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

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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-2III 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 July 1986.

• 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 July 1986”;

  • 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.

• 2 Unless expressly provided otherwise, for ships constructed before 1 July 1986 the Administration shall ensure that the requirements which are applicable under chapter II-l of the International Convention for the Safety of Life at Sea, 1974, as amended by resolution MSC. l(XLV), are complied with.

• 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 1986 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 1 July 1986 in so far as the Administration deems reasonable and practicable.

• 3.2 Notwithstanding the provisions of paragraph 3.1, passenger ships which undergo repairs, alterations and modifications to meet the requirements of regulation 8–1 shall not be deemed to have undergone repairs, alterations and modifications of a major character.

• 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:

• 1.1. “Subdivision load line” is a water-line used in determining the subdivision of the ship.

• 1.2. “Deepest subdivision load line” is the water-line which corresponds to the greatest draught permitted by the subdivision requirements which are applicable.

• 2. “Length of the ship” is the length measured between perpendiculars taken at the extremities of the deepest subdivision load line.

• 3. “Breadth of the ship” is the extreme width from outside of frame to outside of frame at or below the deepest subdivision load line.

• 4. “Draught” is the vertical distance from the moulded base line amidships to the subdivision load line in question.

• 5. “Bulkhead deck” is the uppermost deck up to which the transverse watertight bulkheads are carried.

• 6. “Margin line” is a line drawn at least 76 mm below the upper surface of the bulkhead deck at side.

• 7. “Permeability of a space” is the percentage of that space which can be occupied by water. The volume of a space which extends above the margin line shall be measured only to the height of that line.

• 8. “Machinery space” is to be taken as extending from the moulded base line to the margin line and between the extreme main transverse watertight bulkheads, bounding the spaces containing the main and auxiliary propulsion machinery, boilers serving the needs of propulsion, and all permanent coal bunkers. In the case of unusual arrangements, the Administration may define the limits of the machinery spaces.

• 9. “Passenger spaces” are those spaces which are provided for the accommodation and use of passengers, excluding baggage, store, provision and mail rooms. For the purposes of Regulations 5 and 6, spaces provided below the margin line for the accommodation and use of the crew shall be regarded as passenger spaces.

• 10. In all cases volumes and areas shall be calculated to moulded lines.

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

• 12. An 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.

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

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

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

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;

  • 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 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; or

  • 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 Assembly of 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.

• 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 water-line corresponding to the assigned summer freeboard and the lightweight of the ship.

• 22. “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 passenger and crew and their effects.

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 on tankers

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

• 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 the emergency towing arrangements shall be approved by the Administration, based on the Guidelines developed by the Organization.

• 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.

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 For all ships, new installation of materials which contain asbestos shall be prohibited except for:

  • .1. vanes used in rotary vane compressors and rotary vane vacuum pumps;

  • .2. watertight joints and linings used for the circulation of fluids when, at high temperature (in excess of 350ºC) or pressure (in excess of 7 x 10⁶ Pa), there is a risk of fire, corrosion or toxicity; and

  • .3. supple and flexible thermal insulation assemblies used for temperatures above 1000ºC.

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.

PART B. SUBDIVISION AND STABILITY2

(Part B applies to passenger ships and to cargo ships, as indicated in the regulations)

Regulation 4. Floodable length in passenger ships

• 1 The floodable length at any point of the length of a ship shall be determined by a method of calculation which takes into consideration the form, draught and other characteristics of the ship in question.

• 2 In a ship with a continuous bulkhead deck, the floodable length at a given point is the maximum portion of the length of the ship, having its centre at the point in question, which can be flooded under the definite assumptions set forth in Regulation 5 without the ship being submerged beyond the margin line.

• 3.1 In the case of a ship not having a continuous bulkhead deck, the floodable length at any point may be determined to an assumed continuous margin line which at no point is less than 76 mm below the top of the deck (at side) to which the bulkheads concerned and the shell are carried watertight.

• 3.2 Where a portion of an assumed margin line is appreciably below the deck to which bulkheads are carried, the Administration may permit a limited relaxation in the watertightness of those portions of the bulkheads which are above the margin line and immediately under the higher deck.

Regulation 5. Permeability in passenger ships

• 1.1 The definite assumptions referred to in Regulation 4 relate to the permeabilities of the spaces below the margin line.

• 1.2 In determining the floodable length, a uniform average permeability shall be used throughout the whole length of each of the following portions of the ship below the margin line:

  • 1. the machinery space as defined in Regulation 2;

  • 2. the portion forward of the machinery space; and

  • 3. the portion abaft the machinery space.

• 2.1 The uniform average permeability throughout the machinery space shall be determined from the formula:

  

  where:

  a	=	the volume of the passenger spaces, as defined in Regulation 2, which are situated below the margin line within the limits of the machinery space;
  c	=	the volume of between deck spaces below the margin line within the limits of the machinery space which are appropriated to cargo, coal or stores;
  v	=	the whole volume of the machinery space below the margin line.

• 2.2 Where it is shown to the satisfaction of the Administration that the average permeability as determined by detailed calculation is less than that given by the formula, the detailed calculated value may be used. For the purpose of such calculation, the permeability of passenger spaces, as defined in Regulation 2, shall be taken as 95, that of all cargo, coal and store spaces as 60, and that of double bottom, oil fuel and other tanks at such value as may be approved in each case.

• 3 Except as provided in paragraph 4, the uniform average permeability throughout the portion of the ship forward of or abaft the machinery space shall be determined from the formula:

  

  where:

  a	=	the volume of the passenger spaces, as defined in Regulation 2, which are situated below the margin line, forward of or abaft the machinery space; and
  v	=	the whole volume of the portion of the ship below the margin line forward of or abaft the machinery space.

• 4.1 In the case of special subdivision required in regulation 6.5, the uniform average permeability throughout the portion of the ship forward of or abaft the machinery space shall be 95-35 b/v where:

  b = the volume of the spaces below the margin line and above the tops of floors, inner bottom, or peak tanks, as the case may be, which are appropriated to and used as cargo spaces, coal or oil fuel bunkers, storerooms, baggage and mail rooms, chain lockers and fresh water tanks, forward of or abaft the machinery space; and

  v = the whole volume of the portion of the ship below the margin line forward of or abaft the machinery space.

• 4.2 In the case of ships engaged on services where the cargo holds are not generally occupied by any substantial quantities of cargo, no part of the cargo spaces is to be included in calculating “b”.

• 5 In the case of unusual arrangements the Administration may allow, or require, a detailed calculation of average permeability for the portions forward of or abaft the machinery space. For the purpose of such calculation, the permeability of passenger spaces as defined in Regulation 2 shall be taken as 95, that of spaces containing machinery as 85, that of all cargo, coal and store spaces as 60, and that of double bottom, oil fuel and other tanks at such value as may be approved in each case.

• 6 Where a between deck compartment between two watertight transverse bulkheads contains any passenger or crew space, the whole of that compartment, less any space completely enclosed within permanent steel, bulkheads and appropriated to other purposes, shall be regarded as passenger space. Where, however, the passenger or crew space in question is completely enclosed within permanent steel bulkheads, only the space so enclosed need be considered as passenger space.

Regulation 6. Permissible length of compartments in passenger ships

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

• 2 Factor of subdivision

  • 2.1. The maximum permissible length of a compartment having its centre at any point in the ship's length is obtained from the floodable length by multiplying the latter by an appropriate factor called the factor of subdivision.

  • 2.2. The factor of subdivision shall depend on the length of the ship, and for a given length shall vary according to the nature of the service for which the ship is intended. It shall decrease in a regular and continuous manner:

    • 1. as the length of the ship increases, and

    • 2. from a factor A, applicable to ships primarily engaged in the carriage of cargo, to a factor B, applicable to ships primarily engaged in the carriage of passengers.

  • 2.3. The variations of the factors A and B shall be expressed by the following formulae (1) and (2) where L is the length of the ship as defined in Regulation 2:

    

• 3 Criterion of service

  • 3.1. For a ship of given length the appropriate factor of subdivision shall be determined by the criterion of service numeral (hereinafter called the criterion numeral) as given by the following formulae (3) and (4) where:

    Cs	=	the criterion numeral;
    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; 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 spaces below the margin line (cubic metres), as defined in Regulation 2;
    V	=	the whole volume of the ship below the margin line (cubic metres);
    P1	=	KN where:
    N	=	the number of passengers for which the ship is to be certified, and
    K	=	0.056L

  • 3.2. Where the value of KN is greater than the sum of P and the whole volume of the actual passenger spaces above the margin line, the figure to be taken as P₁ is that sum or two-thirds KN, whichever is the greater.

    

  • 3.3. For ships not having a continuous bulkhead deck the volumes are to be taken up to the actual margin lines used in determining the floodable lengths.

• 4 Rules for subdivision of ships other than those covered by paragraph 5.

  • 4.1. The subdivision abaft the forepeak of ships of 131 m in length and upwards having a criterion numeral of 23 or less shall be governed by the factor A given by formula (1); of those having a criterion numeral of 123 or more by the factor B given by formula (2); and of those having a criterion numeral between 23 and 123 by the factor F obtained by linear interpolation between the factors A and B, using the formula:

    

    Nevertheless, where the criterion numeral is equal to 45 or more and simultaneously the computed factor of subdivision as given by formula (5) is .65 or less, but more than .50, the subdivision abaft the forepeak shall be governed by the factor .50.

  • 4.2. Where the factor F is less than .40 and it is shown to the satisfaction of the Administration to be impracticable to comply with the factor F in a machinery compartment of the ship, the subdivision of such compartment may be governed by an increased factor, which, however, shall not exceed .40.

  • 4.3. The subdivision abaft the forepeak of ships of less than 131 m but not less than 79 m in length having a criterion numeral equal to S, where:

    

    shall be governed by the factor unity; of those having a criterion numeral of 123 or more by the factor B given by the formula (2); of those having a criterion numeral between S and 123 by the factor F obtained by lineair interpolation between unity and the factor B using the formula:

    

  • 4.4. The subdivision abaft the forepeak of ships of less than 131 m but not less than 79 m in length and having a criterion numeral less than S, and of ships of less than 79 m in length shall be governed by the factor, unity, unless, in either case, it is shown to the satisfaction of the Administration to be impracticable to comply with this factor in any part of the ship, in which case the Administration may allow such relaxation as may appear to be justified, having regard to all the circumstances.

  • 4.5. The provisions of paragraph 4.4 shall apply also to ships of whatever length, which are to be certified to carry a number of passengers exceeding 12 but not exceeding -

    

• 5 Special subdivision standards for ships complying with regulation III/20.1.2.

  • 5.1.1. In the case of ships primarily engaged in the carriage of passengers, the subdivision abaft the forepeak shall be governed by a factor of .50 or by the factor determined according to paragraphs 3 and 4, if less than .50.

