other source of electrical power is sufficient to provide at the same time those services required to be supplied by Regulations 42.2.1 to 42.2.3 or 43.2.1 to 43.2.4.

  • 1.5 Where transformers constitute an essential part of the electrical supply system required by this paragraph, the system shall be so arranged as to ensure the same continuity of the supply as is stated in this paragraph.

  • 2.1 A main electric lighting system which shall provide illumination throughout those parts of the ship normally accessible to and used by passengers or crew shall be supplied from the main source of electrical power.

  • 2.2 The arrangement of the main electric lighting system shall be such that a fire or other casualty in spaces containing the main source of electrical power, associated transforming equipment, if any, the main switchboard and the main lighting switchboard, will not render the emergency electric lighting system required by Regulations 42.2.1 and 42.2.2 or 43.2.1, 43.2.2 and 43.2.3 inoperative.

  • 2.3 The arrangement of the emergency electric lighting system shall be such that a fire or other casualty in spaces containing the emergency source of electrical power, associated transforming equipment, if any, the emergency switchboard and the emergency lighting switchboard will not render the main electric lighting system required by this Regulation inoperative.

  • 3 The main switchboard shall be so placed relative to one main generating station that, as far as is practicable, the integrity of the normal electrical supply may be affected only by a fire or other casualty in one space. An environmental enclosure for the main switchboard, such as may be provided by a machinery control room situated within the main boundaries of the space, is not to be considered as separating the switchboards from the generators.

  • 4 Where the total installed electrical power of the main generating sets is in excess of 3 MW, the main busbars shall be subdivided into at least two parts which shall normally be connected by removable links or other approved means; so far as is practicable, the connexion of generating sets and any other duplicated equipment shall be equally divided between the parts. Equivalent arrangements may be permitted to the satisfaction of the Administration.

  • 5 Ships constructed on or after 1 July 1998:

    • .1 in addition to paragraphs 1 to 3, shall comply with the following:

      • .1.1 where the main source of electrical power is necessary for propulsion and steering of the ship, the system shall be so arranged that the electrical supply to equipment necessary for propulsion and steering and to ensure safety of the ship will be maintained or immediately restored in the case of loss of any one of the generators in service;

      • .1.2 load shedding or other equivalent arrangements shall be provided to protect the generators required by this regulation against sustained overload;

      • .1.3 where the main source of electrical power is necessary for propulsion of the ship, the main busbar shall be subdivided into at least two parts which shall normally be connected by circuit breakers or other approved means; so far as is practicable, the connection of generating sets and other duplicated equipment shall be equally divided between the parts; and

    • .2 need not comply with paragraph 4.

  • 6 In passenger ships constructed on or after 1 July 2010, supplementary lighting shall be provided in all cabins to clearly indicate the exit so that occupants will be able to find their way to the door. Such lighting, which may be connected to an emergency source of power or have a self-contained source of electrical power in each cabin, shall automatically illuminate when power to the normal cabin lighting is lost and remain on for a minimum of 30 min.

Regulation 42. Emergency source of electrical power in passenger ships

(Paragraphs 2.6.1 and 4.2 of this regulation apply to ships constructed on or after 1 February 1992).
  • 1.1 A self-contained emergency source of electrical power shall be provided.

  • 1.2 The emergency source of electrical power, associated transforming equipment, if any, transitional source of emergency power, emergency switchboard and emergency lighting switchboard shall be located above the uppermost continuous deck and shall be readily accessible from the open deck. They shall not be located forward of the collision bulkhead.

  • 1.3 The location of the emergency source of electrical power and associated transforming equipment, if any, the transitional source of emergency power, the emergency switchboard and the emergency electric lighting switchboards in relation to the main source of electrical power, associated transforming equipment, if any, and the main switchboard shall be such as to ensure to the satisfaction of the Administration that a fire or other casualty in spaces containing the main source of electrical power, associated transforming equipment, if any, and the main switchboard or in any machinery space of category A will not interfere with the supply, control and distribution of emergency electrical power. As far as practicable, the space containing the emergency source of electrical power, associated transforming equipment, if any, the transitional source of emergency electrical power and the emergency switchboard shall not be contiguous to the boundaries of machinery spaces of category A or those spaces containing the main source of electrical power, associated transforming equipment, if any, or the main switchboard.

  • 1.4 Provided that suitable measures are taken for safeguarding independent emergency operation under all circumstances, the emergency generator may be used exceptionally, and for short periods, to supply non-emergency circuits.

  • 2 The electrical power available shall be sufficient to supply all those services that are essential for safety in an emergency, due regard being paid to such services as may have to be operated simultaneously. The emergency source of electrical power shall be capable, having regard to starting currents and the transitory nature of certain loads, of supplying simultaneously at least the following services for the periods specified hereinafter, if they depend upon an electrical source for their operation:

    • 2.1. For a period of 36 hours, emergency lighting:

      • 1. at every muster and embarkation station and over the sides as required by regulations III/11.4 and III/15.7;

      • 2. in alleyways, stairways and exits giving access to the muster and embarkation stations, as required by regulation III/11.5;

      • 3. in all service and accommodation alleyways, stairways and exits, personnel lift cars;

      • 4. in the machinery spaces and main generating stations including their control positions;

      • 5. in all control stations, machinery control rooms, and at each main and emergency switchboard;

      • 6. at all stowage positions for firemen's outfits;

      • 7. at the steering gear; and

      • 8. at the fire pump, the sprinkler pump and the emergency bilge pump referred to in paragraph 2.4 and at the starting position of their motors.

    • 2.2. For a period of 36 hours:

      • .1 the navigation lights and other lights required by the International Regulations for Preventing Collisions at Sea in force; and

      • .2 on ships constructed on or after 1 February 1995, the VHF radio installation required by regulation IV/7.1.1 and IV/7.1.2; and, if applicable:

        • .2.1 the MF radio installation required by regulations IV/9.1.1, IV/9.1.2, IV/10.1.2 and IV/10.1.3;

        • .2.2 the ship earth station required by regulation IV/10.1.1; and

        • .2.3 the MF/HF radio installation required by regulations IV/10.2.1, IV/19.2.2 and IV/11.1.

    • 2.3. For a period of 36 hours:

      • 1. all internal communication equipment required in an emergency;

      • 2. the shipborne navigational equipment as required by Regulation V/12; where such provision is unreasonable or impracticable the Administration may waive this requirement for ships of less than 5,000 tons gross tonnage;

      • 3. the fire detection and fire alarm system, and the fire door holding and release system; and

      • 4. for intermittent operation of the daylight signalling lamp, the ship's whistle, the manually operated call points and all internal signals that are required in an emergency;

        unless such services have an independent supply for the period of 36 hours from an accumulator battery suitably located for use in an emergency.

    • 2.4. For a period of 36 hours:

      • 1. one of the fire pumps required by Regulation II-2/4.3.1 and 4.3.3;

      • 2. the automatic sprinkler pump, if any; and

      • 3. the emergency bilge pump and all the equipment essential for the operation of electrically powered remote controlled bilge valves.

    • 2.5. For the period of time required by Regulation 29.14 the steering gear if required to be so supplied by that Regulation.

    • 2.6. For a period of half an hour:

      • 1. any watertight doors required by Regulation 15 to be power operated together with their indicators and warning signals.

      • 2. the emergency arrangements to bring the lift cars to deck level for the escape of persons. The passenger lift cars may be brought to deck level sequentially in an emergency.

    • 2.7. In a ship engaged regularly on voyages of short duration, the Administration if satisfied that an adequate standard of safety would be attained may accept a lesser period than the 36 hour period specified in paragraphs 2.1 to 2.5 but not less than 12 hours.

  • 3 The emergency source of electrical power may be either a generator or an accumulator battery, which shall comply with the following:

    • 3.1. Where the emergency source of electrical power is a generator, it shall be:

      • 1. driven by a suitable prime-mover with an independent supply of fuel having a flashpoint (closed cup test) of not less than 43°C;

      • 2. started automatically upon failure of the electrical supply from the main source of electrical power and shall be automatically connected to the emergency switchboard; those services referred to in paragraph 4 shall then be transferred automatically to the emergency generating set. The automatic starting system and the characteristic of the prime-mover shall be such as to permit the emergency generator to carry its full rated load as quickly as is safe and practicable, subject to a maximum of 45 seconds; unless a second independent means of starting the emergency generating set is provided, the single source of stored energy shall be protected to preclude its complete depletion by the automatic starting system; and

      • 3. provided with a transitional source of emergency electrical power according to paragraph 4.

    • 3.2. Where the emergency source of electrical power is an accumulator battery, it shall be capable of:

      • 1. carrying the emergency electrical load without recharging while maintaining the voltage of the battery throughout the discharge period within 12 per cent above or below its nominal voltage;

      • 2. automatically connecting to the emergency switchboard in the event of failure of the main source of electrical power; and

      • 3. immediately supplying at least those services specified in paragraph 4.

    • 3.3 The following provision in paragraph 3.1.2 shall not apply to ships constructed on or after 1 October 1994:

      unless a second independent means of starting the emergency generating set is provided, the single source of stored energy shall be protected to preclude its complete depletion by the automatic starting system.

    • 3.4. For ships constructed on or after 1 July 1998, where electrical power is necessary to restore propulsion, the capacity shall be sufficient to restore propulsion to the ship in conjunction with other machinery, as appropriate, from a dead ship condition within 30 min after blackout.

  • 4 The transitional source of emergency electrical power required by paragraph 3.1.3 shall consist of an accumulator battery suitably located for use in an emergency which shall operate without recharging while maintaining the voltage of the battery throughout the discharge period within 12 per cent above or below its nominal voltage and be of sufficient capacity and so arranged as to supply automatically in the event of failure of either the main or emergency source of electrical power at least the following services, if they depend upon an electrical source for their operation:

    • 4.1. For half an hour:

      • 1. the lighting required by paragraphs 2.1 and 2.2.1;

      • 2. all services required by paragraphs 2.3.1, 2.3.3 and 2.3.4 unless such services have an independent supply for the period specified from an accumulator battery suitably located for use in an emergency.

    • 4.2. Power to operate the watertight doors, as required by regulation 15.7.3.3, but not necessarily all of them simultaneously, unless an independent temporary source of stored energy is provided. Power to the control, indication and alarm circuits as required by regulation 15.7.2 for half an hour.

  • 5.1 The emergency switchboard shall be installed as near as is practicable to the emergency source of electrical power.

  • 5.2 Where the emergency source of electrical power is a generator, the emergency switchboard shall be located in the same space unless the operation of the emergency switchboard would thereby be impaired.

  • 5.3 No accumulator battery fitted in accordance with this Regulation shall be installed in the same space as the emergency switchboard. An indicator shall be mounted in a suitable place on the main switchboard or in the machinery control room to indicate when the batteries constituting either the emergency source of electrical power or the transitional source of emergency electrical power referred to in paragraph 3.1.3 or 4 are being discharged.

  • 5.4 The emergency switchboard shall be supplied during normal operation from the main switchboard by an interconnector feeder which is to be adequately protected at the main switchboard against overload and short circuit and which is to be disconnected automatically at the emergency switchboard upon failure of the main source of electrical power. Where the system is arranged for feedback operation, the interconnector feeder is also to be protected at the emergency switchboard at least against short circuit.

  • 5.5 In order to ensure ready availability of the emergency source of electrical power, arrangements shall be made where necessary to disconnect automatically non-emergency circuits from the emergency switchboard to ensure that power shall be available to the emergency circuits.

  • 6 The emergency generator and its prime-mover and any emergency accumulator battery shall be so designed and arranged as to ensure that they will function at full rated power when the ship is upright and when inclined at any angle of list up to 22.5° or when inclined up to 10° either in the fore or aft direction, or is in any combination of angles within those limits.

  • 7 Provision shall be made for the periodic testing of the complete emergency system and shall include the testing of automatic starting arrangements.

Regulation 42-1. Supplementary emergency lighting for ro-ro passenger ships

(This regulation applies to all passenger ships with ro-ro cargo spaces or special category spaces as defined in regulation II-2/3, except that for ships constructed before 22 October 1989, this regulation shall apply not later than 22 October 1990).

In addition to the emergency lighting required by regulation 42.2, on every passenger ship with ro-ro cargo spaces or special category spaces as defined in regulation II-2/3:

  • .1 all passenger public spaces and alleyways shall be provided with supplementary electric lighting that can operate for at least three hours when all other sources of electric power have failed and under any condition of heel. The illumination provided shall be such that the approach to the means of escape can be readily seen. The source of power for the supplementary lighting shall consist of accumulator batteries located within the lighting units that are continuously charged, where practicable, from the emergency switchboard. Alternatively, any other means of lighting which is at least as effective may be accepted by the Administration. The supplementary lighting shall be such that any failure of the lamp will be immediately apparent. Any accumulator battery provided shall be replaced at intervals having regard to the specified service life in the ambient conditions that they are subject to in service; and

  • .2 a portable rechargeable battery operated lamp shall be provided in every crew space alleyway, recreational space and every working space which is normally occupied unless supplementary emergency lighting, as required by subparagraph .1, is provided.

Regulation 43. Emergency source of electrical power in cargo ships

  • 1.1 A self-contained emergency source of electrical power shall be provided.

  • 1.2 The emergency source of electrical power, associated transforming equipment, if any, transitional source of emergency power, emergency switchboard and emergency lighting switchboard shall be located above the uppermost continuous deck and shall be readily accessible from the open deck. They shall not be located forward of the collision bulkhead, except where permitted by the Administration in exceptional circumstances.

  • 1.3 The location of the emergency source of electrical power, associated transforming equipment, if any, the transitional source of emergency power, the emergency switchboard and the emergency lighting switchboard in relation to the main source of electrical power, associated transforming equipment, if any, and the main switchboard shall be such as to ensure to the satisfaction of the Administration that a fire or other casualty in the space containing the main source of electrical power, associated transforming equipment, if any, and the main switchboard, or in any machinery space of category A will not interfere with the supply, control and distribution of emergency electrical power. As far as practicable the space containing the emergency source of electrical power, associated transforming equipment, if any, the transitional source of emergency electrical power and the emergency switchboard shall not be contiguous to the boundaries of machinery spaces of category A or those spaces containing the main source of electrical power, associated transforming equipment, if any, and the main switchboard.

  • 1.4 Provided that suitable measures are taken for safeguarding independent emergency operation under all circumstances, the emergency generator may be used, exceptionally, and for short periods, to supply non-emergency circuits.

  • 2 The electrical power available shall be sufficient to supply all those services that are essential for safety in an emergency, due regard being paid to such services as may have to be operated simultaneously. The emergency source of electrical power shall be capable, having regard to starting currents and the transitory nature of certain loads, of supplying simultaneously at least the following services for the periods specified hereinafter, if they depend upon and electrical source for their operation

  • 2.1 For a period of 3 h, emergency lighting at every muster and embarkation station and over the sides as required by regulations III/11.4 and III/15.7.

  • 2.2 For a period of 18 hours, emergency lighting:

    • 1. in all service and accommodation alleyways, stairways and exits, personnel lift cars and personnel lift trunks;

    • 2. in the machinery spaces and main generating stations including their control positions;

    • 3. in all control stations, machinery control rooms, and at each main and emergency switchboard;

    • 4. at all stowage positions for firemen's outfits;

    • 5. at the steering gear;

    • 6. at the fire pump referred to in paragraph 2.5, at the sprinkler pump, if any, and at the emergency bilge pump, if any, and at the starting positions of their motors; and

    • .7 in all cargo pump-rooms of tankers constructed on or after 1 July 2002.

  • 2.3 For a period of 18 hours:

    • .1 the navigation lights and other lights required by the International Regulations for Preventing Collisions at Sea in force;

    • .2 on ships constructed on or after 1 February 1995 the VHF radio installation required by regulation IV/7.1.1 and IV/ 7.1.2; and, if applicable:

      • .2.1 the MF radio installation required by regulations IV/ 9.1.1, IV/9.1.2, IV/10.1.2 and IV/10.1.3;

      • .2.2 the ship earth station required by regulation IV/10.1.1; and

      • .2.3 the MF/HF radio installation required by regulations IV/10.2.1, IV/10.2.2 and IV/11.1.

  • 2.4 For a period of 18 hours:

    • 1. all internal communication equipment as required in an emergency;

    • 2. the shipborne navigational equipment as required by Regulation V/12; where such provision is unreasonable or impracticable the Administration may waive this requirement for ships of less than 5,000 tons gross tonnage;

    • 3. the fire detection and fire alarm system; and

    • 4. intermittent operation of the daylight signalling lamp, the ship's whistle, the manually operated call points, and all internal signals that are required in an emergency;

    unless such services have an independent supply for the period of 18 hours from an accumulator battery suitably located for use in an emergency.

  • 2.5 For a period of 18 hours one of the fire pumps required by Regulation II-2/4.3.1 and 4.3.3 if dependent upon the emergency generator for its source of power.

  • 2.6.1 For the period of time required by Regulation 29.14 the steering gear where it is required to be so supplied by that Regulation.

  • 2.6.2 In a ship engaged regularly in voyages of short duration, the Administration if satisfied that an adequate standard of safety would be attained may accept a lesser period than the 18 hour period specified in paragraphs 2.2 to 2.5 but not less than 12 hours.

  • 3 The emergency source of electrical power may be either a generator or an accumulator battery, which shall comply with the following:

    • 3.1. Where the emergency source of electrical power is a generator, it shall be:

      • 1. driven by a suitable prime-mover with an independent supply of fuel, having a flashpoint (closed cup test) of not less than 43°C;

      • 2. started automatically upon failure of the main source of electrical power supply unless a transitional source of emergency electrical power in accordance with paragraph 3.1.3 is provided; where the emergency generator is automatically started, it shall be automatically connected to the emergency switchboard; those services referred to in paragraph 4 shall then be connected automatically to the emergency generator; and unless a second independent means of starting the emergency generator is provided the single source of stored energy shall be protected to preclude its complete depletion by the automatic starting system; and

      • 3. provided with a transitional source of emergency electrical power as specified in paragraph 4 unless an emergency generator is provided capable both of supplying the services mentioned in that paragraph and of being automatically started and supplying the required load as quickly as is safe and practicable subject to a maximum of 45 seconds.

    • 3.2. Where the emergency source of electrical power is an accumulator battery it shall be capable of:

      • 1. carrying the emergency electrical load without recharging while maintaining the voltage of the battery throughout the discharge period within 12 per cent above or below its nominal voltage;

      • 2. automatically connecting to the emergency switchboard in the event of failure of the main source of electrical power; and

      • 3. immediately supplying at least those services specified in paragraph 4.

    • 3.3. The following provisions in paragraph 3.1.2 shall not apply to ships constructed on or after 1 October 1994:

      unless a second independent means of strating the emergency generating set is provided, the single source of stored energy shall be protected to preclude its complete depletion by the automatic stating system.