  • 5.1.2. In the case of such ships of less than 91.5 m in length, if the Administration is satisfied that compliance with such factor would be impracticable in a compartment, it may allow the length of that compartment to be governed by a higher factor provided the factor used is the lowest that is practicable and reasonable in the circumstances.

  • 5.2. Where, in the case of any ship whether of less than 91.5 m or not, the necessity of carrying appreciable quantities of cargo makes it impracticable to require the subdivision abaft the forepeak to be governed by a factor not exceeding .50, the standard of subdivision to be applied shall be determined in accordance with the following sub-paragraphs .1 to .5, subject to the condition that where the Administration is satisfied that insistence on strict compliance in any respect would be unreasonable, it may allow such alternative arrangement of the watertight bulkheads as appears to be justified on merits and will not diminish the general effectiveness of the subdivision.

    • 1. The provisions of paragraph 3 relating to the criterion numeral shall apply with the exception that in calculating the value of P₁ for berthed passengers K is to have the value defined in paragraph 3, or 3.5 m³, whichever is the greater, and for unberthed passengers K is to have the value 3.5 m³.

    • 2. The factor B in paragraph 2 shall be replaced by the factor BB determined by the following formula:

      

    • 3. The subdivision abaft the forepeak of ships of 131 m in length and upwards having a criterion numeral of 23 or less shall be governed by the factor A given by formula (1) in paragraph 2.3; of those having a criterion numeral of 123 or more by the factor BB given by the formula in paragraph 5.2.2; and of those having a criterion numeral between 23 and 123 by the factor F obtained by linear interpolation between the factors A and BB, using the formula:

      

      except that if the factor F so obtained is less than .50 the factor to be used shall be either .50 or the factor calculated according to the provisions of paragraph 4.1, whichever is the smaller.

    • 4. The subdivision abaft the forepeak of ships of less than 131 m but not less than 55 m in length having a criterion numeral equal to S₁ where

      

      shall be governed by the factor unity; of those having a criterion numeral of 123 or more by the factor BB given by the formula in paragraph 5.2.2; of those having a criterion numeral between S₁ and 123 by the factor F obtained by linear interpolation between unity and the factor BB using the formula:

      

      except that in either of the two latter cases if the factor so obtained is less than .50 the subdivision may be governed by a factor not exceeding .50.

    • 5. The subdivision abaft the forepeak of ships of less than 131 m but not less than 55 m in length and having a criterion numeral less than S₁ and of ships of less than 55 m in length shall be governed by the factor unity, unless it is shown to the satisfaction of the Administration to be impracticable to comply with this factor in particular compartments, in which event the Administration may allow such relaxations in respect of those compartments as appear to be justified, having regard to all the circumstances, provided that the aftermost compartment and as many as possible of the forward compartments (between the forepeak and the after end of the machinery space) shall be kept within the floodable length.

  • 5.3 The special provisions regarding permeability given in regulation 5.4 shall be employed when calculating the floodable length curves.

  • 5.4 Where the Administration is satisfied that, having regard to the nature and conditions of the intended voyages compliance with the other provisions of this chapter and of chapter II-2 is sufficient, the requirements of this paragraph need not be complied with.

Regulation 7. Special requirements concerning passenger ship subdivision

• 1 Where in a portion or portions of a ship the watertight bulkheads are carried to a higher deck than in the remainder of the ship and it is desired to take advantage of this higher extension of the bulkheads in calculating the floodable length, separate margin lines may be used for each such portion of the ship provided that:

  • 1. the sides of the ship are extended throughout the ship's length to the deck corresponding to the upper margin line and all openings in the shell plating below this deck throughout the length of the ship are treated as being below a margin line, for the purposes of Regulation 17; and

  • 2. the two compartments adjacent to the “step” in the bulkhead deck are each within the permissible length corresponding to their respective margin lines, and, in addition, their combined length does not exceed twice the permissible length based on the lower margin line.

• 2.1 A compartment may exceed the permissible length determined by the rules of Regulation 6 provided the combined length of each pair of adjacent compartments to which the compartment in question is common does not exceed either the floodable length or twice the permissible length, whichever is the less.

• 2.2 If one of the two adjacent compartments is situated inside the machinery space, and the second is situated outside the machinery space, and the average permeability of the portion of the ship in which the second is situated differs from that of the machinery space, the combined length of the two compartments shall be adjusted to the mean average permeability of the two portions of the ship in which the compartments are situated.

• 2.3 Where the two adjacent compartments have different factors of subdivision, the combined length of the two compartments shall be determined proportionately.

• 3 In ships of 100 m in length and upwards, one of the main transverse bulkheads abaft the forepeak shall be fitted at a distance from the forward perpendicular which is not greater than the permissible length.

• 4 A main transverse bulkhead may be recessed provided that all parts of the recess lie inboard of vertical surfaces on both sides of the ship, situated at a distance from the shell plating equal to one-fifth the breadth of the ship, as defined in Regulation 2, and measured at right angles to the centre line at the level of the deepest subdivision load line. Any part of a recess which lies outside these limits shall be dealt with as a step in accordance with paragraph 5.

• 5 A main transverse bulkhead may be stepped provided that it meets one of the following conditions:

  • 1. the combined length of the two compartments, separated by the bulkhead in question, does not exceed either 90 per cent of the floodable length or twice the permissable length, except that, in ships having a factor of subdivision greater than .9, the combined length of the two compartments in question shall not exceed the permissible length;

  • 2. additional subdivision is provided in way of the step to maintain the same measure of safety as that secured by a plane bulkhead;

  • 3. the compartment over which the step extends does not exceed the permissible length corresponding to a margin line taken 76 mm below the step.

• 6 Where a main transverse bulkhead is recessed or stepped, an equivalent plane bulkhead shall be used in determining the subdivision.

• 7 If the distance between two adjacent main transverse bulkheads, or their equivalent plane bulkheads, or the distance between the transverse planes passing through the nearest stepped portions of the bulkheads, is less than 3.0 m plus 3 per cent of the length of the ship, or 11.0 m whichever is the less, only one of these bulkheads shall be regarded as forming part of the subdivision of the ship in accordance with the provisions of Regulation 6.

• 8 Where a main transverse watertight compartment contains local subdivision and it can be shown to the satisfaction of the Administration that, after any assumed side damage extending over a length of 3.0 m plus 3 per cent of the length of the ship, or 11.0 m whichever is the less, the whole volume of the main compartment will not be flooded, a proportionate allowance may be made in the permissible length otherwise required for such compartment. In such a case the volume of effective buoyancy assumed on the undamaged side shall not be greater than that assumed on the damaged side.

• 9 Where the required factor of subdivision is .50 or less, the combined length of any two adjacent compartments shall not exceed the floodable length.

Regulation 8. Stability of passenger ships in damaged condition

(Subject to the provisions of regulation 8–1, paragraphs 2.3.1 to 2.3.4, 2.4, 5 and 6.2 apply to passenger ships constructed on or after 29 April 1990. Paragraphs 7.2, 7.3 and 7.4 apply to all passenger ships)

• 1.1 Sufficient intact stability shall be provided in all service conditions so as to enable the ship to withstand the final stage of flooding of any one main compartment which is required to be within the floodable length.

• 1.2 Where two adjacent main compartments are separated by a bulkhead which is stepped under the conditions of Regulation 7.5.1 the intact stability shall be adequate to withstand the flooding of those two adjacent main compartments.

• 1.3 Where the required factor of subdivision is .50 or less but more than .33 intact stability shall be adequate to withstand the flooding of any two adjacent main compartments.

• 1.4 Where the required factor of subdivision is .33 or less the intact stability shall be adequate to withstand the flooding of any three adjacent main compartments.

• 2.1 The requirements of paragraph 1 shall be determined by calculations which are in accordance with paragraphs 3, 4 and 6 and which take into consideration the proportions and design characteristics of the ship and the arrangement and configuration of the damaged compartments. In making these calculations the ship is to be assumed in the worst anticipated service condition as regards stability.

• 2.2 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 such restrictions in the calculations.

• 2.3 The stability required in the final condition after damage, and after equalization where provided, shall be determined as follows:

  • 2.3.1 The positive residual righting lever curve shall have a minimum range of 15° beyond the angle of equilibrium. This range may be reduced to a minimum of 10°, in the case where the area under the righting lever curve is that specified in paragraph 2.3.2, increased by the ratio:

    15/Range

    where the range is expressed in degrees.

  • 2.3.2 The area under the righting lever curve shall be at least 0.015 m-rad, measured from the angle of equilibrium to the lesser of:

    • .1 the angle at which progressive flooding occurs;

    • .2

      • 22° (measured from the upright) in the case of one-compartment flooding, or

      • 27° (measured from the upright) in the case of the simultaneous flooding of two or more adjacent compartments.

  • 2.3.3 A residual righting lever is to be obtained within the range of positive stability, taking into account the greatest of the following heeling moments:

    • .1 the crowding of all passengers towards one side;

    • .2 the launching of all fully loaded davit-launched survival craft on one side;

    • .3 due to wind pressure;

    as calculated by the formula:

    GZ (in metres) = heeling moment/displacement + 0 04

    However, in no case is this righting lever to be less than 0.10 m.

  • 2.3.4 For the purpose of calculating the heeling moments in paragraph 2.3.3, the following assumptions shall be made:

    • .1 Moments due to crowding of passengers:

      • .1.1 4 persons per square metre;

      • .1.2 a mass of 75 kg for each passenger;

      • .1.3 passengers shall be distributed 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.

    • .2 Moments due to launching of all fully loaded davit-launched survival craft on one side:

      • .2.1 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;

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

      • .2.3 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;

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

      • .2.5 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.

    • .3 Moments due to wind pressure:

      • .3.1 a wind pressure of 120N/m² to be applied;

      • .3.2 the area applicable shall be the projected lateral area of the ship above the waterline corresponding to the intact condition;

      • .3.3 the moment arm shall be the vertical distance from a point at one half of the mean draught corresponding to the intact condition to the centre of gravity of the lateral area.

• 2.4 In intermediate stages of flooding, the maximum righting lever shall be at least 0.05 m and the range of positive righting levers shall be at least 7°. In all cases, only one breach in the hull and only one free surface need be assumed.

• 3 For the purpose of making damage stability calculations the volume and surface permeabilities shall be in general as follows:

  Spaces	Permeability
  Appropriated to cargo, coal or stores	60
  Occupied by accommodation	95
  Occupied by machinery	85
  Intended for liquids	0 or 95 *)

  Higher surface permeabilities are to be assumed in respect of spaces which, in the vicinity of the damage waterplane, contain no substantial quantity of accommodation or machinery and spaces which are not generally occupied by any substantial quantity of cargo or stores.

• 4 Assumed extent of damage shall be as follows:

  • 1. longitudinal extent: 3.0 m plus 3 per cent of the length of the ship, or 11.0 m whichever is the less. Where the required factor of subdivision is .33 or less the assumed longitudinal extent of damage shall be increased as necessary so as to include any two consecutive main transverse watertight bulkheads;

  • 2. transverse extent (measured inboard from the ship's side, at right angles to the centre line at the level of the deepest subdivision load line): a distance of one-fifth of the breadth of the ship, as defined in Regulation 2; and

  • 3. vertical extent: from the base line upwards without limit;

  • 4. if any damage of lesser extent than that indicated in paragraphs 4.1,4.2 and 4.3 would result in a more severe condition regarding heel or loss of metacentric height, such damage shall be assumed in the calculations.

• 5 Unsymmetrical flooding is to be kept to a minimum consistent with 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 cross-flooding fittings are provided they shall be operable from above the bulkhead deck. These fittings together with their controls shall be acceptable to the Administration. The maximum angle of heel after flooding but before equalization shall not exceed 15°. Where cross-flooding fittings are required the time for equalization shall not exceed 15 minutes. Suitable information concerning the use of cross-flooding fittings shall be supplied to the master of the ship.3

• 6 The final conditions of the ship after damage and, in the case of unsymmetrical flooding, after equalization measures have been taken shall be as follows:

  • 1. in the case of symmetrical flooding there shall be a positive residual metacentric height of at least 50 mm as calculated by the constant displacement method;

  • 2. In the case of unsymmetrical flooding, the angle of heel for one-compartment flooding shall not exceed 7°. For the simultaneous flooding of two or more adjacent compartments, a heel of 12° may be permitted by the Administration.

  • 3. in no case shall the margin line be submerged in the final stage of flooding. If it is considered that the margin line may become submerged during an intermediate stage of flooding, the Administration may require such investigations and arrangements as it considers necessary for the safety of the ship.

• 7.1 The master of the ship shall be supplied with the data necessary to maintain sufficient intact stability under service conditions to enable the ship to withstand the critical damage. In the case of ships requiring cross-flooding the master of the ship shall be informed of the conditions of stability on which the calculations of heel are based and be warned that excessive heeling might result should the ship sustain damage when in a less favourable condition.

• 7.2 The date referred to in paragraph 7.1 to enable the master to maintain sufficient intact stability shall include information which indicates the maximum permissible height of the ship's centre of gravity above keel (KG), or alternatively the minimum permissible metacentric height (GM), for a range of draughts or displacements sufficient to include all service conditions. The information shall show the influence of various trims taking into account the operational limits.

• 7.3 Each 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.

• 7.4 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 the 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.

• 8.1 No relaxation from the requirements for damage stability may be considered by the Administration unless it is shown that the intact metacentric height in any service condition necessary to meet these requirements is excessive for the service intended.

• 8.2 Relaxations from the requirements for damage stability shall be permitted only in exceptional cases and subject to the condition that the Administration is to be satisfied that the proportions, arrangements and other charasteristics of the ship are the most favourable to stability after damage which can practically and reasonably be adopted in the particular circumstances.

Regulation 8–1. Stability of ro-ro passenger ships in damaged condition

Ro-ro passenger ships constructed before 1 July 1997 shall comply with regulation 8, as amended by resolution MSC.12(56), not later than the date of the first periodical survey after the date of compliance prescribed below, according to the value of A/Amax as defined in the annex of the Calculation procedure to assess the survivability characteristics of existing ro-ro passenger ships when using a simplified method based upon resolution A.265(VIII), developed by the Maritime Safety Committee at its fifty-ninth session in June 1991 (MSC/Circ.574).

Value of A/Amax	Date of compliance
less than 85%	1 October 1998
85% or more but less than 90%	1 October 2000
90% or more but less than 95%	1 October 2002
95% or more but less than 97,5%	1 October 2004
97,5% or more	1 October 2005

Regulation 8–2. Special requirements for ro-ro passenger ships carrying 400 persons or more

Notwithstanding the provisions of regulations 8 and 8–1:

• .1 ro-ro passenger ships certified to carry 400 persons or more constructed on or after 1 July 1997 shall comply with the provisions of paragraph 2.3 of regulation 8, assuming the damage applied anywhere within the ship's length L; and

• .2 ro-ro passenger ships certified to carry 400 persons or more constructed before 1 July 1997 shall comply with the requirements of subparagraph 1 not later than the date of the first periodical survey after the date of compliance prescribed in subparagraph 2.1, 2.2 or 2.3 which occurs the latest:

  • .2.1

    Value of A/Amax	Date of compliance
    less than 85%	1 October 1998
    85% or more but less than 90%	1 October 2000
    90% or more but less than 95%	1 October 2002
    95% or more but less than 97,5%	1 October 2004
    97,5% or more	1 October 2010

  • .2.2

    Number of persons permitted to be carried
    1 500 or more	1 October 2002
    1 000 or more but less than 1 500	1 October 2006
    600 or more but less than 1 000	1 October 2008
    400 or more but less than 600	1 October 2010

  • .2.3 Age of the ship equal to or greater than 20 years,

    where the age of the ship means the time counted from the date on which the keel was laid or the date on which it was at a similar stage of construction or from the date on which the ship was converted to a ro-ro passenger ship.

Regulation 8-3. Special requirements for passenger ships, other than ro-ro passenger ships, carrying 400 persons or more

Notwithstanding the provisions of regulation 8, passenger ships, other than ro-ro passenger ships, certified to carry 400 persons or more constructed on or after 1 July 2002 shall comply with the provisions of paragraphs 2.3 and 2.4 of regulation 8, assuming the damage applied anywhere within the ship's length L

Regulation 9. Ballasting of passenger ships

• 1 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.

• 2 The provisions of this Regulation are without prejudice to the provisions of the International Convention for the Prevention of Pollution from ships in force.

Regulation 10. Peak and machinery space bulkheads, shaft tunnels, etc. in passenger ships

• 1 A forepeak or 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 5 per cent of the length of the ship and not more than 3 m plus 5 per cent of the length of the ship.

• 2 Where any part of the ship below the water-line 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; or

  • 2. at a distance 1.5 per cent of the length of the ship forward of the forward perpendicular; or

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

• 3 Where a long forward superstructure is fitted, the forepeak or collision bulkhead on all passenger ships shall be extended weathertight to the next full deck above the bulkhead deck. 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.

• 4 The extension required in paragraph 3 need not be fitted directly above the bulkhead below, provided that all parts of the extension are not located forward of the forward limit specified in paragraph 1 or paragraph 2. However, in ships constructed before 1 July 1997:

  • 1. where a sloping ramp forms part of the extension, the part of the extension, which is more than 2.3 m above the bulkhead deck, may extend no more than 1 m forward of the forward limits specified in paragraph 1 or paragraph 2; and

  • 2. where the existing ramp does not comply with the requirements for acceptance as an extension to the collision bulkhead and the position of the ramp prevents the siting of such extension within the limits specified in paragraph 1 or paragraph 2, the extension may be sited within a limited distance aft of the aft limit specified in paragraph 1 or paragraph 2. The limited distance aft should be no more than is necessary to ensure non interference with the ramp. The extension to the collision bulkhead shall open forward and comply with the requirements of paragraph 3 and shall be so arranged as to preclude the possibility of the ramp causing damage to it in the case of damage to, or detachment of, the ramp.

• 5 Ramps not meeting the above requirements shall be disregarded as an extension of the collision bulkhead.

• 6 In ships constructed before 1 July 1997, the requirements of paragraphs 3 and 4 shall apply not later than the date of the first periodical survey after 1 July 1997.

• 7 An afterpeak bulkhead, and bulkheads dividing the machinery space, as defined in Regulation 2, from the cargo and passenger spaces forward and aft, 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.

• 8 In all cases stern tubes shall be enclosed in watertight spaces of moderate volume. 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 margin line will not be submerged.

Regulation 11. Peak and machinery space bulkheads and stern tubes in cargo ships

(Paragraphs 8 and 9 of this regulation apply to ships constructed on or after 1 February 1992)

• 1. For the purpose of this Regulation “freeboard deck”, “length of ship” and “forward perpendicular” have the meanings as defined in the International Convention on Load Lines in force.

• 2. A collision bulkhead shall be fitted which shall be watertight up to the freeboard deck. This bulkhead shall be located at a distance from the forward perpendicular of not less than 5 per cent of the length of the ship or 10 m, whichever is the less, and, except as may be permitted by the Administration, not more than 8 per cent of the length of the ship.

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

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

  • 2. at a distance 1.5 per cent of the length of the ship forward of the forward perpendicular; or

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

• 4. The bulkhead may have steps or recesses provided they are within the limits prescribed in paragraph 2 or 3. Pipes piercing the collision bulkhead shall be fitted with suitable valves operable from above the freeboard deck and the valve chest shall be secured at the bulkhead inside the forepeak. The valves may be fitted on the after side of the collision bulkhead provided that the valves are readily accessible under all service conditions and the space in which they are 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. No door, manhole, ventilation duct or any other opening shall be fitted in this bulkhead.

• 5. Where a long forward superstructure is fitted the collision bulkhead shall be extended weathertight to the deck next above the freeboard deck. The extension need not be fitted directly above the bulkhead below provided it is located within the limits prescribed in paragraph 2 or 3 with the exemption permitted by paragraph 6 and the part of the deck which forms the step is made effectively weathertight.

• 6. Where bow doors are fitted and a sloping loading ramp forms part of the extension of the collision bulkhead above the freeboard deck the part of the ramp which is more than 2.3 m above the freeboard deck may extend forward of the limit specified in paragraph 2 or 3. The ramp shall be weathertight over its complete length.

• 7. 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.

• 8. Bulkheads shall be fitted separating the machinery space from cargo and passenger spaces forward and aft and made watertight up to the freeboard deck.

• 9. Stern tubes shall be enclosed in a watertight space (or spaces) of moderate volume. 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 12. Double bottoms in passenger ships

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

• 1 In ships of 50 m and upwards but less than 61 m in length a double bottom shall be fitted at least from the machinery space to the forepeak bulkhead, or as near thereto as practicable.

• 2 In ships of 61 m and upwards but less than 76 m in length a double bottom shall be fitted at least outside the machinery space, and shall extend to the fore and after peak bulkheads, or as near thereto as practicable.

• 3 In ships of 76 m in length and upwards, a double bottom shall be fitted amidships, and shall extend to the fore and after peak bulkheads, or as near thereto as practicable.

• 2 Where a double bottom is required to be fitted its depth shall be to the satisfaction of the Administration and 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 line of intersection of the outer edge of the margin plate with the bilge plating is not lower at any part than a horizontal plane passing through the point of intersection with the frame line amidships of a transverse diagonal line inclined at 25° to the base line and cutting it at a point one-half the ship's moulded breadth from the middle line.