    • 3.4. For ships constructed on or after 1 July 1998, where electrical power is necessary to restore propulsion, the capacity shall be sufficient to restore propulsion to the ship in conjunction with other machinery, as appropriate, from a dead ship condition within 30 min after blackout.

  • 4 The transitional source of emergency electrical power where required by paragraph 3.1.3 shall consist of an accumulator battery suitably located for use in an emergency which shall operate without recharging while maintaining the voltage of the battery throughout the discharge period within 12 per cent above or below its nominal voltage and be of sufficient capacity and shall be so arranged as to supply automatically in the event of failure of either the main or the emergency source of electrical power for half an hour at least the following services if they depend upon an electrical source for their operation:

    • 1. the lighting required by paragraphs 2.1, 2.2 and 2.3.1. For this transitional phase, the required emergency electric lighting, in respect of the machinery space and accommodation and service spaces may be provided by permanently fixed, individual, automatically charged, relay operated accumulator lamps; and

    • 2. all services required by paragraphs 2.4.1, 2.4.3 and 2.4.4 unless such services have an independent supply for the period specified from an accumulator battery suitably located for use in an emergency.

  • 5.1 The emergency switchboard shall be installed as near as is practicable to the emergency source of electrical power.

  • 5.2 Where the emergency source of electrical power is a generator, the emergency switchboard shall be located in the same space unless, the operation of the emergency switchboard would thereby be impaired.

  • 5.3 No accumulator battery fitted in accordance with this Regulation shall be installed in the same space as the emergency switchboard. An indicator shall be mounted in a suitable place on the main switchboard or in the machinery control room to indicate when the batteries constituting either the emergency source of electrical power or the transitional source of electrical power referred to in paragraph 3.2 or 4 are being discharged.

  • 5.4 The emergency switchboard shall be supplied during normal operation from the main switchboard by an interconnector feeder which is to be adequately protected at the main switchboard against overload and short circuit and which is to be disconnected automatically at the emergency switchboard upon failure of the main source of electrical power. Where the system is arranged for feedback operation, the interconnector feeder is also to be protected at the emergency switchboard at least against short circuit.

  • 5.5 In order to ensure ready availability of the emergency source of electrical power, arrangements shall be made where necessary to disconnect automatically non-emergency circuits from the emergency switchboard to ensure that electrical power shall be available automatically to the emergency circuits.

  • 6 The emergency generator and its prime-mover and any emergency accumulator battery shall be so designed and arranged as to ensure that they will function at full rated power when the ship is upright and when inclined at any angle of list up to 22.5° or when inclined up to 10° either in the fore or aft direction, or is in any combination of angles within those limits.

  • 7 Provision shall be made for the periodic testing of the complete emergency system and shall include the testing of automatic starting arrangements.

Regulation 44. Starting arrangements for emergency generating sets

  • 1 Emergency generating sets shall be capable of being readily started in their cold condition at a temperature of 0°C. If this is impracticable, or if lower temperatures are likely to be encountered, provision acceptable to the Administration shall be made for the maintenance of heating arrangements, to ensure ready starting of the generating sets.

  • 2 Each emergency generating set arranged to be automatically started shall be equipped with starting devices approved by the Administration with a stored energy capability of at least three consecutive starts. A second source of energy shall be provided for an additional three starts within 30 minutes unless manual starting can be demonstrated to be effective.

  • 2.1 Ships constructed on or after 1 October 1994, in lieu of the provision of the second sentence of paragraph 2, shall comply with the following requirements:

    The source of stored energy shall be protected to preclude critical depletion by the automatic starting system, unless a second independent means of starting is provided. In addition, a second source of energy shall be provided for an additional three starts within 30 minutes unless manual starting can be demonstrated to be effective.

  • 3 The stored energy shall be maintained at all times, as follows:

    • 1. electrical and hydraulic starting systems shall be maintained from the emergency switchboard;

    • 2. compressed air starting systems may be maintained by the main or auxiliary compressed air receivers through a suitable non-return valve or by an emergency air compressor which, if electrically driven, is supplied from the emergency switchboard;

    • 3. all of these starting, charging and energy storing devices shall be located in the emergency generator space; these devices are not to be used for any purpose other than the operation of the emergency generating set. This does not preclude the supply to the air receiver of the emergency generating set from the main or auxiliary compressed air system through the non-return valve fitted in the emergency generator space.

  • 4.1 Where automatic starting is not required, manual starting is permissible, such as manual cranking, inertia starters, manually charged hydraulic accumulators, or powder charge cartridges, where they can be demonstrated as being effective.

  • 4.2 When manual starting is not practicable, the requirements of paragraphs 2 and 3 shall be complied with except that starting may be manually initiated.

Regulation 45. Precautions against shock, fire and other hazards of electrical origin

(Paragraphs 10 and 11 of this regulation apply to ships constructed on or after 1 January 2007)
  • 1.1 Exposed metal parts of electrical machines or equipment which are not intended to be live but which are liable under fault conditions to become live shall be earthed unless the machines or equipment are:

    • 1. supplied at a voltage not exceeding 50 V direct current or 50 V, root mean square between conductors; auto-transformers shall not be used for the purpose of achieving this voltage; or

    • 2. supplied at a voltage not exceeding 250 V by safety isolating transformers supplying only one consuming device; or

    • 3. constructed in accordance with the principle of double insulation.

  • 1.2 The Administration may require additional precautions for portable electrical equipment for use in confined or exceptionally damp spaces where particular risks due to conductivity may exist.

  • 1.3 All electrical apparatus shall be so constructed and so installed as not to cause injury when handled or touched in the normal manner.

  • 2 Main and emergency switchboards shall be so arranged as to give easy access as may be needed to apparatus and equipment, without danger to personnel. The sides and the rear and, where necessary, the front of switchboards shall be suitably guarded. Exposed live parts having voltages to earth exceeding a voltage to be specified by the Administration shall not be installed on the front of such switchboards. Where necessary, non-conducting mats or gratings shall be provided at the front and rear of the switchboard.

  • 3.1 The hull return system of distribution shall not be used for any purpose in a tanker, or for power, heating, or lighting in any other ship of 1,600 tons gross tonnage and upwards.

  • 3.2 The requirement of paragraph 3.1 does not preclude under conditions approved by the Administration the use of:

    • 1. impressed current cathodic protective systems;

    • 2. limited and locally earthed systems; or

    • 3. insulation level monitoring devices provided the circulation current does not exceed 30 mA under the most unfavourable conditions.

  • 3.2.1 For ships constructed on or after 1 October 1994, the requirement of paragraph 3.1 does not preclude the use of limited and locally earthed systems, provided that any possible resulting current does not flow directly through any dangerous spaces.

  • 3.3 Where the hull return system is used, all final subcircuits, i.e. all circuits fitted after the last protective device, shall be two-wire and special precautions shall be taken to the satisfaction of the Administration.

  • 4.1 Earthed distribution systems shall not be used in a tanker. The Administration may exceptionally permit in a tanker the earthing of the neutral for alternating current power network of 3,000 V (line to line) and over, provided that any possible resulting current does not flow directly through any of the dangerous spaces.

  • 4.2 When a distribution system, whether primary or secondary, for power, heating or lighting, with no connexion to earth is used, a device capable of continuously monitoring the insulation level to earth and of giving an audible or visual indication of abnormally low insulation values shall be provided.

  • 4.3 Ships constructed on or after 1 October 1994, in lieu of the provisions of paragraph 4.1, shall comply with the following requirements:

    • .1 Except as permitted by paragraph 4.3.2, earthed distribution systems shall not be used in a tanker.

    • .2 The requirement of paragraph 4.3.1 does not preclude the use of earthed intrinsically safe circuits and in addition, under conditions approved by the Administration, the use of the following earthed systems:

      • .2.1 power supplied, control circuits and instrumentation circuits where technical or safety reasons preclude the use of a system with no connection to earth, provided the current in the hull is limited to not more than 5 amps in both normal and fault conditions; or

      • .2.2 limited and locally earthed systems, provided that any possible resulting current does not flow directly through any of the dangerous spaces; or

      • .2.3 alternating current power networks of 1,000 V root mean square (line to line) and over, provided that any possible resulting current does not flow directly through any of the dangerous spaces.

  • 5.1 Except as permitted by the Administration in exceptional circumstances, all metal sheaths and armour of cables shall be electrically continuous and shall be earthed.

  • 5.2 All electric cables and wiring external to equipment shall be at least of a flame retardant type and shall be so installed as not to impair their original flame retarding properties. Where necessary for particular applications the Administration may permit the use of special types of cables such as radio frequency cables, which do not comply with the foregoing.

  • 5.3 Cables and wiring serving essential or emergency power, lighting, internal communications or signals shall so far as practicable be routed clear of galleys, laundries, machinery spaces of category A and their casings and other high fire risk areas. In ro-ro passenger ships, cabling for emergency alarms and public address systems installed on or after 1 July 1998 shall be approved by the Administration having regard to the recommendations developed by the Organization. Cables connecting fire pumps to the emergency switchboard shall be of a fire resistant type where they pass through high fire risk areas. Where practicable all such cables should be run in such a manner as to preclude their being rendered unserviceable by heating of the bulkheads that may be caused by a fire in an adjacent space.

  • 5.4 Where cables which are installed in hazardous areas introduce the risk of fire or explosion in the event of an electrical fault in such areas, special precautions against such risks shall be taken to the satisfaction of the Administration.

  • 5.5 Cables and wiring shall be installed and supported in such a manner as to avoid chafing or other damage.

  • 5.6 Terminations and joints in all conductors shall be so made as to retain the original electrical, mechanical, flame retarding and, where necessary, fire resisting properties of the cable.

  • 6.1 Each separate circuit shall be protected against short circuit and against overload, except as permitted in Regulations 29 and 30 or where the Administration may exceptionally otherwise permit.

  • 6.2 The rating or appropriate setting of the overload protective device for each circuit shall be permanently indicated at the location of the protective device.

  • 7 Lighting fittings shall be so arranged as to prevent temperature rises which could damage the cables and wiring, and to prevent surrounding material from becoming excessively hot.

  • 8 All lighting and power circuits terminating in a bunker or cargo space shall be provided with a multiple pole switch outside the space for disconnecting such circuits.

  • 9.1 Accumulator batteries shall be suitably housed, and compartments used primarily for their accommodation shall be properly constructed and efficiently ventilated.

  • 9.2 Electrical or other equipment which may constitute a source of ignition of flammable vapours shall not be permitted in these compartments except as permitted in paragraph 10.

  • 9.3 Accumulator batteries shall not be located in sleeping quarters except where hermetically sealed to the satisfaction of the Administration.

  • 10 No electrical equipment shall be installed in any space where flammable mixtures are liable to collect, e.g. in compartments assigned principally to accumulator batteries, in paint lockers, acetylene stores or similar spaces, unless the Administration is satisfied that such equipment is:

    • .1. essential for operational purposes;

    • .2. of a type which will not ignite the mixture concerned;

    • .3. appropriate to the space concerned; and

    • .4. appropriately certified for safe usage in the dusts, vapours or gases likely to be encountered.

  • 11 In tankers, electrical equipment, cables and wiring shall not be installed in hazardous locations unless it conforms with standards not inferior to those acceptable to the Organization . However, for locations not covered by such standards, electrical equipment, cables and wiring which do not conform to the standards may be installed in hazardous locations based on a risk assessment to the satisfaction of the Administration, to ensure that an equivalent level of safety is assured.

  • 12 In a passenger ship, distribution systems shall be so arranged that fire in any main vertical zone as is defined in Regulation II-2/3.9 will not interfere with services essential for safety in any other such zone. This requirement will be met if main and emergency feeders passing through any such zone are separated both vertically and horizontally as widely as is practicable.

PART E. - ADDITIONAL REQUIREMENTS FOR PERIODICALLY UNATTENDED MACHINERY SPACES

(Part E applies to cargo ships except that Regulation 54 refers to passenger ships)

Regulation 46. General

  • 1 The arrangements provided shall be such as to ensure that the safety of the ship in all sailing conditions, including manoeuvring, is equivalent to that of a ship having the machinery spaces manned.

  • 2 Measures shall be taken to the satisfaction of the Administration to ensure that the equipment is functioning in a reliable manner and that satisfactory arrangements are made for regular inspections and routine tests to ensure continuous reliable operation.

  • 3 Every ship shall be provided with documentary evidence, to the satisfaction of the Administration, of its fitness to operate with periodically unattended machinery spaces.

Regulation 47. Fire precautions

  • 1 Means shall be provided to detect and give alarms at an early stage in case of fires:

    • 1. in boiler air supply casings and exhausts (uptakes); and

    • 2. in scavenging air belts of propulsion machinery,

    unless the Administration considers this to be unnecessary in a particular case.

  • 2 Internal combustion engines of 2250 kW and above or having cylinders of more than 300 mm bore shall be provided with crankcase oil mist detectors or engine bearing temperature monitors or equivalent devices.

Regulation 48. Protection against flooding

  • 1 Bilge wells in periodically unattended machinery spaces shall be located and monitored in such a way that the accumulation of liquids is detected at normal angles of trim and heel, and shall be large enough to accommodate easily the normal drainage during the unattended period.

  • 2 Where the bilge pumps are capable of being started automatically, means shall be provided to indicate when the inflex of liquid is greater than the pump capacity or when the pump is operating more frequently than would normally be expected. In these cases, smaller bilge wells to cover a reasonable period of time may be permitted. Where automatically controlled bilge pumps are provided, special attention shall be given to oil pollution prevention requirements.

  • 3 The location of the controls of any valve serving a sea inlet, a discharge below the water-line or a bilge injection system shall be so sited as to allow adequate time for operation in case of influx of water to the space, having regard to the time likely to be required in order to reach and operate such controls. If the level to which the space could become flooded with the ship in the fully loaded condition so requires, arrangements shall be made to operate the controls from a position above such level.

Regulation 49. Control of propulsion machinery from the navigating bridge

  • 1 Under all sailing conditions, including manoeuvring, the speed, direction of thrust and, if applicable, the pitch of the propeller shall be fully controllable from the navigating bridge.

    • 1.1. Such remote control shall be performed by a single control device for each independent propeller, with automatic performance of all associated services, including, where necessary, means of preventing overload of the propulsion machinery.

    • 1.2. The main propulsion machinery shall be provided with an emergency stopping device on the navigating bridge which shall be independent of the navigating bridge control system.

  • 2 Propulsion machinery orders from the navigating bridge shall be indicated in the main machinery control room or at the propulsion machinery control position as appropriate.

  • 3 Remote control of the propulsion machinery shall be possible only from one location at a time; at such locations interconnected control positions are permitted. At each location there shall be an indicator showing which location is in control of the propulsion machinery. The transfer of control between the navigating bridge and machinery spaces shall be possible only in the main machinery space or in the main machinery control room. The system shall include means to prevent the propelling thrust from altering significantly when transferring control from one location to another.

  • 4 It shall be possible for all machinery essential for the safe operation of the ship to be controlled from a local position, even in the case of failure in any part of the automatic or remote control systems.

  • 5 The design of the remote automatic control system shall be such that in case of its failure an alarm will be given. Unless the Administration considers it impracticable, the preset speed and direction of thrust of the propeller shall be maintained until local control is in operation.

  • 6 Indicators shall be fitted on the navigating bridge for:

    • 1. propeller speed and direction of rotation in the case of fixed pitch propellers; or

    • 2. propeller speed and pitch position in the case of controllable pitch propellers.

  • 7 The number of consecutive automatic attempts which fail to produce a start shall be limited to safeguard sufficient starting air pressure. An alarm shall be provided to indicate low starting air pressure set at a level which still permits starting operations of the propulsion machinery.

Regulation 50. Communication

A reliable means of vocal communication shall be provided between the main machinery control room or the propulsion machinery control position as appropriate, the navigating bridge and the engineer officers' accommodation.

Regulation 51. Alarm system

  • 1 An alarm system shall be provided indicating any fault requiring attention and shall:

    • 1. be capable of sounding an audible alarm in the main machinery control room or at the propulsion machinery control position, and indicate visually each separate alarm function at a suitable position;

    • 2. have a connexion to the engineers' public rooms and to each of the engineers' cabins through a selector switch, to ensure connexion to at least one of those cabins. Administrations may permit equivalent arrangements;

    • 3. activate an audible and visual alarm on the navigating bridge for any situation which requires action by or attention of the officer on watch;

    • 4. as far as is practicable be designed on the fail-to-safety principle; and

    • 5. activate the engineers' alarm required by Regulation 38 if an alarm function has not received attention locally within a limited time.

  • 2.1 The alarm system shall be continuously powered and shall have an automatic change-over to a stand-by power supply in case of loss of normal power supply.

  • 2.2 Failure of the normal power supply of the alarm system shall be indicated by an alarm.

  • 3.1 The alarm system shall be able to indicate at the same time more than one fault and the acceptance of any alarm shall not inhibit another alarm.

  • 3.2 Acceptance at the position referred to in paragraph 1 of any alarm condition shall be indicated at the positions where it was shown. Alarms shall be maintained until they are accepted and the visual indications of individual alarms shall remain until the fault has been corrected, when the alarm system shall automatically reset to the normal operating condition.

Regulation 52. Safety systems

A safety system shall be provided to ensure that serious malfunction in machinery or boiler operations, which presents an immediate danger, shall initiate the automatic shut-down of that part of the plant and that an alarm shall be given. Shut-down of the propulsion system shall not be automatically activated except in cases which could lead to serious damage, complete breakdown, or explosion. Where arrangements for overriding the shut-down of the main propelling machinery are fitted, these shall be such as to preclude inadvertent operation. Visual means shall be provided to indicate when the override has been activated.

Regulation 53. Special requirements for machinery, boiler and electrical installations

  • 1 The special requirements for the machinery, boiler and electrical installations shall be to the satisfaction of the Administration and shall include at least the requirements of this Regulation.

  • 2 The main source of electrical power shall comply with the following:

    • 2.1. Where the electrical power can normally be supplied by one generator, suitable load shedding arrangements shall be provided to ensure the integrity of supplies to services required for propulsion and steering as well as the safety of the ship. In the case of loss of the generator in operation, adequate provision shall be made for automatic starting and connecting to the main switchboard of a stand-by generator of sufficient capacity to permit propulsion and steering and to ensure the safety of the ship with automatic re-starting of essential auxiliaries including, where necessary, sequential operations. The Administration may dispense with this requirement for the ship of less than 1,600 tons gross tonnage, if it is considered impracticable.

    • 2.2. If the electrical power is normally supplied by more than one generator simultaneously in parallel operation, provision shall be made, for instance by load shedding, to ensure that, in case of loss of one of these generating sets, the remaining ones ar kept in operation without overload to permit propulsion and steering, and to ensure the safety of the ship.