• 3 Small wells constructed in the double bottom in connexion with drainage arrangements of holds, etc., shall not extend downwards more than necessary. The depth of the well shall in no case be more than the depth less 460 mm of the double bottom at the centre line, nor shall the well extend below the horizontal plane referred to in paragraph 2. 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.

• 4 A double bottom need not be fitted in way of watertight compartments of moderate size used exclusively for the carriage of liquids, provided the safety of the ship, in the event of bottom or side damage, is not, in the opinion of the Administration, thereby impaired.

• 5 In the case of 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/3.16, the Administration may permit a double bottom to be dispensed with in any part of the ship which is subdivided by a factor not exceeding .50, 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.

Regulation 12-1. Double bottoms in cargo ships other than tankers

(This regulation applies to ships constructed on or after 1 February 1992)

• 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, its depth shall be to the satisfaction of the Administration and the inner bottom shall be continued out to the ship's side in such a manner as to protect the bottom to the turn of the bilge.

• 3. Small wells constructed in the double bottom, in connection with the drainage arrangements of holds, shall not extend in depth more than necessary. A well extending to the outer bottom, may, however, be permitted at the after end of the shaft tunnel of the ship. Other wells may be permitted by the Administration if it is satiesfied that the arrangements give protection equivalent to that afforded by a double bottom complying with this regulation.

• 4. A double bottom need not be fitted in way of watertight compartments used exclusively for the carriage of liquids, provided the safety to the ship in the event of bottom damage is not, in the opinion of the Administration, thereby impaired.

Regulation 12-2. Access to spaces in the cargo area of oil tankers

[Vervallen per 01-07-2004]

Regulation 13. 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 having spaces which are specially adapted for the accommodation of passengers and the carriage of cargo alternatively 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 conditions.

• 2 The subdivision load lines assigned and marked shall be recorded in the Passenger Ship Safety Certificate, and shall be distinguished by the notation C.1 for the principal passenger condition, and C.2, C.3, etc. for the alternative conditions.

• 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 conditions of service 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 condition of service is submerged.

Regulation 14. Construction and initial testing of watertight bulkheads, etc., in passenger ships and cargo ships

• 1 Each watertight subdivision bulkhead, whether transverse or longitudinal, shall be constructed in such a manner that it shall be capable of supporting, with a proper margin of resistance, the pressure due to the maximum head of water which it might have to sustain in the event of damage to the ship but at least the pressure due to a head of water up to the margin line. The construction of these bulkheads shall be to the satisfaction of the Administration.

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

• 2.2 Where frames or beams pass through a watertight deck or bulkhead, such deck or bulkhead shall be made structurally watertight without the use of wood or cement.

• 3 Testing main compartments 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.

• 4 The forepeak, double bottoms (including duct keels) and inner skins shall be tested with water to a head corresponding to the requirements of paragraph 1.

• 5 Tanks which are intended to hold liquids, and which form part of the subdivision of the ship, shall be tested for tightness with water to a head up to the deepest subdivision load line or to a head corresponding to two-thirds of the depth from the top of keel to the margin line in way of the tanks, whichever is the greater; provided that in no case shall the test head be less than 0.9 m above the top of the tank.

• 6 The tests referred to in paragraphs 4 and 5 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 connexions.

Regulation 15. Openings in watertight bulkheads in passenger ships

(This regulation applies to ships constructed on or after 1 February 1992)

• 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 subdivision 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 subdivision bulkheads.

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

• 3.1 No doors, manholes, or access openings are permitted:

  • 1. in the collision bulkheads below the margin line;

  • 2. in watertight transverse bulkheads dividing a cargo space from an adjoining cargo space or from a permanent or reserve bunker, except as provided in paragraph 10.1 and in regulation 16.

• 3.2 Except as provided in paragraph 3.3, the collision bulkhead may be pierced below the margin line by not more than one pipe for dealing with fluid in the forepeak tank, provided that the pipe is fitted with a screwdown 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.

• 3.3 If the forepeak is divided to hold two different kinds of liquids the Administration may allow the collision bulkhead to be pierced below the margin line by two pipes, each of which is fitted as required by paragraph 3.2, 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.

• 4.1 Watertight doors fitted in bulkheads between permanent and reserve bunkers shall always be accessible, except as provided in paragraph 9.4 for between-deck bunker doors.

• 4.2 Satisfactory arrangements shall be made by means of screens or otherwise to prevent the coal from interfering with the closing of watertight bunker doors.

• 5 Subject to paragraph 11, not more than one door, apart from the doors to bunkers and shaft tunnels, may be fitted in each main transverse bulkhead within spaces containing the main and auxiliary propulsion machinery including boilers serving the needs of propulsion and all permanent bunkers. 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.

• 6.1 Watertight doors, except as provided in paragraph 10.1 or regulation 16, 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 navigating bridge in not more than 60 seconds with the ship in the upright position.

• 6.2 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.

• 6.3 Watertight door controls, including hydraulic piping and electric cables, shall be kept as close as practicable to the bulkheads 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 load line, the operation of the watertight doors clear of the damaged portion of the ship is not impaired.

• 6.4 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 navigating 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.

• 6.5 In ships constructed before 1 Februari 1992, doors which do not comply with paragraphs 6.1 to 6.4 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 into the log-book.

• 7.1 Each power-operated sliding watertight door:

  • .1 shall have a vertical or horiziontal motion;

  • .2 shall, subject to paragraph 11, 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 preventl eakages;

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

    • .3 the door shall be kept closed when the ship is at sea, except for limited periods when absolutely necessary as determined by the Administration;

  • .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 claerly indicated at all operating positions. The time necessary for the complete closure of the door, when operating by hand gear, shall not exceed 90 seconds 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 navigating 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 five seconds but no more than then seconds 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 seconds or more than 40 seconds 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 assosiated 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 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. 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 navigating 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 navigating 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 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.4

• 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 navigating bridge.

• 8.1 The central operating console at the navigating 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 permit doors to be opened locally and shall automatically reclose 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 navigating 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 All watertight doors shall be kept closed during navigation except that they may be opened during navigation as specified in paragraphs 9.2, 9.3 and 9.4. Watertight doors of width of more than 1.2 m permitted by paragraph 11 may only be opened in the circumstances detailed in that paragraph. Any door which is opened in accordance with this paragraph shall be ready to be immediately closed.

• 9.2 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.

• 9.3 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.

• 9.4 Sliding watertight doors fitted between bunkers in the betweendecks below the bulkhead deck may sometimes be open at sea for the purpose of trimming coal. The opening and closing of these doors shall be recorded in such log book as may be prescribed by the Administration.

• 10.1 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 load line.

• 10.2 Such doors 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. Should any of the 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.

• 11 Portable plates on bulkheads shall not be permitted except in machinery spaces. Such plates 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 times of removal and replacement of any such portable plates shall be recorded in the log book, and the necessary precautions shall be taken in replacing them to ensure that the joints are watertight. The Administration may permit not more than one power-operated sliding watertight door in each main transverse bulkhead larger than those specified in paragraph 7.1.2 to be substituted for these portable plates, provided these doors are closed before the ship leaves port and 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 seconds. The time of opening and closing these doors, whether the ship is at sea or in port, shall be recorded in the log book.

• 12.1 Where trunkways or tunnels for access from crew accommodation to the stokehold, for piping, or for any other purpose are carried through main transverse watertight bulkheads, they shall be watertight and in accordance with the requirements of regulation 19. 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 margin line. 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.

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

• 12.3 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 16. Passenger ships carrying goods vehicles and accompanying personnel

• 1 This Regulation applies to passenger ships regardless of the date of construction designed or adapted for the carriage of goods vehicles and accompanying personnel where the total number of persons on board, other than those specified in Regulation I/2(e)(i) and (ii), exceeds 12.

• 2 If in such a ship the total number of passengers which include personnel accompanying vehicles does not exceed N = 12 + A/25 , where A = 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 regulation 15.10 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 navigating bridge to show automatically when each door is closed and all door fastenings are secured.

• 3 When applying the provisions of this Chapter to such a ship, N shall be taken as the maximum number of passengers for which the ship may be certified in accordance with this Regulation.

• 4 In applying Regulation 8 for the worst operating conditions, the permeability for cargo spaces intended for the stowage of goods vehicles and containers shall be derived by calculation in which the goods vehicles and containers shall be assumed to be non-watertight and their permeability taken as 65. For ships engaged in dedicated services the actual value of permeability for goods vehicles or containers may be applied. In no case shall the permeability of the cargo spaces in which the goods vehicles and containers are carried be taken as less than 60.

Regulation 17. Openings in the shell plating of passenger ships below the margin line

• 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 per cent of the breadth of the ship above the deepest subdivision load line, or 500 mm, whichever is the greater.

• 3.2 All sidescuttles the sills of which are below the margin line, 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.

• 3.3.1 Where in a between decks, the sills of any of the sidescuttles referred to in paragraph 3.2 are below a line drawn parallel to the bulkhead deck at side and having its lowest point 1.4 plus 2.5 per cent 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.

• 3.3.2 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.

• 3.3.3 For any ship that has one or more sidescuttles so placed that the requirements of paragraph 3.3.1 would apply when it was floating at its deepest subdivision load line, 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 per cent of the breadth of the ship above the water-line 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.

• 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-eight 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 per cent of the breadth of the ship above the deepest subdivision load line, 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 Sidescuttles and their deadlights which will not be accessible during navigation shall be closed and secured before the ship leaves port.

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

• 6.2 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.

• 6.3 If cargo is carried in such spaces, 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.

• 7 Automatic ventilating sidescuttles shall not be fitted in the shell plating below the margin line without the special sanction of the Administration.

• 8 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.

• 9.1 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.

• 9.2.1 Subject to the requirements of the International Convention on Load Lines in force, and except as provided in paragraph 9.3, each separate discharge led through the shell plating from spaces below the margin line 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 load line 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.

• 9.2.2 The requirements of the International Convention on Load Lines in force shall apply to discharges led through the shell plating from spaces above the margin line.

• 9.3 Machinery space main and auxiliary sea inlets and discharges in connexion 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. The valves may be controlled locally and shall be provided with indicators showing whether they are open or closed.

• 9.4 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.

• 10.1 Gangway, cargo and coaling ports fitted below the margin line shall be of sufficient strength. They shall be effectively closed and secured watertight before the ship leaves port, and shall be kept closed during navigation.

• 10.2 Such ports shall in no case be so fitted as to have their lowest point below the deepest subdivision load line.

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

• 11.2 If the inboard opening is situated below the margin line, the cover shall be watertight, and in addition an automatic non-return valve shall be fitted in the shoot in an easily accessible position above the deepest subdivision load line. When the shoot is not in use both the cover and the valve shall be kept closed and secured.

Regulation 17–1. Openings in the shell plating below the bulkhead deck of passenger ships and the freeboard deck of cargo ships

Notwithstanding the requirements of regulation 17, ships constructed on or after 1 July 1998 shall comply with the requirements of regulation 17 where a reference to ‘margin line’ shall be deemed to mean a reference to the bulkhead deck of passenger ships and the freeboard deck of cargo ships.

Regulation 18. Construction and initial test of watertight doors, sidescuttles, etc., in passenger ships and cargo ships

• 1 In passenger ships:

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

  • 2. 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 up to the bulkhead deck or freeboard deck respectively. 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 19. Construction and initial test of watertight decks, trunks, etc. in passenger ships and cargo ships

• 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 In ro-ro passenger ships, 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 8.5.

• 3 In ro-ro passenger ships, 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 In ro-ro passenger ships constructed before 1 July 1997, the requirements of paragraph 2 and 3 shall apply not later than the date of the first periodical survey after 1 July 1997.

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

Regulation 20. Watertight integrity of passenger ships above the margin line

• 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 main subdivision bulkheads, they shall have watertight shell and bulkhead deck connexions 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.

• 2 The bulkhead deck or a deck above it shall be weathertight. 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 In passenger ships constructed on or after 1 July 1997, 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 15°, 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 coaling ports and other means for closing openings in the shell plating above the margin line 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 load line.

• 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 20-1. Closure of cargo loading doors

• 1 This regulation applies to all passenger ships.

• 2 The following doors, located above the margin line, 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 2.1;

  • .3 cargo loading doors in the collision bulkhead;

  • .4 weathertight ramps forming an alternative closure to those defined in paragraphs 2.1 to 2.3 inclusive.

  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.

• 3 Notwithstanding the requirements of paragraphs 2.1 and 2.4, 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.

• 4 The master shall ensure that an effective system of supervision and reporting of the closing and opening of the doors referred to in paragraph 2, is implemented.

• 5 The master shall ensure, before the ship proceeds on any voyage, that an entry in the log book, as required in regulation II-1/25, is made of the time of the last closing of the doors specified in paragraph 2 and the time of any opening of particular doors in accordance with paragraph 3.

Regulation 20–2. Watertight integrity from the ro-ro deck (bulkhead deck) to spaces below

• 1 In ro-ro passenger ships constructed on or after 1 July 1997:

  • 1. subject to the provisions of subparagraphs 2 and 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;

  • 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;

  • 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 to the navigation bridge;

  • 4. the accesses referred to in subparagraphs 2 and 3 shall be closed before the ship leaves the berth on any voyage and shall remain closed until the ship is at its next berth;

  • 5. the master shall ensure that an effective system of supervision and reporting of the closing and opening of such accesses referred to in subparagraphs 2 and 3 is implemented; and

  • 6. the master shall ensure, before the ship leaves the berth on any voyage, that an entry in the log-book, as required by regulation 25, is made of the time of the last closing of the accesses referred to in subparagraphs 2 and 3.

• 2 In ro-ro passenger ships constructed before 1 July 1997:

  • 1. all accesses from the ro-ro deck that lead to spaces below the bulkhead deck shall be made weathertight and means shall be provided on the navigation bridge, indicating whether the access is open or closed;

  • 2. all such accesses shall be closed before the ship leaves the berth on any voyage and shall remain closed until the ship is at its next berth;

  • 3. notwithstanding the requirements of subparagraph 2, 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; and

  • 4. the requirements of subparagraph 1 shall apply not later than the date of the first periodical survey after 1 July 1997.

Regulation 20–3. Access to ro-ro decks

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 underway.

Regulation 20–4. Closure of bulkheads on the ro-ro deck

• 1 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.

• 2 Notwithstanding the requirements of paragraph 1, 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 te ship.

Regulation 21. Bilge pumping arrangements

(Paragraphs 1.6 and 2.9 of this regulation apply to ships constructed on or after 1 February 1992)

• 1. Passenger ships and cargo ships

  • 1.1. 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.

  • 1.2. Sanitary, ballast and general service pumps may be accepted as independent power bilge pumps if fitted with the necessary connexions to the bilge pumping system.

  • 1.3. 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.

  • 1.4. 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 connexions being inadvertently flooded from the sea when containing cargo, or being discharged through a bilge pipe when containing water ballast.

  • 1.5. All distribution boxes and manually operated valves in connexion with the bilge pumping arrangements shall be in positions which are accessible under ordinary circumstances.

  • 1.6 Provisions 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.

    • 1.6.1 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 17 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.

    • 1.6.2 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 gass.

• 2. Passenger ships

  • 2.1. The bilge pumping system required by paragraph 1.1 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 Regulation 8.2.1 to 8.2.3 show that the survival capability of the ship will not be impaired.

  • 2.2. 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 criterion numeral is 30 or more, one additional independent power pump shall be provided.

  • 2.3. 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.

  • 2.4. On a ship of 91.5 m in length and upwards or having a criterion numeral 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.

  • 2.5. 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 1.1.

  • 2.6. 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/sec. 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.

  • 2.7.1. In addition to the direct bilge suction or suctions required by paragraph 2.6 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.

  • 2.7.2. 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.

  • 2.7.3. The spindles of the sea inlet and direct suction valves shall extend well above the engine room platform.

  • 2.8. All bilge suction piping up to the connexion to the pumps shall be independent of other piping.

  • 2.9. 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:

    

    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 1.6.2 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 1 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.

  • 2.10. 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.

  • 2.11. Distribution boxes, cocks and valves in connexion 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 2.1; 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.

  • 2.12. All cocks and valves referred to in paragraph 2.11 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.

• 3. 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 22. Stability information for passenger ships and cargo ships5

• 1 Every passenger ship regardless of size and every cargo ship having a length, as defined in the International Convention on Load Lines in force, of 24 m and upwards, shall be inclined upon its completion and the elements of its stability determined. 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 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.

• 3 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 L is found or anticipated.

• 4 The Administration may allow the inclining test of an individual ship as required by paragraph 1 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.

• 5 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.

Regulation 23. Damage control plans in passenger ships

There shall be permanently exhibited, 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.

Regulation 23-1. Damage control in dry cargo ships

(This regulation applies to ships constructed on or after 1 February 1992)

• 1. There shall be permanently exhibited or readily available on the navigating bridge, for the guidance of the officer in charge of the ship, a plan 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. Indicators shall be provided for all sliding doors and for hinged doors in watertight bulkheads. Indication showing whether the doors are open or closed shall be given on the navigating bridge. In addition, shell doors and other openings which, in the opinion of the Administration, could lead to major flooding if left open or not properly secured, shall be provided with such indicators.

• 3.1 General precautions 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.

• 3.2 Specific precautions 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 and its crew.

Regulation 23-2. Integrity of the hull and superstructure, damage prevention and control

(This regulation applies to all ro-ro passenger ships, except that for ships constructed before 1 July 1997, paragraph 2 shall apply not later than the date of the first periodical survey after 1 July 1997)

• 1 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 cargo 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. The indicator systems, approved by the Administration, which were installed on ships constructed before 1 July 1997 need not be changed.

• 2 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 cargo spaces.

• 3 Special category spaces and ro-ro cargo 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.

• 4 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 cargo space, shall be kept on board and posted at an appropriate place.

Regulation 23-3. 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 the date of the first intermediate or renewal survey of the ship to be carried out after 1 January 2007, whichever comes first.

• 2 For the purpose of this regulation, freeboard deck has the meaning defined in the International Convention on Load Lines in force.

• 3 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 .

• 4 The water level detectors required by paragraph 3 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.

• 5 The water level detectors required by paragraph 3 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.

Regulation 24. Marking, periodical operation and inspection of watertight doors, etc. in passenger ships

• 1 This Regulation applies to all ships.

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

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

• 3.1 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 connexions shall be periodically inspected at sea at least once a week.

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

Regulation 25. Entries in log of passenger ships

• 1 This Regulation applies to all ships.

• 2 Hinged doors, portable plates, sidescuttles, gangway, cargo and coaling 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.

• 3 A record of all drills and inspections required by Regulation 24 shall be entered in the log book with an explicit record of any defects which may be disclosed.

PART B-l. - SUBDIVISION AND DAMAGE STABILITY OF CARGO SHIPS6

(This part applies to cargo ships constructed on or after 1 February 1992).

Regulation 25-1. Application

• 1 The requirements in this part shall apply to cargo ships over 100 m in length (“L_s”) but shall exclude those ships which are shown to comply with subdivision and damage stability regulations in other instruments7 developed by the Organization. The requirements in this part shall also apply to cargo ships of 80 m in L_s and upwards but not exceeding 100 m in L_s constructed on or after 1 July 1998.

• 2 Any reference hereinafter to regulations refers to the set of regulations contained in this part.

• 3 The Administration may for a particular ship or group of ships accept alternative arrangements, 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 arrangements shall communicate to the Organization particulars thereof.

Regulation 25-2. Definitions

For the purpose of these regulations, unless expressly provided otherwise:

• 1.1 Subdivision load line is a waterline used in determining the subdivision of the ship.

• 1.2 Deepest subdivision load line is the subdivision load line which corresponds to the summer draught to be assigned to the ship.

• 1.3 Partial load line is the light ship draught plus 60% of the difference between the light ship draught and deepest subdivision load line.

• 2.1 Subdivision length of the ship (“L_s”) is the greatest projected moulded length of that part of the ship at or below deck or decks limiting the vertical extend of flooding with the ship at the deepest subdivision load line.

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

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

• 2.4 Forward terminals the forward limit of the subdivision length.

• 3. Breadth (“B” is the greatest moulded breadth of the ship at or below the deepest subdivision load line.

• 4. Draught (“d”) is the vertical distance from the moulded baseline at mid-length to the waterline in question.

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

Regulation 25-3. Required subdivision index R

• 1 These regulations are intended to provide ships with a minimum standard of subdivision.

• 2 The degree of subdivision to be provided shall be determined by the required subdivision index R, as follows:

  • .1 for ships over 100 m in L_s:

    R = (0.002 + 0.0009L_s)^1/3,

    where L_s is in metres: and

  • .2

    • for ships of 80 m in L_s and upwards but not exceeding 100 m in length L_s:

    R = 1–[1/(1 +  L_s/100 . R_o/1-R_o)],

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

Regulation 25-4. Attained subdivision index “A”

• 1 The attained subdivision index “A”, calculated in accordance with this regulation, shall not be less than the required subdivision index “R”, calculated in accordance with paragraph 2 of regulation 25-3.