  • 3 Where stand-by machines are required for other auxiliary machinery essential to propulsion, automatic change-over devices shall be provided.

  • 4 Automatic control and alarm system

    • 4.1. The control system shall be such that the services needed for the operation of the main propulsion machinery and its auxiliaries are ensured through the necessary automatic arrangements.

    • 4.2. An alarm shall be given on the automatic change-over.

    • 4.3. An alarm system complying with Regulation 51 shall be provided for all important pressures, temperatures and fluid levels and other essential parameters.

    • 4.4. A centralized control position shall be arranged with the necessary alarm panels and instrumentation indicating any alarm.

  • 5 Means shall be provided to keep the starting air pressure at the required level where internal combustion engines are used for main propulsion.

Regulation 54. Special consideration in respect of passenger ships

Passenger ships shall be specially considered by the Administration as to whether or not the machinery spaces may be periodically unattended and if so whether additional requirements to those stipulated in these Regulations are necessary to achieve equivalent safety to that of normally attended machinery spaces.

PART F. ALTERNATIVE DESIGN AND ARRANGEMENTS

Regulation 55. Alternative design and arrangements

  • 1 Purpose

    The purpose of this regulation is to provide a methodology for alternative design and arrangements for machinery and electrical installations.

  • 2 General

    • 2.1. Machinery and electrical installation design and arrangements may deviate from the requirements set out in parts C, D and E, provided that the alternative design and arrangements meet the intent of the requirements concerned and provide an equivalent level of safety to this chapter.

    • 2.2. When alternative design or arrangements deviate from the prescriptive requirements of parts C, D and E, an engineering analysis, evaluation and approval of the design and arrangements shall be carried out in accordance with this regulation.

  • 3 Engineering analysis

    The engineering analysis shall be prepared and submitted to the Administration, based on the guidelines developed by the Organization and shall include, as a minimum, the following elements:

    • .1. determination of the ship type, machinery, electrical installations and space(s) concerned;

    • .2. identification of the prescriptive requirement(s) with which the machinery and electrical installations will not comply;

    • .3. identification of the reason the proposed design will not meet the prescriptive requirements supported by compliance with other recognized engineering or industry standards;

    • .4. determination of the performance criteria for the ship, machinery, electrical installation or the space(s) concerned addressed by the relevant prescriptive requirement(s):

      • .1. performance criteria shall provide a level of safety not inferior to the relevant prescriptive requirements contained in parts C, D and E; and

      • .2. performance criteria shall be quantifiable and measurable;

    • .5. detailed description of the alternative design and arrangements, including a list of the assumptions used in the design and any proposed operational restrictions or conditions;

    • .6. technical justification demonstrating that the alternative design and arrangements meet the safety performance criteria; and

    • .7. risk assessment based on identification of the potential faults and hazards associated with the proposal.

  • 4 Evaluation of the alternative design and arrangements

    • 4.1. The engineering analysis required in paragraph 3 shall be evaluated and approved by the Administration, taking into account the guidelines developed by the Organization.

    • 4.2. A copy of the documentation, as approved by the Administration, indicating that the alternative design and arrangements comply with this regulation, shall be carried on board the ship.

  • 5 Exchange of information

    The Administration shall communicate to the Organization pertinent information concerning alternative design and arrangements approved by them for circulation to all Contracting Governments.

  • 6 Re-evaluation due to change of conditions

    If the assumptions and operational restrictions that were stipulated in the alternative design and arrangements are changed, the engineering analysis shall be carried out under the changed condition and shall be approved by the Administration.

CHAPTER II-2. CONSTRUCTION - PROTECTION, FIRE DETECTION AND FIRE EXTINCTION

PART A. GENERAL

Regulation 1. Application

1 Application

  • 1.1 Unless expressly provided otherwise, this chapter shall apply to ships constructed on or after 1 July 2012.

  • 1.2 For the purpose of this chapter:

    • .1 the expression ships constructed means ships the keels of which are laid or which are at a similar stage of construction;

    • .2 the expression all ships means ships, irrespective of type, constructed before, on or after 1 July 2012; and

    • .3 a cargo ship, whenever built, which is converted to a passenger ship shall be treated as a passenger ship constructed on the date on which such a conversion commences.

  • 1.3 For the purpose of this chapter, the expression a similar stage of construction means the stage at which:

    • .1 construction identifiable with a specific ship begins; and

    • .2 assembly of that ship has commenced comprising at least 50 tonnes or one per cent of the estimated mass of all structural material, whichever is less.

2 Applicable requirements to existing ships

  • 2.1 Unless expressly provided otherwise, for ships constructed before 1 July 2012, the Administration shall ensure that the requirements which are applicable under chapter II-2 of the International Convention for the Safety of Life at Sea, 1974, as amended by resolutions MSC.1(XLV), MSC.6(48), MSC.13(57), MSC.22(59), MSC.24(60), MSC.27(61), MSC.31(63), MSC.57(67), MSC.99(73), MSC.134(76), MSC.194(80), MSC.201(81), MSC.216(82), MSC.256(84), MSC.269(85) and MSC.291(87) are complied with.

  • 2.2 Ships constructed before 1 July 2002 shall also comply with:

    • .1 paragraphs 3, 6.5 and 6.7 as appropriate;

    • .2 regulations 13.3.4.2 to 13.3.4.5, 13.4.3 and Part E, except regulations 16.3.2.2 and 16.3.2.3 thereof, as appropriate, not later than the date of the first survey after 1 July 2002;

    • .3 regulations 10.4.1.3 and 10.6.4 for new installations only;

    • .4 regulation 10.5.6 not later than 1 October 2005 for passenger ships of 2,000 gross tonnage and above; and

    • .5. regulations 5.3.1.3.2 and 5.3.4 to passenger ships not later than the date of the first survey after 1 July 2008.

  • 2.3 Ships constructed on or after 1 July 2002 and before 1 July 2010 shall comply with paragraphs 7.1.1, 7.4.4.2, 7.4.4.3 and 7.5.2.1.2 of regulation 9, as adopted by resolution MSC.99(73).

  • 2.4 The following ships, with cargo spaces intended for the carriage of packaged dangerous goods, shall comply with regulation 19.3, except when carrying dangerous goods specified as classes 6.2 and 7 and dangerous goods in limited quantities and excepted quantities in accordance with tables 19.1 and 19.3, not later than the date of the first renewal survey on or after the 1 January 2011:

    • .1 cargo ships of 500 gross tonnage and upwards and passenger ships constructed on or after 1 September 1984 but before 1 January 2011; and

    • .2 cargo ships of less than 500 gross tonnage constructed on or after 1 February 1992 but before 1 January 2011,

      and notwithstanding these provisions:

    • .3 cargo ships of 500 gross tonnage and upwards and passenger ships constructed on or after 1 September 1984 but before 1 July 1986 need not comply with regulation 19.3.3 provided that they comply with regulation 54.2.3 as adopted by resolution MSC.1(XLV);

    • .4 cargo ships of 500 gross tonnage and upwards and passenger ships constructed on or after 1 July 1986 but before 1 February 1992 need not comply with regulation 19.3.3 provided that they comply with regulation 54.2.3 as adopted by resolution MSC.6(48);

    • .5 cargo ships of 500 gross tonnage and upwards and passenger ships constructed on or after 1 September 1984 but before 1 July 1998 need not comply with regulations 19.3.10.1 and 19.3.10.2; and

    • .6 cargo ships of less than 500 gross tonnage constructed on or after 1 February 1992 but before 1 July 1998 need not comply with regulations 19.3.10.1 and 19.3.10.2.

    • .7 cargo ships of 500 gross tonnage and upwards and passenger ships constructed on or after 1 February 1992 but before 1 July 2002 need not comply with regulation 19.3.3 provided that they comply with regulation 54.2.3 as adopted by resolution MSC.13(57); and

    • .8 cargo ships of 500 gross tonnage and upwards and passenger ships constructed on or after 1 September 1984 but before 1 July 2002 need not comply with regulations 19.3.1, 19.3.5, 19.3.6, 19.3.9, provided that they comply with regulations 54.2.1, 54.2.5, 54.2.6, 54.2.9 as adopted by resolution MSC.1(XLV).

  • 2.5 Ships constructed before 1 July 2012 shall also comply with regulation 10.1.2, as adopted by resolution MSC.338(91).

  • 2.6 Vehicle carriers constructed before 1 January 2016, including those constructed before 1 July 2012, shall comply with paragraph 2.2 of regulation 20-1, as adopted by resolution MSC.365(93).

  • 2.7 Tankers constructed before 1 January 2016, including those constructed before 1 July 2012, shall comply with regulation 16.3.3 except 16.3.3.3.

  • 2.8 Regulations 4.5.5.1.1 and 4.5.5.1.3 apply to ships constructed on or after 1 January 2002 but before 1 January 2016, and regulation 4.5.5.2.1 applies to all ships constructed before 1 January 2016.

3 Repairs, alterations, modifications and outfitting

  • 3.1 All ships which undergo repairs, alterations, modifications and outfitting related thereto shall continue to comply with at least the requirements previously applicable to these ships. Such ships, if constructed before 1 July 2012, shall, as a rule, comply with the requirements for ships constructed on or after that date to at least the same extent as they did before undergoing such repairs, alterations, modifications or outfitting.

  • 3.2 Repairs, alterations and modifications which substantially alter the dimensions of a ship or the passenger accommodation spaces, or substantially increase a ship's service life and outfitting related thereto shall meet the requirements for ships constructed on or after 1 July 2012 in so far as the Administration deems reasonable and practicable.

4 Exemptions

  • 4.1 The Administration may, if it considers that the sheltered nature and conditions of the voyage are such as to render the application of any specific requirements of this chapter unreasonable or unnecessary, exempt from those requirements individual ships or classes of ships entitled to fly the flag of its State, provided that such ships, which, in the course of their voyage, do not sail at distances of more than 20 miles from the nearest land.

  • 4.2 In the case of passenger ships which are employed in special trades for the carriage of large numbers of special trade passengers, such as the pilgrim trade, the Administration, if satisfied that it is impracticable to enforce compliance with the requirements of this chapter, may exempt such ships from those requirements, provided that they comply fully with the provisions of:

    • .1 the rules annexed to the Special Trade Passenger Ships Agreement, 1971; and

    • .2 the rules annexed to the Protocol on Space Requirements for Special Trade Passenger Ships, 1973.

5 Applicable requirements depending on ship type

Unless expressly provided otherwise:

  • .1 requirements not referring to a specific ship type shall apply to ships of all types; and

  • .2 requirements referring to ``tankers" shall apply to tankers subject to the requirements specified in paragraph 6 below.

6 Application of requirements for tankers

  • 6.1 Requirements for tankers in this chapter shall apply to tankers carrying crude oil or petroleum products having a flashpoint not exceeding 60°C (closed cup test), as determined by an approved flashpoint apparatus, and a Reid vapour pressure which is below the atmospheric pressure or other liquid products having a similar fire hazard.

  • 6.2 Where liquid cargoes other than those referred to in paragraph 6.1 or liquefied gases which introduce additional fire hazards are intended to be carried, additional safety measures shall be required, having due regard to the provisions of the International Bulk Chemical Code, as defined in regulation VII/8.1, the Bulk Chemical Code, the International Gas Carrier Code, as defined in regulation VII/11.1, and the Gas Carrier Code, as appropriate.

    • 6.2.1 A liquid cargo with a flashpoint of less than 60°C for which a regular foam firefighting system complying with the Fire Safety Systems Code is not effective, is considered to be a cargo introducing additional fire hazards in this context. The following additional measures are required:

      • .1 the foam shall be of alcohol resistant type;

      • .2 the type of foam concentrates for use in chemical tankers shall be to the satisfaction of the Administration taking into account the guidelines developed by the Organization; and

      • .3 the capacity and application rates of the foam extinguishing system shall comply with chapter 11 of the International Bulk Chemical Code, except that lower application rates may be accepted based on performance tests. For tankers fitted with inert gas systems, a quantity of foam concentrate sufficient for 20 min of foam generation may be accepted.

    • 6.2.2 For the purpose of this regulation, a liquid cargo with a vapour pressure greater than 1.013 bar absolute at 37.8°C is considered to be a cargo introducing additional fire hazards. Ships carrying such substances shall comply with paragraph 15.14 of the International Bulk Chemical Code. When ships operate in restricted areas and at restricted times, the Administration concerned may agree to waive the requirements for refrigeration systems in accordance with paragraph 15.14.3 of the International Bulk Chemical Code.

  • 6.3 Liquid cargoes with a flashpoint exceeding 60°C other than oil products or liquid cargoes subject to the requirements of the International Bulk Chemical Code are considered to constitute a low fire risk, not requiring the protection of a fixed foam extinguishing system.

  • 6.4 Tankers carrying petroleum products with a flashpoint exceeding 60°C (closed cup test), as determined by an approved flashpoint apparatus, shall comply with the requirements provided in regulations 10.2.1.4.4. and 10.10.2.3 and the requirements for cargo ships other than tankers, except that, in lieu of the fixed fire extinguishing system required in regulation 10.7, they shall be fitted with a fixed deck foam system which shall comply with the provisions of the Fire Safety Systems Code.

  • 6.5 Combination carriers constructed before, on or after 1 July 2002 shall not carry cargoes other than oil unless all cargo spaces are empty of oil and gas-freed or unless the arrangements provided in each case have been be approved by the Administration taking into account the guidelines developed by the Organization.

  • 6.6 Chemical tankers and gas carriers shall comply with the requirements for tankers, except where alternative and supplementary arrangements are provided to the satisfaction of the Administration, having due regard to the provisions of the International Bulk Chemical Code and the International Gas Carrier Code, as appropriate.

  • 6.7 The requirements of regulations 4.5.10.1.1 and 4.5.10.1.4, and a system for continuous monitoring of the concentration of hydrocarbon gases shall be fitted on all tankers constructed before 1 July 2002 by the date of the first scheduled dry-docking after 1 July 2002, but not later than 1 July 2005. Sampling points or detector heads shall be located in suitable positions in order that potentially dangerous leakages are readily detected. When the hydrocarbon gas concentration reaches a pre-set level which shall not be higher than 10% of the lower flammable limit, a continuous audible and visual alarm signal shall be automatically effected in the pump-room and cargo control room to alert personnel to the potential hazard. However, existing monitoring systems already fitted having a pre-set level not greater than 30% of the lower flammable limit may be accepted.

Regulation 2. Fire safety objectives and functional requirements

1 Fire safety objectives

  • 1.1 The fire safety objectives of this chapter are to:

    • .1 prevent the occurrence of fire and explosion;

    • .2 reduce the risk to life caused by fire;

    • .3 reduce the risk of damage caused by fire to the ship, its cargo and the environment;

    • .4 contain, control and suppress fire and explosion in the compartment of origin; and

    • .5 provide adequate and readily accessible means of escape for passengers and crew.

2. Functional requirements

  • 2.1 In order to achieve the fire safety objectives set out in paragraph 1, the following functional requirements are embodied in the regulations of this chapter as appropriate:

    • .1 division of the ship into main vertical and horizontal zones by thermal and structural boundaries;

    • .2 separation of accommodation spaces from the remainder of the ship by thermal and structural boundaries;

    • .3 restricted use of combustible materials;

    • .4 detection of any fire in the zone of origin;

    • .5 containment and extinction of any fire in the space of origin;

    • .6 protection of means of escape and access for fire-fighting;

    • .7 ready availability of fire-extinguishing appliances; and

    • .8 minimization of possibility of ignition of flammable cargo vapour.

3 Achievement of the fire safety objectives

The fire safety objectives set out in paragraph 1 above shall be achieved by ensuring compliance with the prescriptive requirements specified in parts B, C, D, E or G, or by alternative design and arrangements which comply with Part F. A ship shall be considered to meet the functional requirements set out in paragraph 2 and to achieve the fire safety objectives set out in paragraph 1 when either:

  • .1 the ship's design and arrangements, as a whole, comply with the relevant prescriptive requirements in parts B, C, D, E or G;

  • .2 the ship's design and arrangements, as a whole, have been reviewed and approved in accordance with part F; or

  • .3 part(s) of the ship's design and arrangements have been reviewed and approved in accordance with part F and the remaining parts of the ship comply with the relevant prescriptive requirements in parts B, C, D, E or G.

Regulation 3. Definitions

For the purpose of this Chapter, unless expressly provided otherwise:

  • 1 Accommodation spaces are those spaces used for public spaces, corridors, lavatories, cabins, offices, hospitals, cinemas, game and hobby rooms, barber shops, pantries containing no cooking appliances and similar spaces;

  • 2 “A” class divisions are those divisions formed by bulkheads and decks which comply with the following criteria:

    • .1 they are constructed of steel or other equivalent material;

    • .2 they are suitably stiffened;

    • .3 they are insulated with approved non-combustible materials such that the average temperature of the unexposed side will not rise more than 140°C above the original temperature, nor will the temperature, at any one point, including any joint, rise more than 180°C above the original temperature, within the time listed below: class “A-60” 60 min class “A-30” 30 min class “A-15” 15 min class “A-0” 0 min

    • .4 they are constructed as to be capable of preventing the passage of smoke and flame to the end of the one-hour standard fire test; and

    • .5 the Administration required a test of a prototype bulkhead or deck in accordance with the Fire Test Procedures Code to ensure that it meets the above requirements for integrity and temperature rise.

  • 3 Atriums are public spaces within a single main vertical zone spanning three or more open decks.

  • 4 “B” class divisions are those divisions formed by bulkheads, decks, ceilings or linings which comply with the following criteria:

    • .1 they are constructed of approved non-combustible materials and all materials used in the construction and erection of “B” class divisions are non-combustible, with the exception that combustible veneers may be permitted provided they meet other appropriate requirements of this chapter;

    • .2 they have an insulation value such that the average temperature of the unexposed side will not rise more than 140°C above the original temperature, nor will the temperature at any one point, including any joint, rise more than 225°C above the original temperature, within the time listed below: class “B-15” 15 min class “B-0” 0 min

    • .3 they are constructed as to be capable of preventing the passage of flame to the end of the first half hour of the standard fire test; and

    • .4 the Administration has required a test of a prototype division in accordance with the Fire Test Procedures Code to ensure that it meets the above requirements for integrity and temperature rise.

  • 5 Bulkhead deck is the uppermost deck up to which the transverse watertight bulkheads are carried.

  • 6 Cargo area is that part of the ship that contains cargo holds, cargo tanks, slop tanks and cargo pump-rooms including pump-rooms, cofferdams, ballast and void spaces adjacent to cargo tanks and also deck areas throughout the entire length and breadth of the part of the ship over the aforementioned spaces.