• 2 The attained subdivision index “A” shall be calculated for the ship by the following formula:

  A = Σ p_is_i

  where:

  “i” represents each compartment or group of compartments under consideration,

  “p_i” accounts for the probability that only the compartment or group of compartments under consideration may be flooded, disregarding any horizontal subdivision,

  “s_i” accounts for the probability of survival after flooding the compartment or group of compartments under consider ation, including the effects of any horizontal subdivision.

• 3 In calculating “A”, level trim shall be used.

• 4 This summation covers only those cases of flooding which contribute to the value of the attained subdivision index “A”.

• 5 The summation indicated by the above formula shall be taken over the ship's length for all cases of flooding in which a single compartment or two or more adjacent compartments are involved.

• 6 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; and additionally, for all cases of simultaneous flooding of a wing compartment or compartments and the adjacent inboard compartment or compartments, assuming a rectangular penetration which extends to the ship's centreline, but excludes damage to any centreline bulkhead.

• 7 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 will give a more result, such extent is to be assumed.

• 8 If pipes, ducts or tunnels are situated within assumed flooded compartments, 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 it it is demonstrated that its effects can be easily controlled and the safety of the ship is not impaired.

• 9 In the flooding calculations carried out according to the regulations, only one breach of the hull need be assumed.

Regulation 25-5. Calculation of the factor "p_i"

• 1 The factor “p_i” shall be calculated according to paragraph 1.1 as appropriate, using the following notations:

  x1	=	the distance from the aft terminal of “Ls” to the foremost portion of the aft end of the compartment being considered;
  x2	=	the distance from the aft terminal of “Ls” to the aftermost portion of the forward end of the compartment being considered;
  E1	=	x1/Ls
  E2	=	x2/Ls
  E	=	E1 + E2 - 1
  J	=	E2 - E1
  J'	=	J - E, if E ≥ 0
  J'	=	J + E, if E < 0

  The maximum mondimensional damage length,

  • J_max = 48/L_s, but not more than 0.24.

  The assumed distribution density of damage location along the ship's length

  • a = 1.2 + 0.8 E, but not more than 1.2.

  The assumed distribution function of damage location along the ship's length

  F	=	0.4 + 0.25 E (1.2 + a)
  y	=	J/Jmax
  p	=	F1Jmax
  q	=	0.4 F2(Jmax)2
  F1	=	y2 - y3/3, if y < 1,
  F1	=	y - 1/3 otherwise;
  F2	=	y3/3 - y4/12, if y < 1,
  F2	=	y2/2 - y/3 + 1/12 otherwise.

  • 1.1 The factor “p_i” is determined for each single compartment:

    • 1.1.1 Where the compartment considered extends over the entire ship length, “L_s”:

      P_i = 1

    • 1.1.2 Where the aft limit of the compartment considered coincides with the aft terminal:

      P_i = F + 0.5ap + q

    • 1.1.3 Where the forward limit of the compartment considered coincides with the forward terminal:

      P_i = 1 - F + 0.5ap

    • 1.1.4 When both ends of the compartment considered are inside the aft and forward terminals of the ship length, “L_s”:

      P_i = ap

    • 1.1.5 In applying the formulae of paragraphs 1.1.2, 1.1.3 and 1.1.4 where the compartment considered extends over the “mid-length”, these formulae values shall be reduced by an amount determined according to the formula for “q”, in which “F₂” is calculated taking “y” to be J'/J_max.

• 2 Wherever wing compartments are fitted, the “p_i”-value for a wing compartment shall be obtained by multiplying the value, as determined in paragraph 3, by the reduction factor “r” according to subparagraph 2.2, which represents the probability that the inboard spaces will not be flooded.

  • 2.1 The “p_i”-value for the case of simultaneous flooding of a wing and adjacent inboard compartment shall be obtained by using the formulae of paragraph 3, multiplied by the factor (1 - r).

  • 2.2 The reduction factor “r” shall be determined by the following formulae:

    
    

    For J < 0.2 b/B the reduction factor “r” shall be determined by linear interpolation between

    r = 1, for J = 0

    and

    r = as for the case where J > 0.2b/B, for J = 0.2b/B,

    where:

    b = the mean transverse distance in metres measured at right angles to the centreline at the deepest subdivision load line between the shell and a plane through the outermost portion of and parallel to that part of the longitudinal bulkhead which extends between the longitudinal limits used in calculating the factor “p_i”.

• 3 To evaluate “p_i” for compartments taken singly the formulae in paragraphs 1 and 2 shall be applied directly.

  • 3.1 To evaluate the “p_i”-values attributable to groups of compart ments the following applies:

    for compartments taken by pairs:

    • P_i = P12 - P1 - P2

    • P_i = P23 - P2 - P3, etc

    for compartments taken by groups of three:

    • P_i = P123 - P12 - P23 + P2

    • P_i = P234 - P23 - P34 + P3 etc.

    for compartments taken by groups of four:

    • P_i = P1234 - P123 - P234 + P23

    • P_i = P2345 - P 234 - P345 + P34, etc.

    where:

    • P12, P23, P34, etc.,

    • PI23, P234, P345. etc. and

    • P1234, P2345, P3456, etc.

    shall be calculated according to the formulae in paragraphs 1 and 2 for a single compartment whose nondimensional length “J” corresponds to that of a group consisting of the compartments indicated by the indices assigned to “p”.

  • 3.2 The factor “p_i” for a group of three or more adjacent compartments equals zero if the nondimensional length of such a group minus the nondimensional length of the aftermost and foremost compartments in the group is greater than “J_max.”

Regulation 25-6. Calculation of factor “s_i”

• 1 The factor “s_i” shall be determined for each compartment or group of compartments according to the following:

  • 1.1 in general for any condition of flooding from any initial loading condition “s” shall be

    

    GZmax	=	maximum positive righting lever (in metres) within the range as given below but not more than 0.1m;
    range	=	range of positive righting levers beyond the angle of equilibrium (in degrees) but not more than 20°; however, the range shall be terminated at the angle where openings not capable of being closed weathertight are immersed;
    θe	=	final equilibrium angle of heel (in degrees);

  • 1.2 s = 0 where the final waterline taking into account sinkage, heel and trim, immerses the lower edge of openings through which progressive flooding may take place. Such openings shall include air-pipes, ventilators and openings which are closed by means of weathertight doors or hatch covers, and may exclude those openings closed by means of watertight manhole covers and flush scuttles, small watertight hatch covers which maintain the high integrity of the deck, remotely operated sliding watertight doors, access doors and access hatch covers, of watertight integrity, normally closed at sea and sidescuttles of the non-opening type. However, if the compartments so flooded are taken into account in the calculations the requirements of this regulation shall be applied.

  • 1.3 For each compartment or group of compartments “s_i” shall be weighted according to draught considerations as follows:

    • s_i = 0.5 s₁ + 0.5 s_p

    where

    • “s_i” is the “s”-factor at the deepest subdivision load line

    • “s_p” is the “s”-factor at the partial load line.

• 2 For all compartments forward of the collision bulkhead, the “s”-value, calculated assuming the ship to be at its deepest subdivision load line and with assumed unlimited vertical extent of damage is to be equal to 1.

• 3 Wherever a horizontal subdivision is fitted above the waterline in question the following applies.

  • 3.1 The “s”-value for the lower compartment or group of compartments shall be obtained by multiplying the value as determined in subparagraph 1.1 by the reduction factor “v” according to subparagraph 3.3, which represents the probability that the spaces above the horizontal subdivision will not be flooded.

  • 3.2 In cases of positive contribution to index “A” due to simultaneous flooding of the spaces above the horizontal subdivision, the resulting “s”-value for such a compartment or group of compartments shall be obtained by an increase of the value as determined by subparagraph 3.1 by the “s”-value for simultaneous flooding according to subparagraph 1.1, multiplied by the factor (1 - v).

  • 3.3 The probability factor “v_i” shall be calculated according to:

    

    for the assumed flooding up to the horizon tal subdivision above the subdivision load line, where “H” is to be restricted to a height of “Hmax”,

    v_i = 1,

    if the uppermost horizontal subdivision in way of the assumed damaged region is below “Hmax”,

    where:

    “H” is the height of the horizontal subdivision above the baseline (in metres) which is assumed to limit the vertical extent of damage,

    “Hmax” is the maximum possible vertical extent of damage above the baseline (in metres), or

    

    whichever is less.

Regulation 25- 7. Permeability

For the purpose of the subdivision and damage stability calcula tions of the regulations, the permeability of each space or part of a space shall be as follows:

Spaces	Permeability
Appropriated to stores Occupied by accommodation Occupied by machinery Void spaces Dry cargo spaces Intended for liquid	0.60 0.95 0.85 0.95 0.70 0 or 0.95*

^* Whichever results in the more severe requirements.

Regulation 25-8. Stability information

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

  • .1 a curve of minimum operational metacentric height (GM) versus draught which assures compliance with the relevant intact stability requirements and the requirements of regulations 25-1 to 25-6, alternatively a corresponding curve 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 stability after damage.

• 2 There shall be permanently exhibited, or readily available on the navigating 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.

• 3 In order to provide the information referred to in 1.1, the limiting GM (or KG) values to be used, if they have been determined from considerations related to the subdivision index, the limiting GM shall be varied linearly between the deepest subdivision load line and the partial load line. In such cases, for draughts below the partial load line if the minimum GM requirement at this draught results from the calculation of the subdivision index, then this GM value shall be assumed for lesser draughts, unless the intact stability requirements apply.

Regulation 25- 9. 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 freebord 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 minimize 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. The use of such doors and hatch covers shall be authorized by the officer of the watch.

• 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. Such doors or ramps shall be closed before the voyage commences and shall be kept closed during navigation; the time of opening such doors or ramps in port and of closing them before the ship leaves port shall be entered in the log book. 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 25-10. 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 be of sufficient strength and, except for cargo hatch covers, shall be fitted with indicators on the bridge.

• 3 Openings in the shell plating below the deck limiting the vertical extent of damage shall be kept permanently closed while at sea. Should any of these openings be accessible during the voyage, they shall be fitted with a device which prevents unauthorized opening.

• 4 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.

• 5 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.

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.8

• 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.9

• 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;

  • 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; 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.10

• 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 36. Protection against noise11

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.

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 installations12.

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.

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.

CHAPTER II-2. CONSTRUCTION - FIRE 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 2002.

• 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 2002; 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 2002 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) and MSC.57(67), 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.

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 2002, 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 2002 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 as adopted by the Maritime Safety Committee of the Organization by resolution MSC.61(67), 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.

• 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.

• 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.

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-1/25-9.2 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, 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, in lieu of the above, the Administration, after having given consideration to the ship's arrangement and equipment, may accept other fixed installations if they afford protection equivalent to the above, in accordance with regulation I/5. The requirements for alternative fixed installations shall comply with the requirements in paragraph 5.5.4.

5.5.1.2 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.