  • 7 Cargo ship is a ship as defined in regulation I/2(g).

  • 8 Cargo spaces are spaces used for cargo, cargo oil tanks, tanks for other liquid cargo and trunks to such spaces.

  • 9 Central control station is a control station in which the following control and indicator functions are centralized:

    • .1 fixed fire detection and fire alarm systems;

    • .2 automatic sprinkler, fire detection and fire alarm systems;

    • .3 fire door indicator panels;

    • .4 fire door closure;

    • .5 watertight door indicator panels;

    • .6 watertight door closures;

    • .7 ventilation fans;

    • .8 general/fire alarms;

    • .9 communication systems including telephones; and

    • .10 microphones to public address systems.

  • 10 “C” class divisions are divisions constructed of approved non-combustible materials. They need meet neither requirements relative to the passage of smoke and flame nor limitations relative to the temperature rise. Combustible veneers are permitted provided they meet the requirements of this chapter.

  • 11 Chemical tanker is a cargo ship constructed or adapted and used for the carriage in bulk of any liquid product of a flammable nature listed in chapter 17 of the International Bulk Chemical Code, as defined in regulation VII/8.1.

  • 12 Closed ro-ro spaces are ro-ro spaces which are neither open ro-ro spaces nor weather decks.

  • 13 Closed vehicle spaces are vehicle spaces which are neither open vehicle spaces nor weather decks.

  • 14 Combination carrier is a cargo ship designed to carry both oil and solid cargoes in bulk.

  • 15 Combustible material is any material other than a non-combustible material.

  • 16 Continuous “B” class ceilings or linings are those “B” class ceilings or linings which terminate at an “A” or “B” class division.

  • 17 Continuously manned central control station is a central control station which is continuously manned by a responsible member of the crew.

  • 18 Control stations are those spaces in which the ship's radio or main navigating equipment or the emergency source of power is located or where the fire recording or fire control equipment is centralized. Spaces where the fire recording or fire control equipment is centralized are also considered to be a fire control station.

  • 19 Crude oil is any oil occurring naturally in the earth whether or not treated to render it suitable for transportation and includes crude oil where certain distillate fractions may have been removed from or added to.

  • 20 Dangerous goods are those goods referred to in the IMDG Code, as defined in regulation VII/1.1.

  • 21 Deadweight is the difference in tonnes between the displacement of a ship in water of a specific gravity of 1.025 at the load waterline corresponding to the assigned summer freeboard and the lightweight of the ship.

  • 22 Fire Safety Systems Code means the International Code for Fire Safety Systems as adopted by the Maritime Safety Committee of the Organization by resolution MSC.98(73), as may be amended by the Organization, provided that such amendments are adopted, brought into force and take effect in accordance with the provisions of article VIII of the present Convention concerning the amendment procedures applicable to the annex other than chapter I thereof.

  • 23 Fire Test Procedures Code means the International Code for Application of Fire Test Procedures, 2010 (2010 FTP Code) as adopted by the Maritime Safety Committee of the Organization by resolution MSC.307(88), as may be amended by the Organization, provided that such amendments are adopted, brought into force and take effect in accordance with the provisions of article VIII of the present Convention concerning the amendment procedures applicable to the Annex other than chapter I.

  • 24 Flashpoint is the temperature in degrees Celsius (closed cup test) at which a product will give off enough flammable vapour to be ignited, as determined by an approved flashpoint apparatus.

  • 25 Gas carrier is a cargo ship constructed or adapted and used for the carriage in bulk of any liquefied gas or other products of a flammable nature listed in chapter 19 of the International Gas Carrier Code, as defined in regulation VII/11.1.

  • 26 Helideck is a purpose-built helicopter landing area located on a ship including all structure, fire-fighting appliances and other equipment necessary for the safe operation of helicopters.

  • 27 Helicopter facility is a helideck including any refuelling and hangar facilities.

  • 28 Lightweight is the displacement of a ship in tonnes without cargo, fuel, lubricating oil, ballast water, fresh water and feedwater in tanks, consumable stores, and passengers and crew and their effects.

  • 29 Low flame-spread means that the surface thus described will adequately restrict the spread of flame, this being determined in accordance with the Fire Test Procedures Code.

  • 30 Machinery spaces are machinery spaces of category A and other spaces containing propulsion machinery, boilers, oil fuel units, steam and internal combustion engines, generators and major electrical machinery, oil filling stations, refrigerating, stabilizing, ventilation and air conditioning machinery, and similar spaces, and trunks to such spaces.

  • 31 Machinery spaces of category A are those spaces and trunks to such spaces which contain either:

    • .1 internal combustion machinery used for main propulsion;

    • .2 internal combustion machinery used for purposes other than main propulsion where such machinery has in the aggregate a total power output of not less than 375 kW; or

    • .3 any oil-fired boiler or oil fuel unit, or any oil-fired equipment other than boilers, such as inert gas generators, incinerators, etc.

  • 32 Main vertical zones are those sections into which the hull, superstructure and deckhouses are divided by “A” class divisions, the mean length and width of which on any deck does not in general exceed 40 m.

  • 33 Non-combustible material is a material which neither burns nor gives off flammable vapours in sufficient quantity for self-ignition when heated to approximately 750°C, this being determined in accordance with the Fire Test Procedures Code.

    Main vertical zones are those sections into which the hull, superstructure and deckhouses are divided by “A” class divisions, the mean length and width of which on any deck does not in general exceed 40 m.

  • 34 Oil fuel unit is the equipment used for the preparation of oil fuel for delivery to an oilfired boiler, or equipment used for the preparation for delivery of heated oil to an internal combustion engine, and includes any oil pressure pumps, filters and heaters dealing with oil at a pressure of more than 0.18 N/mm2.

  • 35 Open ro-ro spaces are those ro-ro spaces that are either open at both ends or have an opening at one end, and are provided with adequate natural ventilation effective over their entire length through permanent openings distributed in the side plating or deckhead or from above, having a total area of at least 10% of the total area of the space sides.

  • 36 Open vehicle spaces are those vehicle spaces either open at both ends, or have an opening at one end and are provided with adequate natural ventilation effective over their entire length through permanent openings distributed in the side plating or deckhead or from above, having a total area of at least 10% of the total area of the space sides.

  • 37 Passenger ship is a ship as defined in regulation I/2(f).

  • 38 Prescriptive requirements means the construction characteristics, limiting dimensions, or fire safety systems specified in parts B, C, D, E or G.

  • 39 Public spaces are those portions of the accommodation which are used for halls, dining rooms, lounges and similar permanently enclosed spaces.

  • 40 Rooms containing furniture and furnishings of restricted fire risk, for the purpose of Regulation 9, are those rooms containing furniture and furnishings of restricted fire risk (whether cabins, public spaces, offices or other types of accommodation) in which:

    • .1 case furniture such as desks, wardrobes, dressing tables, bureaux, dressers, are constructed entirely of approved non-combustible materials, except that a combustible veneer not exceeding 2 mm may be used on the working surface of such articles;

    • .2 free-standing furniture such as chairs, sofas, tables, are constructed with frames of non-combustible materials;

    • .3 draperies, curtains and other suspended textile materials have qualities of resistance to the propagation of flame not inferior to those of wool having a mass of mass 0.8 kg/m2, this being determined in accordance with the Fire Test Procedures Code;

    • .4 floor coverings have low flame-spread characteristics;

    • .5 exposed surfaces of bulkheads, linings and ceilings have low flame-spread characteristics;

    • .6 upholstered furniture has qualities of resistance to the ignition and propagation of flame, this being determined in accordance with the Fire Test Procedures Code; and

    • .7 bedding components have qualities of resistance to the ignition and propagation of flame, this being determined in accordance with the Fire Test Procedures Code.

  • 41 Ro-ro spaces are spaces not normally subdivided in any way and normally extending to either a substantial length or the entire length of the ship in which motor vehicles with fuel in their tanks for their own propulsion and/or goods (packaged or in bulk, in or on rail or road cars, vehicles (including road or rail tankers), trailers, containers, pallets, demountable tanks or in or on similar stowage units or other receptacles) can be loaded and unloaded normally in a horizontal direction.

  • 42 Ro-ro passenger ship means a passenger ship with ro-ro spaces or special category spaces.

  • 43 Steel or other equivalent material means any non-combustible material which, by itself or due to insulation provided, has structural and integrity properties equivalent to steel at the end of the applicable exposure to the standard fire test (e.g. aluminium alloy with appropriate insulation).

  • 44 Sauna is a hot room with temperatures normally varying between 80°-120°C where the heat is provided by a hot surface (e.g. by an electrically-heated oven). The hot room may also include the space where the oven is located and adjacent bathrooms.

  • 45 Service spaces are those spaces used for galleys, pantries containing cooking appliances, lockers, mail and specie rooms, storerooms, workshops other than those forming part of the machinery spaces, and similar spaces and trunks to such spaces.

  • 46 Special category spaces are those enclosed vehicle spaces above and below the bulkhead deck, into and from which vehicles can be driven and to which passengers have access. Special category spaces may be accommodated on more than one deck provided that the total overall clear height for vehicles does not exceed 10 m.

  • 47 A standard fire test is a test in which specimens of the relevant bulkheads or decks are exposed in a test furnace to temperatures corresponding approximately to the standard time-temperature curve in accordance with the test method specified in the Fire Test Procedures Code.

  • 48 Tanker is a ship as defined in regulation I/2(h).

  • 49 Vehicle spaces are cargo spaces intended for carriage of motor vehicles with fuel in their tanks for their own propulsion.

  • 50 Weather deck is a deck which is completely exposed to the weather from above and from at least two sides.

  • 51 Safe area in the context of a casualty is, from the perspective of habitability, any area(s) which is not flooded or which is outside the main vertical zone(s) in which a fire has occurred such that it can safely accommodate all persons onboard to protect them from hazards to life or health and provide them with basic services.

  • 52 Safety centre is a control station dedicated to the management of emergency situations. Safety systems’ operation, control and/or monitoring are an integral part of the safety centre.

  • 53 Cabin balcony is an open deck space which is provided for the exclusive use of the occupants of a single cabin and has direct access from such a cabin.

  • 54 Fire damper is, for the purpose of implementing regulation 9.7 adopted by resolution MSC.365(93), as may be amended, a device installed in a ventilation duct, which under normal conditions remains open allowing flow in the duct, and is closed during a fire, preventing the flow in the duct to restrict the passage of fire. In using the above definition the following terms may be associated:

    • .1 automatic fire damper is a fire damper that closes independently in response to exposure to fire products;

    • .2 manual fire damper is a fire damper that is intended to be opened or closed by the crew by hand at the damper itself; and

    • .3 remotely operated fire damper is a fire damper that is closed by the crew through a control located at a distance away from the controlled damper.

  • 55 Smoke damper is, for the purpose of implementing regulation 9.7 adopted by resolution MSC.365(93), as may be amended, a device installed in a ventilation duct, which under normal conditions remains open allowing flow in the duct, and is closed during a fire, preventing the flow in the duct to restrict the passage of smoke and hot gases. A smoke damper is not expected to contribute to the integrity of a fire rated division penetrated by a ventilation duct. In using the above definition the following terms may be associated:

    • .1 automatic smoke damper is a smoke damper that closes independently in response to exposure to smoke or hot gases;

    • .2 manual smoke damper is a smoke damper intended to be opened or closed by the crew by hand at the damper itself; and

    • .3 remotely operated smoke damper is a smoke damper that is closed by the crew through a control located at a distance away from the controlled damper.

  • 56 Vehicle carrier means a cargo ship with multi deck ro-ro spaces designed for the carriage of empty cars and trucks as cargo.

PART B. PREVENTION OF FIRE AND EXPLOSION

Regulation 4. Probability of ignition

1 Purpose

The purpose of this regulation is to prevent the ignition of combustible materials or flammable liquids. For this purpose, the following functional requirements shall be met:

  • .1 means shall be provided to control leaks of flammable liquids;

  • .2 means shall be provided to limit the accumulation of flammable vapours;

  • .3 the ignitability of combustible materials shall be restricted;

  • .4 ignition sources shall be restricted;

  • .5 ignition sources shall be separated from combustible materials and flammable liquids; and

  • .6 the atmosphere in cargo tanks shall be maintained out of the explosive range.

2 Arrangements for oil fuel, lubrication oil and other flammable oils

  • 2.1 Limitations in the use of oils as fuel

    The following limitations shall apply to the use of oil as fuel:

    • .1 except as otherwise permitted by this paragraph, no oil fuel with a flashpoint of less than 60°C shall be used;

    • .2 in emergency generators oil fuel with a flashpoint of not less than 43°C may be used;

    • .3 the use of oil fuel having a flashpoint of less than 60°C but not less than 43°C may be permitted (e.g., for feeding the emergency fire pump's engines and the auxiliary machines which are not located in the machinery spaces of category A) subject to the following:

      • .3.1 fuel oil tanks except those arranged in double bottom compartments shall be located outside of machinery spaces of category A;

      • .3.2 provisions for the measurement of oil temperature are provided on the suction pipe of the oil fuel pump;

      • .3.3 stop valves and/or cocks are provided on the inlet side and outlet side of the oil fuel strainers; and

      • .3.4 pipe joints of welded construction or of circular cone type or spherical type union joint are applied as much as possible; and

    • .4 in cargo ships the use of fuel having a lower flashpoint than otherwise specified in paragraph 2.1, for example crude oil, may be permitted provided that such fuel is not stored in any machinery space and subject to the approval by the Administration of the complete installation.

  • 2.2 Arrangements for oil fuel

    In a ship in which oil fuel is used, the arrangements for the storage, distribution and utilization of the oil fuel shall be such as to ensure the safety of the ship and persons on board and shall at least comply with the following provisions.

    • 2.2.1 Location of oil fuel systems

      As far as practicable, parts of the oil fuel system containing heated oil under pressure exceeding 0.18 N/mm2 shall not be placed in a concealed position such that defects and leakage cannot readily be observed. The machinery spaces in way of such parts of the oil fuel system shall be adequately illuminated.

    • 2.2.2 Ventilation of machinery spaces

      The ventilation of machinery spaces shall be sufficient under normal conditions to prevent accumulation of oil vapour.

    • 2.2.3 Oil fuel tanks

      • 2.2.3.1 Fuel oil, lubrication oil and other flammable oils shall not be carried in forepeak tanks.

      • 2.2.3.2 As far as practicable, oil fuel tanks shall be part of the ship's structure and shall be located outside machinery spaces of category A. Where oil fuel tanks, other than double bottom tanks, are necessarily located adjacent to or within machinery spaces of category A, at least one of their vertical sides shall be contiguous to the machinery space boundaries, and shall preferably have a common boundary with the double bottom tanks, and the area of the tank boundary common with the machinery spaces shall be kept to a minimum. Where such tanks are situated within the boundaries of machinery spaces of category A they shall not contain oil fuel having a flashpoint of less than 60°C. In general, the use of free-standing oil fuel tanks shall be avoided. When such tanks are employed their use shall be prohibited in category A machinery spaces on passenger ships. Where permitted, they shall be placed in an oil-tight spill tray of ample size having a suitable drain pipe leading to a suitably sized spill oil tank.

      • 2.2.3.3 No oil fuel tank shall be situated where spillage or leakage therefrom can constitute a fire or explosion hazard by falling on heated surfaces.

      • 2.2.3.4 Oil fuel pipes, which, if damaged, would allow oil to escape from a storage, settling or daily service tank having a capacity of 500 l and above situated above the double bottom, shall be fitted with a cock or valve directly on the tank capable of being closed from a safe position outside the space concerned in the event of a fire occurring in the space in which such tanks are situated. In the special case of deep tanks situated in any shaft or pipe tunnel or similar space, valves on the tank shall be fitted, but control in the event of fire may be effected by means of an additional valve on the pipe or pipes outside the tunnel or similar space. If such an additional valve is fitted in the machinery space it shall be operated from a position outside this space. The controls for remote operation of the valve for the emergency generator fuel tank shall be in a separate location from the controls for remote operation of other valves for tanks located in machinery spaces.

      • 2.2.3.5 Safe and efficient means of ascertaining the amount of oil fuel contained in any oil fuel tank shall be provided.

        • 2.2.3.5.1 Where sounding pipes are used, they shall not terminate in any space where the risk of ignition of spillage from the sounding pipe might arise. In particular, they shall not terminate in passenger or crew spaces. As a general rule, they shall not terminate in machinery spaces. However, where the Administration considers that these latter requirements are impracticable, it may permit termination of sounding pipes in machinery spaces on condition that all of the following requirements are met:

          • .1 an oil-level gauge is provided meeting the requirements of paragraph 2.2.3.5.2;

          • .2 the sounding pipes terminate in locations remote from ignition hazards unless precautions are taken, such as the fitting of effective screens, to prevent the oil fuel in the case of spillage through the terminations of the sounding pipes from coming into contact with a source of ignition; and

          • .3 the termination of sounding pipes are fitted with self-closing blanking devices and with a small-diameter self-closing control cock located below the blanking device for the purpose of ascertaining before the blanking device is opened that oil fuel is not present. Provisions shall be made so as to ensure that any spillage of oil fuel through the control cock involves no ignition hazard.

        • 2.2.3.5.2 Other oil-level gauges may be used in place of sounding pipes subject to the following conditions:

          • .1 in passenger ships, such gauges shall not require penetration below the top of the tank and their failure or overfilling of the tanks shall not permit release of fuel; and

          • .2 in cargo ships, the failure of such gauges or overfilling of the tank shall not permit release of fuel into the space. The use of cylindrical gauge glasses is prohibited. The Administration may permit the use of oil-level gauges with flat glasses and self-closing valves between the gauges and fuel tanks.

        • 2.2.3.5.3 The means prescribed in paragraph 2.2.3.5.2 which are acceptable to the Administration shall be maintained in the proper condition to ensure their continued accurate functioning in service.

    • 2.2.4 Prevention of overpressure

      Provisions shall be made to prevent overpressure in any oil tank or in any part of the oil fuel system, including the filling pipes served by pumps on board. Air and overflow pipes and relief valves shall discharge to a position where there is no risk of fire or explosion from the emergence of oils and vapour and shall not lead into crew spaces, passenger spaces nor into special category spaces, closed ro-ro spaces, machinery spaces or similar spaces.

    • 2.2.5 Oil fuel piping

      • 2.2.5.1 Oil fuel pipes and their valves and fittings shall be of steel or other approved material, except that restricted use of flexible pipes shall be permissible in positions where the Administration is satisfied that they are necessary. Such flexible pipes and end attachments shall be of approved fire-resisting materials of adequate strength and shall be constructed to the satisfaction of the Administration. For valves, fitted to oil fuel tanks and which are under static pressure, steel or spheroidal-graphite cast iron may be accepted. However, ordinary cast iron valves may be used in piping systems where the design pressure is lower than 7 bar and the design temperature is below 60°C.

      • 2.2.5.2 External high-pressure fuel delivery lines between the high-pressure fuel pumps and fuel injectors shall be protected with a jacketed piping system capable of containing fuel from a high-pressure line failure. A jacketed pipe incorporates an outer pipe into which the high-pressure fuel pipe is placed, forming a permanent assembly. The jacketed piping system shall include a means for collection of leakages and arrangements shall be provided with an alarm in case of a fuel line failure.

      • 2.2.5.3 Oil fuel lines shall not be located immediately above or near units of high temperature including boilers, steam pipelines, exhaust manifolds, silencers or other equipment required to be insulated by paragraph 2.2.6. As far as practicable, oil fuel lines shall be arranged far apart from hot surfaces, electrical installations or other sources of ignition and shall be screened or otherwise suitably protected to avoid oil spray or oil leakage onto the sources of ignition. The number of joints in such piping systems shall be kept to a minimum.

      • 2.2.5.4 Components of a diesel engine fuel system shall be designed considering the maximum peak pressure which will be experienced in service, including any high pressure pulses which are generated and transmitted back into the fuel supply and spill lines by the action of fuel injection pumps. Connections within the fuel supply and spill lines shall be constructed having regard to their ability to prevent pressurized oil fuel leaks while in service and after maintenance.

      • 2.2.5.5 In multi-engine installations which are supplied from the same fuel source, means of isolating the fuel supply and spill piping to individual engines, shall be provided. The means of isolation shall not affect the operation of the other engines and shall be operable from a position not rendered inaccessible by a fire on any of the engines.

      • 2.2.5.6 Where the Administration may permit the conveying of oil and combustible liquids through accommodation and service spaces, the pipes conveying oil or combustible liquids shall be of a material approved by the Administration having regard to the fire risk.

    • 2.2.6 Protection of high temperature surfaces

      • 2.2.6.1 Surfaces with temperatures above 220°C which may be impinged as a result of a fuel system failure shall be properly insulated.

      • 2.2.6.2 Precautions shall be taken to prevent any oil that may escape under pressure from any pump, filter or heater from coming into contact with heated surfaces.

  • 2.3 Arrangements for lubricating oil

    • 2.3.1 The arrangements for the storage, distribution and utilization of oil used in pressure lubrication systems shall be such as to ensure the safety of the ship and persons on board. The arrangements made in machinery spaces of category A, and whenever practicable in other machinery spaces, shall at least comply with the provisions of paragraphs 2.2.1, 2.2.3.3, 2.2.3.4, 2.2.3.5, 2.2.4, 2.2.5.1, 2.2.5.3 and 2.2.6, except that:

      • .1 this does not preclude the use of sight-flow glasses in lubricating systems provided that they are shown by testing to have a suitable degree of fire resistance; and

      • .2 sounding pipes may be authorized in machinery spaces; however, the requirements of paragraphs 2.2.3.5.1.1 and 2.2.3.5.1.3 need not be applied on condition that the sounding pipes are fitted with appropriate means of closure.

    • 2.3.2 The provisions of paragraph 2.2.3.4 shall also apply to lubricating oil tanks except those having a capacity less than 500 l, storage tanks on which valves are closed during the normal operation mode of the ship, or where it is determined that an unintended operation of a quick closing valve on the oil lubricating tank would endanger the safe operation of the main propulsion and essential auxiliary machinery.

  • 2.4 Arrangements for other flammable oils

    The arrangements for the storage, distribution and utilization of other flammable oils employed under pressure in power transmission systems, control and activating systems and heating systems shall be such as to ensure the safety of the ship and persons on board. Suitable oil collecting arrangements for leaks shall be fitted below hydraulic valves and cylinders. In locations where means of ignition are present, such arrangements shall at least comply with the provisions of paragraphs 2.2.3.3, 2.2.3.5, 2.2.5.3 and 2.2.6 and with the provisions of paragraphs 2.2.4 and 2.2.5.1 in respect of strength and construction.

  • 2.5 Arrangements for oil fuel in periodically unattended machinery spaces

    In addition to the requirements of paragraphs 2.1 to 2.4, the oil fuel and lubricating oil systems in a periodically unattended machinery space shall comply with the following:

    • .1 where daily service oil fuel tanks are filled automatically, or by remote control, means shall be provided to prevent overflow spillages. Other equipment which treats flammable liquids automatically (e.g. oil fuel purifiers) which, whenever practicable, shall be installed in a special space reserved for purifiers and their heaters, shall have arrangements to prevent overflow spillages; and

    • .2 where daily service oil fuel tanks or settling tanks are fitted with heating arrangements, a high temperature alarm shall be provided if the flashpoint of the oil fuel can be exceeded.

3 Arrangements for gaseous fuel for domestic purpose

Gaseous fuel systems used for domestic purposes shall be approved by the Administration. Storage of gas bottles shall be located on the open deck or in a well ventilated space which opens only to the open deck.

4 Miscellaneous items of ignition sources and ignitability

  • 4.1 Electric radiators

    Electric radiators, if used, shall be fixed in position and so constructed as to reduce fire risks to a minimum. No such radiators shall be fitted with an element so exposed that clothing, curtains, or other similar materials can be scorched or set on fire by heat from the element.

  • 4.2 Waste receptacles

    Waste receptacles shall be constructed of non-combustible materials with no openings in the sides or bottom.

  • 4.3 Insulation surfaces protected against oil penetration

    In spaces where penetration of oil products is possible, the surface of insulation shall be impervious to oil or oil vapours.

  • 4.4 Primary deck coverings

    Primary deck coverings, if applied within accommodation and service spaces and control stations, or if applied on cabin balconies of passenger ships constructed on or after 1 July 2008, shall be of approved material which will not readily ignite, this being determined in accordance with the Fire Test Procedures Code.

5 Cargo areas of tankers

  • 5.1 Separation of cargo oil tanks

    • 5.1.1 Cargo pump-rooms, cargo tanks, slop tanks and cofferdams shall be positioned forward of machinery spaces. However, oil fuel bunker tanks need not be forward of machinery spaces. Cargo tanks and slop tanks shall be isolated from machinery spaces by cofferdams, cargo pump-rooms, oil bunker tanks or ballast tanks. Pump-rooms containing pumps and their accessories for ballasting those spaces situated adjacent to cargo tanks and slop tanks and pumps for oil fuel transfer, shall be considered as equivalent to a cargo pump-room within the context of this regulation provided that such pump-rooms have the same safety standard as that required for cargo pump-rooms. Pump-rooms intended solely for ballast or oil fuel transfer, however, need not comply with the requirements of regulation 10.9. The lower portion of the pump-room may be recessed into machinery spaces of category A to accommodate pumps, provided that the deck head of the recess is in general not more than one third of the moulded depth above the keel, except that in the case of ships of not more than 25,000 tonnes deadweight, where it can be demonstrated that for reasons of access and satisfactory piping arrangements this is impracticable, the Administration may permit a recess in excess of such height, but not exceeding one half of the moulded depth above the keel.

    • 5.1.2 Main cargo control stations, control stations, accommodation and service spaces (excluding isolated cargo handling gear lockers) shall be positioned aft of cargo tanks, slop tanks, and spaces which isolate cargo or slop tanks from machinery spaces, but not necessarily aft of the oil fuel bunker tanks and ballast tanks, and shall be arranged in such a way that a single failure of a deck or bulkhead shall not permit the entry of gas or fumes from the cargo tanks into an accommodation space, main cargo control stations, control station, or service spaces. A recess provided in accordance with paragraph 5.1.1 need not be taken into account when the position of these spaces is being determined.

    • 5.1.3 However, where deemed necessary, the Administration may permit main cargo control stations, control stations, accommodation and service spaces forward of the cargo tanks, slop tanks and spaces which isolate cargo and slop tanks from machinery spaces, but not necessarily forward of oil fuel bunker tanks or ballast tanks. Machinery spaces, other than those of category A, may be permitted forward of the cargo tanks and slop tanks provided they are isolated from the cargo tanks and slop tanks by cofferdams, cargo pump-rooms, oil fuel bunker tanks or ballast tanks, and have at least one portable fire extinguisher. In cases where they contain internal combustion machinery, one approved foam-type extinguisher of at least 45 l capacity or equivalent shall be arranged in addition to portable fire extinguishers. If operation of a semi-portable fire extinguisher is impracticable, this fire extinguisher may be replaced by two additional portable fire extinguishers. Accommodation spaces, main cargo control spaces, control stations and service spaces shall be arranged in such a way that a single failure of a deck or bulkhead shall not permit the entry of gas or fumes from the cargo tanks into such spaces. In addition, where deemed necessary for the safety or navigation of the ship, the Administration may permit machinery spaces containing internal combustion machinery not being main propulsion machinery having an output greater than 375 kW to be located forward of the cargo area provided the arrangements are in accordance with the provisions of this paragraph.

    • 5.1.4 In combination carriers only:

      • .1 The slop tanks shall be surrounded by cofferdams except where the boundaries of the slop tanks are part of the hull, main cargo deck, cargo pump-room bulkhead or oil fuel bunker tank. These cofferdams shall not be open to a double bottom, pipe tunnel, pump-room or other enclosed space, nor shall they be used for cargo or ballast and shall not be connected to piping systems serving oil cargo or ballast. Means shall be provided for filling the cofferdams with water and for draining them. Where the boundary of a slop tank is part of the cargo pump-room bulkhead, the pump-room shall not be open to the double bottom, pipe tunnel or other enclosed space; however, openings provided with gastight bolted covers may be permitted;

      • .2 Means shall be provided for isolating the piping connecting the pump-room with the slop tanks referred to in paragraph 5.1.4.1. The means of isolation shall consist of a valve followed by a spectacle flange or a spool piece with appropriate blank flanges. This arrangement shall be located adjacent to the slop tanks, but where this is unreasonable or impracticable, it may be located within the pump-room directly after the piping penetrates the bulkhead. A separate permanently installed pumping and piping arrangement incorporating a manifold, provided with a shut-off valve and a blank flange, shall be provided for discharging the contents of the slop tanks directly to the open deck for disposal to shore reception facilities when the ship is in the dry cargo mode. When the transfer system is used for slop transfer in the dry cargo mode, it shall have no connection to other systems. Separation from other systems by means of removal of spool pieces may be accepted;

      • .3 Hatches and tank cleaning openings to slop tanks shall only be permitted on the open deck and shall be fitted with closing arrangements. Except where they consist of bolted plates with bolts at watertight spacing, these closing arrangements shall be provided with locking arrangements under the control of the responsible ship's officer; and

      • .4 Where cargo wing tanks are provided, cargo oil lines below deck shall be installed inside these tanks. However, the Administration may permit cargo oil lines to be placed in special ducts provided they are capable of being adequately cleaned and ventilated to the satisfaction of the Administration. Where cargo wing tanks are not provided, cargo oil lines below deck shall be placed in special ducts.

    • 5.1.5 Where the fitting of a navigation position above the cargo area is shown to be necessary, it shall be for navigation purposes only and it shall be separated from the cargo tank deck by means of an open space with a height of at least 2 m. The fire protection requirements for such a navigation position shall be that required for control stations, as specified in regulation 9.2.4.2 and other provisions for tankers, as applicable.

    • 5.1.6 Means shall be provided to keep deck spills away from the accommodation and service areas. This may be accomplished by provision of a permanent continuous coaming of a height of at least 300 mm, extending from side to side. Special consideration shall be given to the arrangements associated with stern loading.

  • 5.2 Restriction on boundary openings

    • 5.2.1 Except as permitted in paragraph 5.2.2, access doors, air inlets and openings to accommodation spaces, service spaces, control stations and machinery spaces shall not face the cargo area. They shall be located on the transverse bulkhead not facing the cargo area or on the outboard side of the superstructure or deckhouse at a distance of at least 4% of the length of the ship but not less than 3 m from the end of the superstructure or deckhouse facing the cargo area. This distance need not exceed 5 m.

    • 5.2.2 The Administration may permit access doors in boundary bulkheads facing the cargo area or within the 5 m limits specified in paragraph 5.2.1, to main cargo control stations and to such service spaces used as provision rooms, store-rooms and lockers, provided they do not give access directly or indirectly to any other space containing or providing for accommodation, control stations or service spaces such as galleys, pantries or workshops, or similar spaces containing sources of vapour ignition. The boundary of such a space shall be insulated to “A-60" standard, with the exception of the boundary facing the cargo area. Bolted plates for the removal of machinery may be fitted within the limits specified in paragraph 5.2.1. Wheelhouse doors and windows may be located within the limits specified in paragraph 5.2.1 so long as they are designed to ensure that the wheelhouse can be made rapidly and efficiently gas and vapour tight.

    • 5.2.3 Windows and sidescuttles facing the cargo area and on the sides of the superstructures and deckhouses within the limits specified in paragraph 5.2.1 shall be of the fixed (non-opening) type. Such windows and sidescuttles, except wheelhouse windows, shall be constructed to “A-60” class standard except that “A-0” class standard is acceptable for windows and sidescuttles outside the limit specified in regulation 9.2.4.2.5.

    • 5.2.4 Where there is permanent access from a pipe tunnel to the main pump-room, a watertight door shall be fitted complying with the requirements of regulation II-1/213-1.2 and, in addition, with the following:

      • .1 in addition to the bridge operation, the watertight door shall be capable of being manually closed from outside the main pump-room entrance; and

      • .2 the watertight door shall be kept closed during normal operations of the ship except when access to the pipe tunnel is required.

    • 5.2.5 Permanent approved gastight lighting enclosures for illuminating cargo pump-rooms may be permitted in bulkheads and decks separating cargo pump-rooms and other spaces provided they are of adequate strength and the integrity and gastightness of the bulkhead or deck is maintained.

    • 5.2.6 The arrangement of ventilation inlets and outlets and other deck-house and superstructure boundary space openings shall be such as to complement the provisions of paragraph 5.3 and regulation 11.6. Such vents, especially for machinery spaces, shall be situated as far aft as practicable. Due consideration in this regard shall be given when the ship is equipped to load or discharge at the stern. Sources of ignition such as electrical equipment shall be so arranged as to avoid an explosion hazard.

  • 5.3 Cargo tank venting

    • 5.3.1 General requirements

      The venting systems of cargo tanks are to be entirely distinct from the air pipes of the other compartments of the ship. The arrangements and position of openings in the cargo tank deck from which emission of flammable vapours can occur shall be such as to minimize the possibility of flammable vapours being admitted to enclosed spaces containing a source of ignition, or collecting in the vicinity of deck machinery and equipment which may constitute an ignition hazard. In accordance with this general principle, the criteria in paragraphs 5.3.2 to 5.3.5 and regulation 11.6 will apply.

    • 5.3.2 Venting arrangements

      • 5.3.2.1 The venting arrangements in each cargo tank may be independent or combined with other cargo tanks and may be incorporated into the inert gas piping.

      • 5.3.2.2 Where the arrangements are combined with other cargo tanks, either stop valves or other acceptable means shall be provided to isolate each cargo tank. Where stop valves are fitted, they shall be provided with locking arrangements which shall be under the control of the responsible ship's officer. There shall be a clear visual indication of the operational status of the valves or other acceptable means. Where tanks have been isolated, it shall be ensured that relevant isolating valves are opened before cargo loading or ballasting or discharging of those tanks is commenced. Any isolation must continue to permit the flow caused by thermal variations in a cargo tank in accordance with Regulation 11.6.1.1.

      • 5.3.2.3 If cargo loading and ballasting or discharging of a cargo tank or cargo tank group is intended, which is isolated from a common venting system, that cargo tank or cargo tank group shall be fitted with a means for over-pressure or under-pressure protection as required in regulation 11.6.3.2.

      • 5.3.2.4 The venting arrangements shall be connected to the top of each cargo tank and shall be self-draining to the cargo tanks under all normal conditions of trim and list of the ship. Where it may not be possible to provide self-draining lines, permanent arrangements shall be provided to drain the vent lines to a cargo tank.

    • 5.3.3 Safety devices in venting systems

      The venting system shall be provided with devices to prevent the passage of flame into the cargo tanks. The design, testing and locating of these devices shall comply with the requirements established by the Administration based on the guidelines developed by the Organization. Ullage openings shall not be used for pressure equalization. They shall be provided with self-closing and tightly sealing covers. Flame arresters and screens are not permitted in these openings.

    • 5.3.4 Vent outlets for cargo handling and ballasting

      • 5.3.4.1 Vent outlets for cargo loading, discharging and ballasting required by Regulation 11.6.1.2 shall:

        • .1.1 permit the free flow of vapour mixtures; or

        • .1.2 permit the throttling of the discharge of the vapour mixtures to achieve a velocity of not less than 30 m/s;

        • .2 be so arranged that the vapour mixture is discharged vertically upwards;

        • .3 where the method is by free flow of vapour mixtures, be such that the outlet shall be not less than 6 m above the cargo tank deck or fore and aft gangway if situated within 4 m of the gangway and located not less than 10 m measured horizontally from the nearest air intakes and openings to enclosed spaces containing a source of ignition and from deck machinery, which may include anchor windlass and chain locker openings, and equipment which may constitute an ignition hazard; and

        • .4 where the method is by high-velocity discharge, be located at a height not less than 2 m above the cargo tank deck and not less than 10 m measured horizontally from the nearest air intakes and openings to enclosed spaces containing a source of ignition and from deck machinery, which may include anchor windlass and chain locker openings, and equipment which may constitute an ignition hazard. These outlets shall be provided with high velocity devices of an approved type.

      • 5.3.4.2 The arrangements for the venting of vapours displaced from the cargo tanks during loading and ballasting shall comply with paragraph 5.3 and regulation 11.6 and shall consist of either one or more mast risers, or a number of high-velocity vents. The inert gas supply main may be used for such venting.

    • 5.3.5 Isolation of slop tanks in combination carriers

      In combination carriers, the arrangements for isolating slop tanks containing oil or oil residues from other cargo tanks shall consist of blank flanges which will remain in position at all times when cargoes other than liquid cargoes referred to in regulation 1.6.1 are carried.

  • 5.4 Ventilation

    • 5.4.1 Ventilation systems in cargo pump-rooms

      Cargo pump-rooms shall be mechanically ventilated and discharges from the exhaust fans shall be led to a safe place on the open deck. The ventilation of these rooms shall have sufficient capacity to minimize the possibility of accumulation of flammable vapours. The number of air changes shall be at least 20 per hour, based upon the gross volume of the space. The air ducts shall be arranged so that all of the space is effectively ventilated. The ventilation shall be of the suction type using fans of the non-sparking type.