5.5.1.3 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

The requirements for inert gas systems contained in the Fire Safety Systems Code need not be applied to:

• .1 chemical tankers and gas carriers 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 chemical tankers and gas carriers 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 The inert gas system referred to in paragraph 5.5.3.1 shall be designed, constructed and tested in accordance with the Fire Safety Systems Code.

5.5.3.3 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 Where an installation equivalent to a fixed inert gas system is installed, it 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

5.7.1 Portable instrument

Tankers shall be equipped with at least one portable instrument 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 and double bottom spaces

5.7.2.1 Suitable portable instruments for measuring oxygen and flammable vapour concentrations 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 the dimensions of gas sampling lines shall be such as to prevent restriction. Where plastic materials are used, they shall be electrically conductive.

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.

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; and

  • .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.

• 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.

• 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; 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.

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).

          Sale shops.

          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.

        • (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-15
      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-15
      Service spaces (low risk)(5)					Ce	A-60	A-0	A-0	A-0	*	A-0
      Machinery spaces of category A (6)						*	A-0	A-0	A-60	*	A-60
      Other machinery spaces (7)							A-0b	A-0	A-0	*	A-0
      Cargo spaces (8)								*	A-0	*	A-0
      Service spaces (high risk)(9)									A-0b	*	A-30
      Open decks (10)											A-0
      Special category and ro-ro spaces (11)											A-0

      Table 9.4 – Fire integrity of decks separating adjacent spaces

      Space below ↓	Space above→	(1)	(2)	(3)	(4)	(5)	(6)	(7)	(8)	(9)	(10)	(11)
      Control stations (1)		A-0	A-0	A-0	A-0	A-0	A-60	A-0	A-0	A-0	*	A-30
      Corridors (2)		A-0	*	*	A-0	*	A-60	A-0	A-0	A-0	*	A-0
      Accommodation spaces (3)		A-60	A-0	*	A-0	*	A-60	A-0	A-0	A-0	*	A-30 A-0d
      Stairways (4)		A-0	A-0	A-0	*	A-0	A-60	A-0	A-0	A-0	*	A-0
      Service spaces (low risk) (5)		A-15	A-0	A-0	A-0	*	A-60	A-0	A-0	A-0	*	A-0
      Machinery spaces of category A (6)		A-60	A-60	A-60	A-60	A-60	*	A-60f	A-30	A-60	*	A-60
      Other machinery spaces (7)		A-15	A-0	A-0	A-0	A-0	A-0	*	A-0	A-0	*	A-0
      Cargo spaces (8)		A-60	A-0	A-0	A-0	A-0	A-0	A-0	*	A-0	*	A-0
      Service spaces (high risk) (9)		A-60	A-30 A-0d	A-30 A-0d	A-30 A-0d	A-0	A-60	A-0	A-0	A-0	*	A-30
      Open decks (10)		*	*	*	*	*	*	*	*	*	-	A-0
      Special category and ro-ro spaces (11)		A-60	A-15	A-30 A-0d	A-15	A-0	A-30	A-0	A-0	A-30	A-0	A-0

      Notes: To be applied to both tables 9.3 and 9.4 as appropriate.

      • ^a For clarification as to which applies, see paragraphs 2.2.2 and 2.2.5.

      • ^b Where spaces are of the same numerical category and superscript b appears, a bulkhead or deck of the rating shown in the tables is only required when the adjacent spaces are for a different purpose, (e.g. in category (9)). A galley next to a galley does not require a bulkhead but a galley next to a paint room requires an “A-0” bulkhead.

      • ^c Bulkhead separating the wheelhouse and chartroom from each other may have a “B-0” rating.

      • ^d See paragraphs 2.2.4.2.3 and 2.2.4.2.4.

      • ^e For the application of paragraph 2.2.1.1.2, “B-0” and “C”, where appearing in table 9.3, shall be read as “A-0”.

      • ^f Fire insulation need not be fitted if the machinery space in category (7), in the opinion of the Administration, has little or no fire risk.

      * Where an asterisk appears in the tables, the division is required to be of steel or other equivalent material, but is not required to be of “A” class standard. However, where a deck, except in a category (10) space, is penetrated for the passage of electric cables, pipes and vent ducts, such penetrations should be made tight to prevent the passage of flame and smoke. Divisions between control stations (emergency generators) and open decks may have air intake openings without means for closure, unless a fixed gas fire-fighting system is fitted.

      For the application of paragraph 2.2.1.1.2, an asterisk, where appearing in table 9.4, except for categories (8) and (10), shall be read as “A-0”.

  • 2.2.5 Protection of stairways and lifts in accommodation area

    • 2.2.5.1 Stairways shall be within enclosures formed of “A” class divisions, with positive means of closure at all openings, except that:

      • .1 a stairway connecting only two decks need not be enclosed, provided the integrity of the deck is maintained by proper bulkheads or self-closing doors in one 'tween-deck space. When a stairway is closed in one 'tween-deck space, the stairway enclosure shall be protected in accordance with the tables for decks in paragraphs 2.2.3 or 2.2.4; and

      • .2 stairways may be fitted in the open in a public space, provided they lie wholly within the public space.

    • 2.2.5.2 Lift trunks shall be so fitted as to prevent the passage of smoke and flame from one `tween-deck to another and shall be provided with means of closing so as to permit the control of draught and smoke. Machinery for lifts located within stairway enclosures shall be arranged in a separate room, surrounded by steel boundaries, except that small passages for lift cables are permitted. Lifts which open into spaces other than corridors, public spaces, special category spaces, stairways and external areas shall not open into stairways included in the means of escape.

  • 2.2.6. Arrangement of cabin balconies

    On passenger ships constructed on or after 1 July 2008, non-load bearing partial bulkheads which separate adjacent cabin balconies shall be capable of being opened by the crew from each side for the purpose of fighting fires.

• 2.3 Cargo ships except tankers

  • 2.3.1 Methods of protection in accommodation area

    • 2.3.1.1 One of the following methods of protection shall be adopted in accommodation and service spaces and control stations:

      • .1 Method IC

        The construction of internal divisional bulkheads of non-combustible “B” or “C” class divisions generally without the installation of an automatic sprinkler, fire detection and fire alarm system in the accommodation and service spaces, except as required by regulation 7.5.5.1; or

      • .2 Method IIC

        The fitting of an automatic sprinkler, fire detection and fire alarm system as required by regulation 7.5.5.2 for the detection and extinction of fire in all spaces in which fire might be expected to originate, generally with no restriction on the type of internal divisional bulkheads; or

      • .3 Method IIIC

        The fitting of a fixed fire detection and fire alarm system as required by Regulation 7.5.5.3, in spaces in which a fire might be expected to originate, generally with no restriction on the type of internal divisional bulkheads, except that in no case must the area of any accommodation space or spaces bounded by an “A” or “B” class division exceed 50 m². Consideration may be given by the Administration to increasing this area for public spaces.

    • 2.3.1.2 The requirements for the use of non-combustible materials in the construction and insulation of boundary bulkheads of machinery spaces, control stations, service spaces, etc., and the protection of the above stairway enclosures and corridors will be common to all three methods outlined in paragraph 2.3.1.1.

  • 2.3.2 Bulkheads within accommodation area

    • 2.3.2.1 Bulkheads required to be “B” class divisions 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 the bulkhead, the bulkhead may terminate at the continuous ceiling or lining.

    • 2.3.2.2 Method IC

      Bulkheads not required by this or other regulations for cargo ships to be “A” or “B” class divisions, shall be of at least “C” class construction.

    • 2.3.2.3 Method IIC

      There shall be no restriction on the construction of bulkheads not required by this or other Regulations for cargo ships to be “A” or “B” class divisions except in individual cases where “C” class bulkheads are required in accordance with table 9.5.

    • 2.3.2.4 Method IIIC

      There shall be no restriction on the construction of bulkheads not required for cargo ships to be “A” or “B” class divisions except that the area of any accommodation space or spaces bounded by a continuous “A” or “B” class division must in no case exceed 50 m², except in individual cases where “C” class bulkheads are required in accordance with table 9.5. Consideration may be given by the Administration to increasing this area for public spaces.

  • 2.3.3 Fire integrity of bulkheads and decks

    • 2.3.3.1 In addition to complying with the specific provisions for fire integrity of bulkheads and decks of cargo ships, the minimum fire integrity of bulkheads and decks shall be as prescribed in tables 9.5 and 9.6.

    • 2.3.3.2 The following requirements shall govern application of the tables:

      • .1 Tables 9.5 and 9.6 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 9.5 and 9.6. 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

        corridors and lobbies.

      • (3) Accommodation spaces

        Spaces as defined in regulation 3.1, excluding corridors.

      • (4) Stairways

        Interior stairway, 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.

      • (9) Service spaces (high risk)

        Galleys, pantries containing cooking appliances, saunas, paint lockers and store-rooms having areas of 4 m² or more, spaces for the storage of flammable liquids, 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 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).

      • (11) Ro-ro and vehicle spaces

        Ro-ro spaces as defined in regulation 3.41.

        Vehicle spaces as defined in regulation 3.49.

      Table 9.5 – Fire integrity of bulkheads separating adjacent spaces

      Spaces	(1)	(2)	(3)	(4)	(5)	(6)	(7)	(8)	(9)	(10)	(11)
      Control stations (1)	A-0e	A-0	A-60	A-0	A-15	A-60	A-15	A-60	A-60	*	A-60
      Corridors(2)		C	B-0	B-0 A-0c	B-0	A-60	A-0	A-0	A-0	*	A-30
      Accommodation spaces (3)			Ca, b	B-0 A-0c	B-0	A-60	A-0	A-0	A-0	*	A-30
      Stairways(4)				B-0 A-0c	B-0 A-0c	A-60	A-0	A-0	A-0	*	A-30
      Service spaces (low risk)(5)					C	A-60	A-0	A-0	A-0	*	A-0
      Machinery spaces of category A(6)						*	A-0	A-0g	A-60	*	A-60f
      Other machinery spaces(7)							A-0d	A-0	A-0	*	A-0
      Cargo spaces(8)								*	A-0	*	A-0
      Service spaces (high risk) (9)									A-0d	*	A-30
      Open decks(10)										-	A-0
      Ro-ro and vehicle spaces (11)											*h

      Table 9.6 – Fire integrity of decks separating adjacent spaces

      Space Space	(1)	(2)	(3)	(4)	(5)	(6)	(7)	(8)	(9)	(10)	(11)
      below above
      Control stations(1)	A-0	A-0	A-0	A-0	A-0	A-60	A-0	A-0	A-0	*	A-60
      Corridors(2)	A-0	*	*	A-0	*	A-60	A-0	A-0	A-0	*	A-30
      Accommodation spaces (3)	A-60	A-0	*	A-0	*	A-60	A-0	A-0	A-0	*	A-30
      Stairways(4)	A-0	A-0	A-0	*	A-0	A-60	A-0	A-0	A-0	*	A-30
      Service spaces (low risk) (5)	A-15	A-0	A-0	A-0	*	A-60	A-0	A-0	A-0	*	A-0
      Machinery spaces of category A (6)	A-60	A-60	A-60	A-60	A-60	*	A-60i	A-30	A-60	*	A-60
      Other machinery spaces (7)	A-15	A-0	A-0	A-0	A-0	A-0	*	A-0	A-0	*	A-0
      Cargo spaces(8)	A-60	A-0	A-0	A-0	A-0	A-0	A-0	*	A-0	*	A-0
      Service spaces (high risk) (9)	A-60	A-0	A-0	A-0	A-0	A-60	A-0	A-0	A-0d	*	A-30
      Open decks(10)	*	*	*	*	*	*	*	*	*	–	*
      Ro-ro and vehicle spaces (11)	A-60	A-30	A-30	A-30	A-0	A-60	A-0	A-0	A-30	*	*h

      Notes: To be applied to tables 9.5 and 9.6 as appropriate.