    • 5.4.2 Ventilation systems in combination carriers

      In combination carriers, cargo spaces and any enclosed spaces adjacent to cargo spaces shall be capable of being mechanically ventilated. The mechanical ventilation may be provided by portable fans. An approved fixed gas warning system capable of monitoring flammable vapours shall be provided in cargo pump-rooms, pipe ducts and cofferdams, as referred to in paragraph 5.1.4, adjacent to slop tanks. Suitable arrangements shall be made to facilitate measurement of flammable vapours in all other spaces within the cargo area. Such measurements shall be made possible from the open deck or easily accessible positions.

  • 5.5 Inert gas systems

    • 5.5.1 Application

      • 5.5.1.1 For tankers of 20,000 tonnes deadweight and upwards constructed on or after 1 July 2002 but before 1 January 2016, the protection of the cargo tanks shall be achieved by a fixed inert gas system in accordance with the requirements of the Fire Safety Systems Code, as adopted by resolution MSC.98(73), except that the Administration may accept other equivalent systems or arrangements, as described in paragraph 5.5.4.

      • 5.5.1.2 For tankers of 8,000 tonnes deadweight and upwards constructed on or after 1 January 2016 when carrying cargoes described in regulation 1.6.1 or 1.6.2, the protection of the cargo tanks shall be achieved by a fixed inert gas system in accordance with the requirements of the Fire Safety Systems Code, except that the Administration may accept other equivalent systems or arrangements, as described in paragraph 5.5.4.

      • 5.5.1.3 Tankers operating with a cargo tank cleaning procedure using crude oil washing shall be fitted with an inert gas system complying with the Fire Safety Systems Code and with fixed tank washing machines. However, inert gas systems fitted on tankers constructed on or after 1 July 2002 but before 1 January 2016 shall comply with the Fire Safety Systems Code, as adopted by resolution MSC.98(73).

      • 5.5.1.4 Tankers required to be fitted with inert gas systems shall comply with the following provisions:

        • .1 double-hull spaces shall be fitted with suitable connections for the supply of inert gas;

        • .2 where hull spaces are connected to a permanently fitted inert gas distribution system, means shall be provided to prevent hydrocarbon gases from the cargo tanks entering the double hull spaces through the system; and

        • .3 where such spaces are not permanently connected to an inert gas distribution system, appropriate means shall be provided to allow connection to the inert gas main.

    • 5.5.2 Inert gas systems of chemical tankers and gas carriers

      • 5.5.2.1 The requirements for inert gas systems contained in the Fire Safety Systems Code need not be applied to chemical tankers constructed before 1 January 2016, including those constructed before 1 July 2012, and all gas carriers:

        • .1 when carrying cargoes described in regulation 1.6.1, provided that they comply with the requirements for inert gas systems on chemical tankers established by the Administration, based on the guidelines developed by the Organization; or

        • .2 when carrying flammable cargoes other than crude oil or petroleum products such as cargoes listed in chapters 17 and 18 of the International Bulk Chemical Code, provided that the capacity of tanks used for their carriage does not exceed 3,000 m3 and the individual nozzle capacities of tank washing machines do not exceed 17.5 m3/h and the total combined throughput from the number of machines in use in a cargo tank at any one time does not exceed 110 m3/h.

    • 5.5.3 General requirements for inert gas systems

      • 5.5.3.1 The inert gas system shall be capable of inerting, purging and gas-freeing empty tanks and maintaining the atmosphere in cargo tanks with the required oxygen content.

      • 5.5.3.2 Tankers fitted with a fixed inert gas system shall be provided with a closed ullage system.

    • 5.5.4 Requirements for equivalent systems

      • 5.5.4.1 The Administration may, after having given consideration to the ship's arrangement and equipment, accept other fixed installations, in accordance with regulation I/5 and paragraph 5.5.4.3.

      • 5.5.4.2 For tankers of 8,000 tonnes deadweight and upwards but less than 20,000 tonnes deadweight constructed on or after 1 January 2016, in lieu of fixed installations as required by paragraph 5.5.4.1, the Administration may accept other equivalent arrangements or means of protection in accordance with regulation I/5 and paragraph 5.5.4.3.

      • 5.5.4.3 Equivalent systems or arrangements shall:

        • .1 be capable of preventing dangerous accumulations of explosive mixtures in intact cargo tanks during normal service throughout the ballast voyage and necessary in-tank operations; and

        • .2 be so designed as to minimize the risk of ignition from the generation of static electricity by the system itself.

  • 5.6 Inerting, purging and gas-freeing

    • 5.6.1 Arrangements for purging and/or gas-freeing shall be such as to minimize the hazards due to dispersal of flammable vapours in the atmosphere and to flammable mixtures in a cargo tank.

    • 5.6.2 The procedure for cargo tank purging and/or gas-freeing shall be carried out in accordance with regulation 16.3.2.

    • 5.6.3 The arrangements for inerting, purging or gas-freeing of empty tanks as required in paragraph 5.5.3.1 shall be to the satisfaction of the Administration and shall be such that the accumulation of hydrocarbon vapours in pockets formed by the internal structural members in a tank is minimized and that:

      • .1 on individual cargo tanks, the gas outlet pipe, if fitted, shall be positioned as far as practicable from the inert gas/air inlet and in accordance with paragraph 5.3 and regulation 11.6. The inlet of such outlet pipes may be located either at deck level or at not more than 1 m above the bottom of the tank;

      • .2 the cross-sectional area of such gas outlet pipe referred to in paragraph 5.6.3.1 shall be such that an exit velocity of at least 20 m/s can be maintained when any three tanks are being simultaneously supplied with inert gas. Their outlets shall extend not less than 2 m above deck level; and

      • .3 each gas outlet referred to in paragraph 5.6.3.2 shall be fitted with suitable blanking arrangements.

  • 5.7 Gas measurement and detection

    • 5.7.1. Portable instrument

      Tankers shall be equipped with at least one portable instrument for measuring oxygen and one for measuring flammable vapour concentrations, together with a sufficient set of spares. Suitable means shall be provided for the calibration of such instruments.

    • 5.7.2. Arrangements for gas measurement in double-hull spaces and double-bottom spaces

      • 5.7.2.1. Suitable portable instruments for measuring oxygen and flammable vapour concentrations in double-hull spaces and double-bottom spaces shall be provided. In selecting these instruments, due attention shall be given to their use in combination with the fixed gas sampling line systems referred to in paragraph 5.7.2.2.

      • 5.7.2.2. Where the atmosphere in double-hull spaces cannot be reliably measured using flexible gas sampling hoses, such spaces shall be fitted with permanent gas sampling lines. The configuration of gas sampling lines shall be adapted to the design of such spaces.

      • 5.7.2.3. The materials of construction and dimensions of gas sampling lines shall be such as to prevent restriction. Where plastic materials are used, they shall be electrically conductive.

    • 5.7.3. Arrangements for fixed hydrocarbon gas detection systems in double-hull and double-bottom spaces of oil tankers

      • 5.7.3.1. In addition to the requirements in paragraphs 5.7.1 and 5.7.2, oil tankers of 20,000 tonnes deadweight and above, constructed on or after 1 January 2012, shall be provided with a fixed hydrocarbon gas detection system complying with the Fire Safety Systems Code for measuring hydrocarbon gas concentrations in all ballast tanks and void spaces of double-hull and double-bottom spaces adjacent to the cargo tanks, including the forepeak tank and any other tanks and spaces under the bulkhead deck adjacent to cargo tanks.

      • 5.7.3.2. Oil tankers provided with constant operative inerting systems for such spaces need not be equipped with fixed hydrocarbon gas detection equipment.

      • 5.7.3.3. Notwithstanding the above, cargo pump-rooms subject to the provisions of paragraph 5.10 need not comply with the requirements of this paragraph.

  • 5.8 Air supply to double hull and double bottom spaces

    Double hull and double bottom spaces shall be fitted with suitable connections for the supply of air.

  • 5.9 Protection of cargo area

    Drip pans for collecting cargo residues in cargo lines and hoses shall be provided in the area of pipe and hose connections under the manifold area. Cargo hoses and tank washing hoses shall have electrical continuity over their entire lengths including couplings and flanges (except shore connections) and shall be earthed for removal of electrostatic charges.

  • 5.10 Protection of cargo pump-rooms

    • 5.10.1 In tankers:

      • .1 cargo pumps, ballast pumps and stripping pumps, installed in cargo pumprooms and driven by shafts passing through pump-room bulkheads shall be fitted with temperature sensing devices for bulkhead shaft glands, bearings and pump casings. A continuous audible and visual alarm signal shall be automatically effected in the cargo control room or the pump control station;

      • .2 lighting in cargo pump-rooms, except emergency lighting, shall be interlocked with ventilation such that the ventilation shall be in operation when switching on the lighting. Failure of the ventilation system shall not cause the lighting to go out;

      • .3 a system for continuous monitoring of the concentration of hydrocarbon gases shall be fitted. Sampling points or detector heads shall be located in suitable positions in order that potentially dangerous leakages are readily detected. When the hydrocarbon gas concentration reaches a pre-set level which shall not be higher than 10% of the lower flammable limit, a continuous audible and visual alarm signal shall be automatically effected in the pump-room, engine control room, cargo control room and navigation bridge to alert personnel to the potential hazard; and

      • .4 all pump-rooms shall be provided with bilge level monitoring devices together with appropriately located alarms.

Regulation 5. Fire growth potential

1 Purpose

The purpose of this regulation is to limit the fire growth potential in every space of the ship.

For this purpose, the following functional requirements shall be met:

  • .1 means of control for the air supply to the space shall be provided;

  • .2 means of control for flammable liquids in the space shall be provided; and

  • .3 the use of combustible materials shall be restricted.

2. Control of air supply and flammable liquid to the space

  • 2.1 Closing appliances and stopping devices of ventilation

    • 2.1.1 The main inlets and outlets of all ventilation systems shall be capable of being closed from outside the spaces being ventilated. The means of closing shall be easily accessible as well as prominently and permanently marked and shall indicate whether the shut-off is open or closed.

    • 2.1.2 Power ventilation of accommodation spaces, service spaces, cargo spaces, control stations and machinery spaces shall be capable of being stopped from an easily accessible position outside the space being served. This position shall not be readily cut off in the event of a fire in the spaces served.

    • 2.1.3 In passenger ships carrying more than 36 passengers, power ventilation, except machinery space and cargo space ventilation and any alternative system which may be required under regulation 8.2, shall be fitted with controls so grouped that all fans may be stopped from either of two separate positions which shall be situated as far apart as practicable. Fans serving power ventilation systems to cargo spaces shall be capable of being stopped from a safe position outside such spaces.

  • 2.2 Means of control in machinery spaces

    • 2.2.1 Means of control shall be provided for opening and closure of skylights, closure of openings in funnels which normally allow exhaust ventilation and closure of ventilator dampers.

    • 2.2.2 Means of control shall be provided for stopping ventilating fans. Controls provided for the power ventilation serving machinery spaces shall be grouped so as to be operable from two positions, one of which shall be outside such spaces. The means provided for stopping the power ventilation of the machinery spaces shall be entirely separate from the means provided for stopping ventilation of other spaces.

    • 2.2.3 Means of control shall be provided for stopping forced and induced draught fans, oil fuel transfer pumps, oil fuel unit pumps, lubricating oil service pumps, thermal oil circulating pumps and oil separators (purifiers). However, paragraphs 2.2.4 and 2.2.5 need not apply to oily water separators.

    • 2.2.4 The controls required in paragraphs 2.2.1 to 2.2.3 and in regulation 4.2.2.3.4 shall be located outside the space concerned so they will not be cut off in the event of fire in the space they serve.

    • 2.2.5 In passenger ships, the controls required in paragraphs 2.2.1 to 2.2.4 and in Regulations 8.3.3 and 9.5.2.3 and the controls for any required fire-extinguishing system shall be situated at one control position or grouped in as few positions as possible to the satisfaction of the Administration. Such positions shall have a safe access from the open deck.

  • 2.3 Additional requirements for means of control in periodically unattended machinery spaces

    • 2.3.1 For periodically unattended machinery spaces, the Administration shall give special consideration to maintaining the fire integrity of the machinery spaces, the location and centralization of the fire-extinguishing system controls, the required shutdown arrangements (e.g. ventilation, fuel pumps, etc.) and that additional fire-extinguishing appliances and other fire-fighting equipment and breathing apparatus may be required.

    • 2.3.2 In passenger ships, these requirements shall be at least equivalent to those of machinery spaces normally attended.

3 Fire protection materials

  • 3.1 Use of non-combustible materials

    • 3.1.1 Insulating materials

      Insulating materials shall be non-combustible, except in cargo spaces, mail rooms, baggage rooms and refrigerated compartments of service spaces. Vapour barriers and adhesives used in conjunction with insulation, as well as the insulation of pipe fittings for cold service systems, need not be of non-combustible materials, but they shall be kept to the minimum quantity practicable and their exposed surfaces shall have low flame-spread characteristics.

    • 3.1.2 Ceilings and linings

      • 3.1.2.1 In passenger ships, except in cargo spaces, all linings, grounds, draught stops and ceilings shall be of non-combustible material except in mail rooms, baggage rooms, saunas or refrigerated compartments of service spaces.

      • 3.1.2.2 In cargo ships, all linings, ceilings, draught stops and their associated grounds shall be of non-combustible materials in the following spaces:

        • .1 in accommodation and service spaces and control stations for ships where Method IC is specified as referred to in regulation 9.2.3.1; and

        • .2 in corridors and stairway enclosures serving accommodation and service spaces and control stations for ships where Method IIC and IIIC are specified as referred to in regulation 9.2.3.1.

    • 3.1.3. Partial bulkheads and decks on passenger ships

      • 3.1.3.1. Partial bulkheads or decks used to subdivide a space for utility or artistic treatment shall be of non-combustible materials.

      • 3.1.3.2. Linings, ceilings and partial bulkheads or decks used to screen or to separate adjacent cabin balconies shall be of non-combustible materials. Cabin balconies on passenger ships constructed before 1 July 2008 shall comply with the requirements of this paragraph by the first survey after 1 July 2008.

  • 3.2 Use of combustible materials

    • 3.2.1 General

      • 3.2.1.1 In passenger ships, “A”, “B” or “C” class divisions in accommodation and services spaces and cabin balconies which are faced with combustible materials, facings, mouldings, decorations and veneers shall comply with the provisions of paragraphs 3.2.2 to 3.2.4 and regulation 6. However, traditional wooden benches and wooden linings on bulkheads and ceilings are permitted in saunas and such materials need not be subject to the calculations prescribed in paragraphs 3.2.2 and 3.2.3. However, the provisions of paragraph 3.2.3 need not be applied to cabin balconies.

      • 3.2.1.2 In cargo ships, non-combustible bulkheads, ceilings and linings fitted in accommodation and service spaces may be faced with combustible materials, facings, mouldings, decorations and veneers provided such spaces are bounded by non-combustible bulkheads, ceilings and linings in accordance with the provisions of paragraphs 3.2.2 to 3.2.4 and regulation 6.

    • 3.2.2 Maximum calorific value of combustible materials

      Combustible materials used on the surfaces and linings specified in paragraph 3.2.1 shall have a calorific value not exceeding 45 MJ/m2 of the area for the thickness used. The requirements of this paragraph are not applicable to the surfaces of furniture fixed to linings or bulkheads.

    • 3.2.3 Total volume of combustible materials

      Where combustible materials are used in accordance with paragraph 3.2.1, they shall comply with the following requirements:

      • .1 The total volume of combustible facings, mouldings, decorations and veneers in accommodation and service spaces shall not exceed a volume equivalent to 2.5 mm veneer on the combined area of the walls and ceiling linings. Furniture fixed to linings, bulkheads or decks need not be included in the calculation of the total volume of combustible materials; and

      • .2 In the case of ships fitted with an automatic sprinkler system complying with the provisions of the Fire Safety Systems Code, the above volume may include some combustible material used for erection of “C” class divisions.

    • 3.2.4 Low flame-spread characteristics of exposed surfaces

      The following surfaces shall have low flame-spread characteristics in accordance with the Fire Test Procedures Code:

      • 3.2.4.1 In passenger ships:

        • .1 exposed surfaces in corridors and stairway enclosures and of bulkhead and ceiling linings in accommodation and service spaces (except saunas) and control stations; and

        • .2 surfaces and grounds in concealed or inaccessible spaces in accommodation and service spaces and control stations.

        • .3. exposed surfaces of cabin balconies, except for natural hard wood decking systems.

      • 3.2.4.2 In cargo ships:

        • .1 exposed surfaces in corridors and stairway enclosures and of ceilings in accommodation and service spaces (except saunas) and control stations; and

        • .2 surfaces and grounds in concealed or inaccessible spaces in accommodation and service spaces and control stations.

  • 3.3 Furniture in stairway enclosures of passenger ships

    Furniture in stairway enclosures shall be limited to seating. It shall be fixed, limited to six seats on each deck in each stairway enclosure, be of restricted fire risk determined in accordance with the Fire Test Procedure Code, and shall not restrict the passenger escape route. The Administration may permit additional seating in the main reception area within a stairway enclosure if it is fixed, non-combustible and does not restrict the passenger escape route. Furniture shall not be permitted in passenger and crew corridors forming escape routes in cabin areas. In addition to the above, lockers of non-combustible material, providing storage for non-hazardous safety equipment required by these regulations, may be permitted. Drinking water dispensers and ice cube machines may be permitted in corridors provided they are fixed and do not restrict the width of the escape routes. This applies as well to decorative flower or plant arrangements, statues or other objects of art such as paintings and tapestries in corridors and stairways.

  • 3.4. Furniture and furnishings on cabin balconies of passenger ships

    On passenger ships, furniture and furnishings on cabin balconies shall comply with regulations 3.40.1, 3.40.2, 3.40.3, 3.40.6 and 3.40.7 unless such balconies are protected by a fixed pressure water-spraying and fixed fire detection and fire alarm systems complying with regulations 7.10 and 10.6.1.3. Passenger ships constructed before 1 July 2008 shall comply with the requirements of this paragraph by the first survey after 1 July 2008.

Regulation 6. Smoke generation potential and toxicity

  • 1 Purpose

    The purpose of this regulation is to reduce the hazard to life from smoke and toxic products generated during a fire in spaces where persons normally work or live. For this purpose, the quantity of smoke and toxic products released from combustible materials, including surface finishes, during fire shall be limited.

  • 2.1 Paints, varnishes and other finishes

    Paints, varnishes and other finishes used on exposed interior surfaces shall not be capable of producing excessive quantities of smoke and toxic products, this being determined in accordance with the Fire Test Procedures Code.

  • 2.2 On passenger ships constructed on or after 1 July 2008, paints, varnishes and other finishes used on exposed surfaces of cabin balconies, excluding natural hard wood decking systems, shall not be capable of producing excessive quantities of smoke and toxic products, this being determined in accordance with the Fire Test Procedures Code.

  • 3.1 Primary deck coverings

    Primary deck coverings, if applied within accommodation and service spaces and control stations, shall be of approved material which will not give rise to smoke or toxic or explosive hazards at elevated temperatures, this being determined in accordance with the Fire Test Procedures Code.

  • 3.2 On passenger ships constructed on or after 1 July 2008, primary deck coverings on cabin balconies shall not give rise to smoke, toxic or explosive hazards at elevated temperatures, this being determined in accordance with the Fire Test Procedures Code.

PART C. SUPPRESSION OF FIRE

Regulation 7. Detection and alarm

1 Purpose

The purpose of this regulation is to detect a fire in the space of origin and to provide for alarm for safe escape and fire-fighting activity. For this purpose, the following functional requirements shall be met:

  • .1 fixed fire detection and fire alarm system installations shall be suitable for the nature of the space, fire growth potential and potential generation of smoke and gases;

  • .2 manually operated call points shall be placed effectively to ensure a readily accessible means of notification; and

  • .3 fire patrols shall provide an effective means of detecting and locating fires and alerting the navigation bridge and fire teams.

2. General requirements

  • 2.1 A fixed fire detection and fire alarm system shall be provided in accordance with the provisions of this regulation.

  • 2.2 A fixed fire detection and fire alarm system and a sample extraction smoke detection system required in this regulation and other regulations in this part shall be of an approved type and comply with the Fire Safety Systems Code.

  • 2.3 Where a fixed fire detection and fire alarm system is required for the protection of spaces other than those specified in paragraph 5.1, at least one detector complying with the Fire Safety Systems Code shall be installed in each such space.

  • 2.4 A fixed fire detection and fire alarm system for passenger ships shall be capable of remotely and individually identifying each detector and manually operated call point.

3 Initial and periodical tests

  • 3.1 The function of fixed fire detection and fire alarm systems required by the relevant regulations of this chapter shall be tested under varying conditions of ventilation after installation.

  • 3.2 The function of fixed fire detection and fire alarm systems shall be periodically tested to the satisfaction of the Administration by means of equipment producing hot air at the appropriate temperature, or smoke or aerosol particles having the appropriate range of density or particle size, or other phenomena associated with incipient fires to which the detector is designed to respond.

4 Protection of machinery spaces

  • 4.1 Installation

    A fixed fire detection and fire alarm system shall be installed in:

    • .1 periodically unattended machinery spaces;

    • .2 machinery spaces where:

      • .2.1 the installation of automatic and remote control systems and equipment has been approved in lieu of continuous manning of the space; and

      • .2.2 the main propulsion and associated machinery including sources of the main sources of electrical power are provided with various degrees of automatic or remote control and are under continuous manned supervision from a control room; and

    • .3. enclosed spaces containing incinerators.

  • 4.2 Design

    The fixed fire detection and fire alarm system required in paragraph 4.1.1 shall be so designed and the detectors so positioned as to detect rapidly the onset of fire in any part of those spaces and under any normal conditions of operation of the machinery and variations of ventilation as required by the possible range of ambient temperatures. Except in spaces of restricted height and where their use is specially appropriate, detection systems using only thermal detectors shall not be permitted. The detection system shall initiate audible and visual alarms distinct in both respects from the alarms of any other system not indicating fire, in sufficient places to ensure that the alarms are heard and observed on the navigating bridge and by a responsible engineer officer. When the navigating bridge is unmanned the alarm shall sound in a place where a responsible member of the crew is on duty.

5 Protection of accommodation and service spaces and control stations

  • 5.1 Smoke detectors in accommodation spaces

    Smoke detectors shall be installed in all stairways, corridors and escape routes within accommodation spaces as provided in paragraphs 5.2, 5.3 and 5.4. Consideration shall be given to the installation of special purpose smoke detectors within ventilation ducting.

  • 5.2 Requirements for passenger ships carrying more than 36 passengers

    A fixed fire detection and fire alarm system shall be installed and arranged as to provide smoke detection in service spaces, control stations and accommodation spaces, including corridors, stairways and escape routes within accommodation spaces. Smoke detectors need not be fitted in private bathrooms and galleys. Spaces having little or no fire risk such as voids, public toilets, carbon dioxide rooms and similar spaces need not be fitted with a fixed fire detection and alarm system. Detectors fitted in cabins, when activated, shall also be capable of emitting, or cause to be emitted, an audible alarm within the space where they are located.

  • 5.3 Requirements for passenger ships carrying not more than 36 passengers

    There shall be installed throughout each separate zone, whether vertical or horizontal, in all accommodation and service spaces and, where it is considered necessary by the Administration, in control stations, except spaces which afford no substantial fire risk such as void spaces, sanitary spaces, etc., either:

    • .1 a fixed fire detection and fire alarm system so installed and arranged as to detect the presence of fire in such spaces and providing smoke detection in corridors, stairways and escape routes within accommodation spaces. Detectors fitted in cabins, when activated, shall also be capable of emitting, or cause to be emitted, an audible alarm within the space where they are located; or

    • .2 an automatic sprinkler, fire detection and fire alarm system of an approved type complying with the relevant requirements of the Fire Safety Systems Code and so installed and arranged as to protect such spaces and, in addition, a fixed fire detection and fire alarm system and so installed and arranged as to provide smoke detection in corridors, stairways and escape routes within accommodation spaces.

  • 5.4 Protection of atriums in passenger ships

    The entire main vertical zone containing the atrium shall be protected throughout with a smoke detection system.

  • 5.5 Cargo ships

    Accommodation and service spaces and control stations of cargo ships shall be protected by a fixed fire detection and fire alarm system and/or an automatic sprinkler, fire detection and fire alarm system as follows depending on a protection method adopted in accordance with Regulation 9.2.3.1.

    • 5.5.1 Method IC

      A fixed fire detection and fire alarm system shall be so installed and arranged as to provide smoke detection in all corridors, stairways and escape routes within accommodation spaces.

    • 5.5.2 Method IIC

      An automatic sprinkler, fire detection and fire alarm system of an approved type complying with the relevant requirements of the Fire Safety Systems Code shall be so installed and arranged as to protect accommodation spaces, galleys and other service spaces, except spaces which afford no substantial fire risk such as void spaces, sanitary spaces, etc. In addition, a fixed fire detection and fire alarm system shall be so installed and arranged as to provide smoke detection in all corridors, stairways and escape routes within accommodation spaces.

    • 5.5.3 Method IIIC

      A fixed fire detection and fire alarm system shall be so installed and arranged as to detect the presence of fire in all accommodation spaces and service spaces providing smoke detection in corridors, stairways and escape routes within accommodation spaces, except spaces which afford no substantial fire risk such as void spaces, sanitary spaces, etc. In addition, a fixed fire detection and fire alarm system shall be so installed and arranged as to provide smoke detection in all corridors, stairways and escape routes within accommodation spaces.

6 Protection of cargo spaces in passenger ships

A fixed fire detection and fire alarm system or a sample extraction smoke detection system shall be provided in any cargo space which, in the opinion of the Administration, is not accessible, except where it is shown to the satisfaction of the Administration that the ship is engaged on voyages of such short duration that it would be unreasonable to apply this requirement.

7 Manually operated call points

Manually operated call points complying with the Fire Safety Systems Code shall be installed throughout the accommodation spaces, service spaces and control stations. One manually operated call point shall be located at each exit. Manually operated call points shall be readily accessible in the corridors of each deck such that no part of the corridor is more than 20 m from a manually operated call point.

8 Fire patrols in passenger ships

  • 8.1 Fire patrols

    For ships carrying more than 36 passengers an efficient patrol system shall be maintained so that an outbreak of fire may be promptly detected. Each member of the fire patrol shall be trained to be familiar with the arrangements of the ship as well as the location and operation of any equipment he may be called upon to use.

  • 8.2 Inspection hatches

    The construction of ceiling and bulkheads shall be such that it will be possible, without impairing the efficiency of the fire protection, for the fire patrols to detect any smoke originating in concealed and inaccessible places, except where in the opinion of the Administration there is no risk of fire originating in such places.

  • 8.3 Two-way portable radiotelephone apparatus

    Each member of the fire patrol shall be provided with a two-way portable radiotelephone apparatus.

9 Fire alarm signalling systems in passenger ships

  • 9.1 Passenger ships shall at all times when at sea, or in port (except when out of service), be so manned or equipped as to ensure that any initial fire alarm is immediately received by a responsible member of the crew.

  • 9.2 The control panel of fixed fire detection and fire alarm systems shall be designed on the fail-safe principle (e.g. an open detector circuit shall cause an alarm condition).

  • 9.3 Passenger ships carrying more than 36 passengers shall have the fire detection alarms for the systems required by paragraph 5.2 centralized in a continuously manned central control station. In addition, controls for remote closing of the fire doors and shutting down the ventilation fans shall be centralized in the same location. The ventilation fans shall be capable of reactivation by the crew at the continuously manned control station. The control panels in the central control station shall be capable of indicating open or closed positions of fire doors and closed or off status of the detectors, alarms and fans. The control panel shall be continuously powered and shall have an automatic change-over to standby power supply in case of loss of normal power supply. The control panel shall be powered from the main source of electrical power and the emergency source of electrical power defined by regulation II-1/42 unless other arrangements are permitted by the regulations, as applicable.

  • 9.4 A special alarm, operated from the navigation bridge or fire control station, shall be fitted to summon the crew. This alarm may be part of the ship's general alarm system and shall be capable of being sounded independently of the alarm to the passenger spaces.

10. Protection of cabin balconies on passenger ships

A fixed fire detection and fire alarm system complying with the provisions of the Fire Safety Systems Code shall be installed on cabin balconies of ships to which regulation 5.3.4 applies, when furniture and furnishings on such balconies are not as defined in regulations 3.40.1, 3.40.2, 3.40.3, 3.40.6 and 3.40.7.

Regulation 8. Control of smoke spread

1 Purpose

The purpose of this regulation is to control the spread of smoke in order to minimize the hazards from smoke. For this purpose, means for controlling smoke in atriums, control stations, machinery spaces and concealed spaces shall be provided.

2. Protection of control stations outside machinery spaces

Practicable measures shall be taken for control stations outside machinery spaces in order to ensure that ventilation, visibility and freedom from smoke are maintained so that, in the event of fire, the machinery and equipment contained therein may be supervised and continue to function effectively. Alternative and separate means of air supply shall be provided and air inlets of the two sources of supply shall be so disposed that the risk of both inlets drawing in smoke simultaneously is minimized. At the discretion of the Administration, such requirements need not apply to control stations situated on, and opening on to, an open deck or where local closing arrangements would be equally effective.The ventilation system serving safety centres may be derived from the ventilation system serving the navigation bridge, unless located in an adjacent main vertical zone.

3 Release of smoke from machinery spaces

  • 3.1 The provisions of this paragraph shall apply to machinery spaces of category A and, where the Administration considers desirable, to other machinery spaces.

  • 3.2 Suitable arrangements shall be made to permit the release of smoke, in the event of fire, from the space to be protected, subject to the provisions of regulation 9.5.2.1 The normal ventilation systems may be acceptable for this purpose.

  • 3.3 Means of control shall be provided for permitting the release of smoke and such controls shall be located outside the space concerned so that, in the event of fire, they will not be cut off from the space they serve.

  • 3.4 In passenger ships, the controls required by paragraph 3.3 shall be situated at one control position or grouped in as few positions as possible to the satisfaction of the Administration. Such positions shall have a safe access from the open deck.

4 Draught stops

Air spaces enclosed behind ceilings, panelling or linings shall be divided by close-fitting draught stops spaced not more than 14 m apart. In the vertical direction, such enclosed air spaces, including those behind linings of stairways, trunks, etc., shall be closed at each deck.

5 Smoke extraction systems in atriums of passenger ships

Atriums shall be equipped with a smoke extraction system. The smoke extraction system shall be activated by the required smoke detection system and be capable of manual control. The fans shall be sized such that the entire volume within space can be exhausted in 10 min or less.

Regulation 9. Containment of fire

1 Purpose

The purpose of this regulation is to contain a fire in the space of origin. For this purpose, the following functional requirements shall be met:

  • .1 the ship shall be subdivided by thermal and structural boundaries;

  • .2 thermal insulation of boundaries shall have due regard to the fire risk of the space and adjacent spaces; and

  • .3 the fire integrity of the divisions shall be maintained at openings and penetrations.

2. Thermal and structural boundaries

  • 2.1 Thermal and structural subdivision

    Ships of all types shall be subdivided into spaces by thermal and structural divisions having regard to the fire risks of the space.

  • 2.2 Passenger ships

    • 2.2.1 Main vertical zones and horizontal zones

      • 2.2.1.1.1 In ships carrying more than 36 passengers, the hull, superstructure and deckhouses shall be subdivided into main vertical zones by “A-60” class divisions. Steps and recesses shall be kept to a minimum, but where they are necessary they shall also be “A-60” class divisions. Where a category (5), (9) or (10) space defined in paragraph 2.2.3.2.2 is on one side or where fuel oil tanks are on both sides of the division the standard may be reduced to “A-0”.

        2.2.1.1.2 In ships carrying not more than 36 passengers, the hull, superstructure and deckhouses in way of accommodation and service spaces shall be subdivided into main vertical zones by “A” class divisions. These divisions shall have insulation values in accordance with tables in paragraph 2.2.4.

      • 2.2.1.2 As far as practicable, the bulkheads forming the boundaries of the main vertical zones above the bulkhead deck shall be in line with watertight subdivision bulkheads situated immediately below the bulkhead deck. The length and width of main vertical zones may be extended to a maximum of 48 m in order to bring the ends of main vertical zones to coincide with watertight subdivision bulkheads or in order to accommodate a large public space extending for the whole length of the main vertical zone provided that the total area of the main vertical zone is not greater than 1,600 m2 on any deck. The length or width of a main vertical zone is the maximum distance between the furthermost points of the bulkheads bounding it.

      • 2.2.1.3 Such bulkheads shall extend from deck to deck and to the shell or other boundaries.

      • 2.2.1.4 Where a main vertical zone is subdivided by horizontal “A” class divisions into horizontal zones for the purpose of providing an appropriate barrier between a zone with sprinklers and a zone without sprinklers, the divisions shall extend between adjacent main vertical zone bulkheads and to the shell or exterior boundaries of the ship and shall be insulated in accordance with the fire insulation and integrity values given in table 9.4.

      • 2.2.1.5.1 On ships designed for special purposes, such as automobile or railroad car ferries, where the provision of main vertical zone bulkheads would defeat the purpose for which the ship is intended, equivalent means for controlling and limiting a fire shall be substituted and specifically approved by the Administration. Service spaces and ship stores shall not be located on ro-ro decks unless protected in accordance with the applicable regulations.

        2.2.1.5.2 However, in a ship with special category spaces, such spaces shall comply with the applicable provisions of regulation 20 and where such compliance would be inconsistent with other requirements for passenger ships specified in this chapter, the requirements of regulation 20 shall prevail.

    • 2.2.2 Bulkheads within a main vertical zone

      2.2.2.1 For ships carrying more than 36 passengers, bulkheads which are not required to be “A” class divisions shall be at least “B” class or “C” class divisions as prescribed in the tables in paragraph 2.2.3.

      2.2.2.2 For ships carrying not more than 36 passengers, bulkheads within accommodation and service spaces which are not required to be “A” class divisions shall be at least “B” class or “C” class divisions as prescribed in the tables in paragraph 2.2.4. In addition, corridor bulkheads, where not required to be “A” class, shall be “B” class divisions which shall extend from deck to deck except:

      • .1 when continuous “B” class ceilings or linings are fitted on both sides of the bulkhead, the portion of the bulkhead behind the continuous ceiling or lining shall be of material which, in thickness and composition, is acceptable in the construction of “B” class divisions, but which shall be required to meet “B” class integrity standards only in so far as is reasonable and practicable in the opinion of the Administration; and

      • .2 in the case of a ship protected by an automatic sprinkler system complying with the provisions of the Fire Safety Systems Code, the corridor bulkheads may terminate at a ceiling in the corridor provided such bulkheads and ceilings are of “B” class standard in compliance with paragraph 2.2.4. All doors and frames in such bulkheads shall be of non-combustible materials and shall have the same fire integrity as the bulkhead in which they are fitted.

      2.2.2.3 Bulkheads required to be “B” class divisions, except corridor bulkheads as prescribed in paragraph 2.2.2.2, shall extend from deck to deck and to the shell or other boundaries. However, where a continuous “B” class ceiling or lining is fitted on both sides of a bulkhead which is at least of the same fire resistance as the adjoining bulkhead, the bulkhead may terminate at the continuous ceiling or lining.

    • 2.2.3 Fire integrity of bulkheads and decks in ships carrying more than 36 passengers

      • 2.2.3.1 In addition to complying with the specific provisions for fire integrity of bulkheads and decks of passenger ships, the minimum fire integrity of all bulkheads and decks shall be as prescribed in tables 9.1 and 9.2. Where, due to any particular structural arrangements in the ship, difficulty is experienced in determining from the tables the minimum fire integrity value of any divisions, such values shall be determined to the satisfaction of the Administration.

      • 2.2.3.2 The following requirements shall govern application of the tables:

        • .1 Table 9.1 shall apply to bulkheads not bounding either main vertical zones or horizontal zones. Table 9.2 shall apply to decks not forming steps in main vertical zones nor bounding horizontal zones;

        • .2 For determining the appropriate fire integrity standards to be applied to boundaries between adjacent spaces, such spaces are classified according to their fire risk as shown in categories (1) to (14) below. Where the contents and use of a space are such that there is a doubt as to its classification for the purpose of this regulation, or where it is possible to assign two or more classifications to a space, it shall be treated as a space within the relevant category having the most stringent boundary requirements. Smaller, enclosed rooms within a space that have less than 30% communicating openings to that space are considered separate spaces. The fire integrity of the boundary bulkheads and decks of such smaller rooms shall be as prescribed in tables 9.1 and 9.2. The title of each category is intended to be typical rather than restrictive. The number in parentheses preceding each category refers to the applicable column or row in the tables.

          • (1) Control stations

            Spaces containing emergency sources of power and lighting.

            Wheelhouse and chartroom.

            Spaces containing the ship's radio equipment.

            Fire control stations

            Control room for propulsion machinery when located outside the propulsion machinery space.

            Spaces containing centralized fire alarm equipment.

            Spaces containing centralized emergency public address system stations and equipment.

          • (2) Stairways Interior stairways, lifts, totally enclosed emergency escape trunks, and escalators (other than those wholly contained within the machinery spaces) for passengers and crew and enclosures thereto.

            In this connection a stairway which is enclosed at only one level shall be regarded as part of the space from which it is not separated by a fire door.

          • (3) Corridors

            Passenger and crew corridors and lobbies.

          • (4) Evacuation stations and external escape routes

            Survival craft stowage area.

            Open deck spaces and enclosed promenades forming lifeboat and liferaft embarkation and lowering stations.

            Assembly stations, internal and external.

            External stairs and open decks used for escape routes.

            The ship's side to the waterline in the lightest seagoing condition, superstructure and deckhouse sides situated below and adjacent to the liferaft and evacuation slide embarkation areas.

          • (5) Open deck spaces

            Open deck spaces and enclosed promenades clear of lifeboat and liferaft embarkation and lowering stations.

            To be considered in this category, enclosed promenades shall have no significant fire risk, meaning that furnishings shall be restricted to deck furniture.

            In addition, such spaces shall be naturally ventilated by permanent openings.

            Air spaces (the space outside superstructures and deckhouses).

          • (6) Accommodation spaces of minor fire risk

            Cabins containing furniture and furnishings of restricted fire risk.

            Offices and dispensaries containing furniture and furnishings of restricted fire risk.

            Public spaces containing furniture and furnishings of restricted fire risk and having a deck area of less than 50 m2.

          • (7) Accommodation spaces of moderate fire risk Spaces as in category (6) above but containing furniture and furnishings of other than restricted fire risk.

            Public spaces containing furniture and furnishings of restricted fire risk and having a deck area of 50 m2 or more. Isolated lockers and small store-rooms in accommodation spaces having areas less than 4 m2 (in which flammable liquids are not stowed).

            Motion picture projection and film stowage rooms.

            Diet kitchens (containing no open flame).

            Cleaning gear lockers (in which flammable liquids are not stowed).

            Laboratories (in which flammable liquids are not stowed).

            Pharmacies.

            Small drying rooms (having a deck area of 4 m2 or less).

            Specie rooms.

            Operating rooms.

          • (8) Accommodation spaces of greater fire risk

            Public spaces containing furniture and furnishings of other than restricted fire risk and having a deck area of 50 m2 or more.

            Barber shops and beauty parlours.

            Saunas.

            Sale shops.

          • (9) Sanitary and similar spaces

            Communal sanitary facilities, showers, baths, water closets, etc.

            Small laundry rooms.

            Indoor swimming pool area.

            Isolated pantries containing no cooking appliances in accommodation spaces.

            Private sanitary facilities shall be considered a portion of the space in which they are located.

          • (10) Tanks, voids and auxiliary machinery spaces having little or no fire risk

            Water tanks forming part of the ship's structure.

            Voids and cofferdams.

            Auxiliary machinery spaces which do not contain machinery having a pressure lubrication system and where storage of combustibles is prohibited, such as:

            ventilation and air-conditioning rooms;

            windlass room;

            steering gear room;

            stabilizer equipment room;

            electrical propulsion motor room;

            rooms containing section switchboards and purely electrical equipment other than oil-filled electrical transformers (above 10 kVA);

            shaft alleys and pipe tunnels;

            spaces for pumps and refrigeration machinery (not handling or using flammable liquids).

            Closed trunks serving the spaces listed above.

            Other closed trunks such as pipe and cable trunks.

          • (11) Auxiliary machinery spaces, cargo spaces, cargo and other oil tanks and other similar spaces of moderate fire risk

            Cargo oil tanks.

            Cargo holds, trunkways and hatchways.

            Refrigerated chambers.

            Oil fuel tanks (where installed in a separate space with no machinery).

            Shaft alleys and pipe tunnels allowing storage of combustibles.

            Auxiliary machinery spaces as in category (10) which contain machinery having a pressure lubrication system or where storage of combustibles is permitted.

            Oil fuel filling stations.

            Spaces containing oil-filled electrical transformers (above 10 kVA).

            Spaces containing turbine and reciprocating steam engine driven auxiliary generators and small internal combustion engines of power output up to 110 kW driving generators, sprinkler, drencher or fire pumps, bilge pumps, etc.

            Closed trunks serving the spaces listed above.

          • (12) Machinery spaces and main galleys

            Main propulsion machinery rooms (other than electric propulsion motor rooms) and boiler rooms.

            Auxiliary machinery spaces other than those in categories (10) and (11) which contain internal combustion machinery or other oil-burning, heating or pumping units.

            Main galleys and annexes.

            Trunks and casings to the spaces listed above.

          • (13) Store-rooms, workshops, pantries, etc.

            Main pantries not annexed to galleys.

            Main laundry.

            Large drying rooms (having a deck area of more than 4 m2)

            Miscellaneous stores.

            Mail and baggage rooms.

            Garbage rooms.

            Workshops (not part of machinery spaces, galleys, etc.).

            Lockers and store-rooms having areas greater than 4 m2, other than those spaces that have provisions for the storage of flammable liquids.

          • (14) Other spaces in which flammable liquids are stowed

            Paint lockers.

            Store-rooms containing flammable liquids (including dyes, medicines, etc.).

            Laboratories (in which flammable liquids are stowed);

        • .3 Where a single value is shown for the fire integrity of a boundary between two spaces, that value shall apply in all cases;

        • .4 Notwithstanding the provisions of paragraph 2.2.2 there are no special requirements for material or integrity of boundaries where only a dash appears in the tables; and

        • .5 The Administration shall determine in respect of category (5) spaces whether the insulation values in table 9.1 shall apply to ends of deckhouses and superstructures, and whether the insulation values in table 9.2 shall apply to weather decks. In no case shall the requirements of category (5) of tables 9.1 or 9.2 necessitate enclosure of spaces which in the opinion of the Administration need not be enclosed.

        Table 9.1 – Bulkheads not bounding either main vertical zones or horizontal zones

        Spaces

        (1)

        (2)

        (3)

        (4)

        (5)

        (6)

        (7)

        (8)

        (9)

        (10)

        (11)

        (12)

        (13)

        (14)

        Control stations(1)

        B-0a

        A-0

        A-0

        A-0

        A-0

        A-60

        A-60

        A-60

        A-0

        A-0

        A-60

        A-60

        A-60

        A-60

        Stairways(2)

        A-0a

        A-0

        A-0

        A-0

        A-0

        A-15

        A-15

        A-0c

        A-0

        A-15

        A-30

        A-15

        A-30

        Corridors(3)

        B-15

        A-60

        A-0

        B-15

        B-15

        B-15

        B-15

        A-0

        A-15

        A-30

        A-0

        A-30

        Evacuation stations and(4) external escape routes

        A-0

        A-60b,d

        A-60b,d

        A-60b,d

        A-0d

        A-0

        A-60b

        A-60b

        A-60b

        A-60b

        Open deck spaces(5)

        A-0

        A-0

        A-0

        A-0

        A-0

        A-0

        A-0

        A-0

        A-0

        Accommodation spaces of minor fire risk(6)

        B-0

        B-0

        B-0

        C

        A-0

        A-0

        A-30

        A-0

        A-30

        Accommodation spaces of moderate fire risk(7)

        B-0

        C

        A-0

        A-15

        A-60

        A-15

        A-60

        Accommodation spaces of greater fire risk(8)

        C

        A-0

        A-30

        A-60

        A-15

        A-60

        Sanitary and similar spaces(9)

        C

        A-0

        A-0

        A-0

        A-0

        A-0

        Tanks, voids and auxiliary machinery spaces having little or no fire risk(10)

        A-0a

        A-0

        A-0

        A-0

        A-0

        Auxiliary machinery spaces, cargo spaces, cargo and other oil tanks and other similar spaces of moderate fire risk(11)

        A-0a

        A-0

        A-0

        A-15

        Machinery spaces and main galleys(12)

        A-0a

        A-0

        A-60

        Store-rooms, workshops, pantries, etc.(13)

        A-0a

        A-0

        Other spaces in which flammable liquids are stowed(14)

        A-30

        See notes following table 9.2.

        Table 9.2 – Decks not forming steps in main vertical zones nor bounding horizontal zones

        Space below ↓Space above →

        (1)

        (2)

        (3)

        (4)

        (5)

        (6)

        (7)

        (8)

        (9)

        (10)

        (11)

        (12)

        (13)

        (14)

        Control stations(1)

        A-30

        A-30

        A-15

        A-0

        A-0

        A-0

        A-15

        A-30

        A-0

        A-0

        A-0

        A-60

        A-0

        A-60

        Stairways(2)

        A-0

        A-0

        A-0

        A-0

        A-0

        A-0

        A-0

        A-0

        A-0

        A-0

        A-0

        A-30

        A-0

        A-30

        Corridors(3)

        A-15

        A-0

        A-0a

        A-60

        A-0

        A-0

        A-15

        A-15

        A-0

        A-0

        A-0

        A-30

        A-0

        A-30

        Evacuation stations and external escape routes (4)

        A-0

        A-0

        A-0

        A-0

        -

        A-0

        A-0

        A-0

        A-0

        A-0

        A-0

        A-0

        A-0

        A-0

        Open deck spaces(5)

        A-0

        A-0

        A-0

        A-0

        -

        A-0

        A-0

        A-0

        A-0

        A-0

        A-0

        A-0

        A-0

        A-0

        Accommodation spaces of minor fire risk(6)

        A-60

        A-15

        A-0

        A-60

        A-0

        A-0

        A-0

        A-0

        A-0

        A-0

        A-0

        A-0

        A-0

        A-0

        Accommodation spaces of moderate fire risk(7)

        A-60

        A-15

        A-15

        A-60

        A-0

        A-0

        A-15

        A-15

        A-0

        A-0

        A-0

        A-0

        A-0

        A-0

        Accommodation spaces of greater fire risk(8)

        A-60

        A-15

        A-15

        A-60

        A-0

        A-15

        A-15

        A-30

        A-0

        A-0

        A-0

        A-0

        A-0

        A-0

        Sanitary and similar spaces(9)

        A-0

        A-0

        A-0

        A-0

        A-0

        A-0

        A-0

        A-0

        A-0

        A-0

        A-0

        A-0

        A-0

        A-0

        Tanks, voids and auxiliary machinery spaces having little or no fire risk (10)

        A-0

        A-0

        A-0

        A-0

        A-0

        A-0

        A-0

        A-0

        A-0

        A-0a

        A-0

        A-0

        A-0

        A-0

        Auxiliary machinery spaces, cargo spaces, cargo and other oil tanks and other similar spaces of moderate fire risk (11)

        A-60

        A-60

        A-60

        A-60

        A-0

        A-0

        A-15

        A-30

        A-0

        A-0

        A-0a

        A-0

        A-0

        A-30

        Machinery spaces and main galleys(12)

        A-60

        A-60

        A-60

        A-60

        A-0

        A-60

        A-60

        A-60

        A-0

        A-0

        A-30

        A-30a

        A-0

        A-60

        Store-rooms, workshops, pantries, etc.(13)

        A-60

        A-30

        A-15

        A-60

        A-0

        A-15

        A-30

        A-30

        A-0

        A-0

        A-0

        A-0

        A-0

        A-0

        Other spaces in which flammable liquids are stowed (14)

        A-60

        A-60

        A-60

        A-60

        A-0

        A-30

        A-60

        A-60

        A-0

        A-0

        A-0

        A-0

        A-0

        A-0

        Note: To be applied to tables 9.1 and 9.2.

        • a Where adjacent spaces are in the same numerical category and superscript “a” appears, a bulkhead or deck between such spaces need not be fitted if deemed unnecessary by the Administration. For example, in category (12) a bulkhead need not be required between a galley and its annexed pantries provided the pantry bulkhead and decks maintain the integrity of the galley boundaries. A bulkhead is, however, required between a galley and machinery space even though both spaces are in category (12).

        • b The ship's side, to the waterline in the lightest seagoing condition, superstructure and deckhouse sides situated below and adjacent to liferafts and evacuation slides may be reduced to “A-30”.

        • c Where public toilets are installed completely within the stairway enclosure, the public toilet bulkhead within the stairway enclosure can be of “B” class integrity.

        • d Where spaces of categories (6), (7), (8) and (9) are located completely within the outer perimeter of the assembly station, the bulkheads of these spaces are allowed to be of “B-0” class integrity. Control positions for audio, video and light installations may be considered as part of the assembly station.

      • 2.2.3.3 Continuous “B” class ceilings or linings, in association with the relevant decks or bulkheads, may be accepted as contributing wholly or in part, to the required insulation and integrity of a division.

      • 2.2.3.4 Construction and arrangement of saunas

        • 2.2.3.4.1 The perimeter of the sauna shall be of “A” class boundaries and may include changing rooms, showers and toilets. The sauna shall be insulated to A-60 standard against other spaces except those inside of the perimeter and spaces of categories (5), (9) and (10).

        • 2.2.3.4.2 Bathrooms with direct access to saunas may be considered as part of them. In such cases, the door between sauna and the bathroom need not comply with fire safety requirements.

        • 2.2.3.4.3 The traditional wooden lining on the bulkheads and ceiling are permitted in the sauna. The ceiling above the oven shall be lined with a non-combustible plate with an air gap of at least 30 mm. The distance from the hot surfaces to combustible materials shall be at least 500 mm or the combustible materials shall be protected (e.g. non-combustible plate with an air gap of at least 30 mm).

        • 2.2.3.4.4 The traditional wooden benches are permitted to be used in the sauna.

        • 2.2.3.4.5 The sauna door shall open outwards by pushing.

        • 2.2.3.4.6 Electrically heated ovens shall be provided with a timer.

    • 2.2.4 Fire integrity of bulkheads and decks in ships carrying not more than 36 passengers

      • 2.2.4.1 In addition to complying with the specific provisions for fire integrity of bulkheads and decks of passenger ships, the minimum fire integrity of bulkheads and decks shall be as prescribed in tables 9.3 and 9.4.

      • 2.2.4.2 The following requirements govern application of the tables:

        • .1 Tables 9.3 and 9.4 shall apply respectively to the bulkheads and decks separating adjacent spaces;

        • .2 For determining the appropriate fire integrity standards to be applied to divisions between adjacent spaces, such spaces are classified according to their fire risk as shown in categories (1) to (11) below. Where the contents and use of a space are such that there is a doubt as to its classification for the purpose of this regulation, or where it is possible to assign two or more classifications to a space, it shall be treated as a space within the relevant category having the most stringent boundary requirements. Smaller, enclosed rooms within a space that have less than 30 % communicating openings to that space are considered separate spaces. The fire integrity of the boundary bulkheads and decks of such smaller rooms shall be as prescribed in tables 9.3 and 9.4. The title of each category is intended to be typical rather than restrictive. The number in parentheses preceding each category refers to the applicable column or row in the tables.

          • (1) Control stations

            Spaces containing emergency sources of power and lighting.

            Wheelhouse and chartroom.

            Spaces containing the ship's radio equipment.

            Fire control stations.

            Control room for propulsion machinery when located outside the machinery space.

            Spaces containing centralized fire alarm equipment.

          • (2) Corridors

            Passenger and crew corridors and lobbies.

          • (3) Accommodation spaces

            Spaces as defined in regulation 3.1 excluding corridors.

          • (4) Stairways

            Interior stairways, lifts, totally enclosed emergency escape trunks, and escalators (other than those wholly contained within the machinery spaces) and enclosures thereto.

            In this connection, a stairway which is enclosed only at one level shall be regarded as part of the space from which it is not separated by a fire door.

          • (5) Service spaces (low risk)

            Lockers and store-rooms not having provisions for the storage of flammable liquids and having areas less than 4 m2 and drying rooms and laundries.

          • (6) Machinery spaces of category A Spaces as defined in regulation 3.31.

          • (7) Other machinery spaces

            Electrical equipment rooms (auto-telephone exchange, air-conditioning duct spaces).

            Spaces as defined in regulation 3.30 excluding machinery spaces of category A.

          • (8) Cargo spaces

            All spaces used for cargo (including cargo oil tanks) and trunkways and hatchways to such spaces, other than special category spaces.

          • (9) Service spaces (high risk)

            Galleys, pantries containing cooking appliances, paint and lamp rooms, lockers and store-rooms having areas of 4 m2 or more, spaces for the storage of flammable liquids, saunas and workshops other than those forming part of the machinery spaces.

          • (10) Open decks

            Open deck spaces and enclosed promenades having little or no fire risk.

            To be considered in this category, enclosed promenades should have no significant fire risk, meaning that furnishing should be restricted to deck furniture.

            In addition, such spaces should be naturally ventilated by permanent openings. Air spaces (the space outside superstructures and deckhouses).

          • (11) Special category and ro-ro spaces

            Spaces as defined in regulations 3.41 and 3.46;

        • .3 In determining the applicable fire integrity standard of a boundary between two spaces within a main vertical zone or horizontal zone which is not protected by an automatic sprinkler system complying with the provisions of the Fire Safety Systems Code or between such zones neither of which is so protected, the higher of the two values given in the tables shall apply;

        • .4 In determining the applicable fire integrity standard of a boundary between two spaces within a main vertical zone or horizontal zone which is protected by an automatic sprinkler system complying with the provisions of the Fire Safety Systems Code or between such zones both of which are so protected, the lesser of the two values given in the tables shall apply. Where a zone with sprinklers and a zone without sprinklers meet within accommodation and service spaces, the higher of the two values given in the tables shall apply to the division between the zones.

      • 2.2.4.3 Continuous “B” class ceilings or linings, in association with the relevant decks or bulkheads, may be accepted as contributing, wholly or in part, to the required insulation and integrity of a division.

      • 2.2.4.4 External boundaries which are required in regulation 11.2 to be of steel or other equivalent material may be pierced for the fitting of windows and sidescuttles provided that there is no requirement for such boundaries of passenger ships to have “A” class integrity. Similarly, in such boundaries which are not required to have “A” class integrity, doors may be constructed of materials which are to the satisfaction of the Administration.

      • 2.2.4.5 Saunas shall comply with paragraph 2.2.3.4.

        Table 9.3 – Fire integrity of bulkheads separating adjacent spaces

        Spaces

        (1)

        (2)

        (3)

        (4)

        (5)

        (6)

        (7)

        (8)

        (9)

        (10)

        (11)

        Control stations (1)

        A-0c

        A-0

        A-60

        A-0

        A-15

        A-60

        A-15

        A-60

        A-60

        *

        A-60

        Corridors (2)

        Ce

        B-0e

        A-0a B-0e

        B-0e

        A-60

        A-0

        A-0

        A-15 A-0d

        *

        A-30g

        Accommodation spaces(3)

        Ce

        A-0a B-0e

        B-0e

        A-60

        A-0

        A-0

        A-15 A-0d

        *

        A-30 A-0d

        Stairways (4)

        A-0a B-0e

        A-0a B-0e

        A-60

        A-0

        A-0

        A-15 A-0d

        *

        A-30g

        Service spaces (low risk)(5)

        Ce

        A-60

        A-0

        A-0

        A-0

        *