      • ^a No special requirements are imposed upon bulkheads in methods IIC and IIIC fire protection.

      • ^b In case of method IIIC “B” class bulkheads of “B-0” rating shall be provided between spaces or groups of spaces of 50 m² and over in area.

      • ^c For clarification as to which applies, see paragraphs 2.3.2 and 2.3.4.

      • ^d Where spaces are of the same numerical category and superscript d appear, a bulkhead or deck of the rating shown in the tables is only required when the adjacent spaces are for a different purpose (e.g. in category (9)). A galley next to a galley does not require a bulkhead but a galley next to a paint room requires an “A-0” bulkhead.

      • ^e Bulkheads separating the wheelhouse, chartroom and radio room from each other may have a “B-0” rating.

      • ^f An “A-0” rating may be used if no dangerous goods are intended to be carried or if such goods are stowed not less than 3 m horizontally from such a bulkhead.

      • ^g For cargo spaces in which dangerous goods are intended to be carried, regulation 19.3.8 applies.

      • ^h Bulkheads and decks separating ro-ro spaces shall be capable of being closed reasonably gastight and such divisions shall have “A” class integrity in so far as reasonable and practicable, if in the opinion of the Administration it has little or no fire risk.

      • ⁱ Fire insulation need not be fitted if the machinery in category (7) if, in the opinion of the Administration, it has little or no fire risk. * Where an asterisk appears in the tables, the division is required to be of steel or other equivalent material but is not required to be of “A” class standard. However, where a deck, except an open deck, is penetrated for the passage of electric cables, pipes and vent ducts, such penetrations should be made tight to prevent the passage of flame and smoke. Divisions between control stations (emergency generators) and open decks may have air intake openings without means for closure, unless a fixed gas fire-fighting system is fitted.

    • 2.3.3.3 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.

    • 2.3.3.4 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 cargo 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.

    • 2.3.3.5 Saunas shall comply with paragraph 2.2.3.4.

  • 2.3.4 Protection of stairways and lift trunks in accommodation spaces, service spaces and control stations

    • 2.3.4.1 Stairways which penetrate only a single deck shall be protected, at a minimum, at one level by at least “B-0” class divisions and self-closing doors. Lifts which penetrate only a single deck shall be surrounded by “A-0” class divisions with steel doors at both levels. Stairways and lift trunks which penetrate more than a single deck shall be surrounded by at least “A-0” class divisions and be protected by self-closing doors at all levels.

    • 2.3.4.2 On ships having accommodation for 12 persons or less, where stairways penetrate more than a single deck and where there are at least two escape routes direct to the open deck at every accommodation level, the “A-0” requirements of paragraph 2.3.4.1 may be reduced to “B-0”.

• 2.4 Tankers

  • 2.4.1 Application

    For tankers, only method IC as defined in paragraph 2.3.1.1 shall be used.

  • 2.4.2 Fire integrity of bulkheads and decks

    • 2.4.2.1 In lieu of paragraph 2.3 and in addition to complying with the specific provisions for fire integrity of bulkheads and decks of tankers, the minimum fire integrity of bulkheads and decks shall be as prescribed in tables 9.7 and 9.8.

    • 2.4.2.2 The following requirements shall govern application of the tables:

      • .1 Tables 9.7 and 9.8 shall apply respectively to the bulkhead 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 (10) 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 areas within a space that have less than 30% communicating openings to that space are considered separate areas. The fire integrity of the boundary bulkheads and decks of such smaller spaces shall be as prescribed in tables 9.7 and 9.8. 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

        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 and airconditioning duct spaces).

        Spaces as defined in regulation 3.30 excluding machinery spaces of category A.

      • (8) Cargo pump-rooms

        Spaces containing cargo pumps and entrances and trunks to such spaces.

      • (9) Service spaces (high risk)

        Galleys, pantries containing cooking appliances, saunas, paint lockers and store-rooms having areas of 4 m² or more, spaces for the storage of flammable liquids 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 shal 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).

    • 2.4.2.3 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.

    • 2.4.2.4 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 tankers 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.

    • 2.4.2.5 Exterior boundaries of superstructures and deckhouses enclosing accommodation and including any overhanging decks which support such accommodation, shall be constructed of steel and insulated to “A-60” standard for the whole of the portions which face the cargo area and on the outward sides for a distance of 3 m from the end boundary facing the cargo area. The distance of 3 m shall be measured horizontally and parallel to the middle line of the ship from the boundary which faces the cargo area at each deck level. In the case of the sides of those superstructures and deckhouses, such insulation shall be carried up to the underside of the deck of the navigation bridge.

    • 2.4.2.6 Skylights to cargo pump-rooms shall be of steel, shall not contain any glass and shall be capable of being closed from outside the pump-room.

    • 2.4.2.7 Construction and arrangement of saunas shall comply with paragraph 2.2.3.4.

  Table 9.7 – Fire integrity of bulkheads separating adjacent spaces

  Spaces	(1)	(2)	(3)	(4)	(5)	(6)	(7)	(8)	(9)	(10)
  Control stations (1)	A-0c	A-0	A-60	A-0	A-15	A-60	A-15	A-60	A-60	*
  Corridors (2)		C	B-0	B-0 A-0a	B-0	A-60	A-0	A-60	A-0	*
  Accommodation spaces (3)			C	B-0 A-0a	B-0	A-60	A-0	A-60	A-0	*
  Stairways (4)				B-0 A-0a	B-0 A-0a	A-60	A-0	A-60	A-0	*
  Service spaces (low risk) (5)					C	A-60	A-0	A-60	A-0	*
  Machinery spaces of category A (6)						*	A-0	A-0d	A-60	*
  Other machinery spaces (7)							A-0b	A-0	A-0	*
  Cargo pump-rooms (8)								*	A-60	*
  Service spaces (high risk) (9)									A-0b	*
  Open decks (10)										-

  Table 9.8 – Fire integrity of decks separating adjacent spaces

  Space Space	(1)	(2)	(3)	(4)	(5)	(6)	(7)	(8)	(9)	(10)
  belowabove
  Control stations(1)	A-0	A-0	A-0	A-0	A-0	A-60	A-0	-	A-0	*
  Corridors(2)	A-0	*	*	A-0	*	A-60	A-0	-	A-0	*
  Accommodation spaces (3)	A-60	A-0	*	A-0	*	A-60	A-0	-	A-0	*
  Stairways(4)	A-0	A-0	A-0	*	A-0	A-60	A-0	-	A-0	*
  Service spaces (low risk)(5)	A-15	A-0	A-0	A-0	*	A-60	A-0	-	A-0	*
  Machinery spaces of category A (6)	A-60	A-60	A-60	A-60	A-60	*	A-60e	A-0	A-60	*
  Other machinery spaces(7)	A-15	A-0	A-0	A-0	A-0	A-0	*	A-0	A-0	*
  Cargo pump-rooms(8)	-	-	-	-	-	A-0d	A-0	*	-	*
  Service spaces (high risk) (9)	A-60	A-0	A-0	A-0	A-0	A-60	A-0	-	A-0b	*
  Open decks(10)	*	*	*	*	*	*	*	*	*	-

  Notes: To be applied to tables 9.7 and 9.8 as appropriate.

  • ^a For clarification as to which applies, see paragraphs 2.3.2 and 2.3.4.

  • ^b Where spaces are of the same numerical category and superscript b appears, a bulkhead or deck of the rating shown in the tables is only required when the adjacent spaces are for a different purpose (e.g. in category (9)). A galley next to a galley does not require a bulkhead but a galley next to a paint room requires an “A-0” bulkhead.

  • ^c Bulkheads separating the wheelhouse, chartroom and radio room from each other may have a “B-0” rating.

  • ^d Bulkheads and decks between cargo pump-rooms and machinery spaces of category A may be penetrated by cargo pump shaft glands and similar gland penetrations, provided that gas tight seals with efficient lubrication or other means of ensuring the permanence of the gas seal are fitted in way of the bulkheads or deck.

  • ^e Fire insulation need not be fitted if the machinery space in category (7) if, in the opinion of the Administration, it has little or no fire risk.

  * Where an asterisk appears in the table, the division is required to be of steel or other equivalent material, but is not required to be of “A” class standard. However, where a deck, except an open deck, is penetrated for the passage of electric cables, pipes and vent ducts, such penetrations should be made tight to prevent the passage of flame and smoke. Divisions between control stations (emergency generators) and open decks may have air intake openings without means for closure, unless a fixed gas fire-fighting system is fitted.

3 Penetration in fire-resisting divisions and prevention of heat transmission

• 3.1 Where “A” class divisions are penetrated, such penetrations shall be tested in accordance with the Fire Test Procedures Code, subject to the provisions of paragraph 4.1.1.5. In the case of ventilation ducts, paragraphs 7.1.2 and 7.3.1 apply. However, where a pipe penetration is made of steel or equivalent material having a thickness of 3mm or greater and a length of not less than 900 mm (preferably 450 mm on each side of the division), and no openings, testing is not required. Such penetrations shall be suitably insulated by extension of the insulation at the same level of the division.

• 3.2 Where “B” class divisions are penetrated for the passage of electric cables, pipes, trunks, ducts, etc., or for the fitting of ventilation terminals, lighting fixtures and similar devices, arrangements shall be made to ensure that the fire resistance is not impaired, subject to the provisions of paragraph 7.3.2. Pipes other than steel or copper that penetrate “B” class divisions shall be protected by either:

  • .1 a fire tested penetration device, suitable for the fire resistance of the division pierced and the type of pipe used; or

  • .2 a steel sleeve, having a thickness of not less than 1.8 mm and a length of not less than 900 mm for pipe diameters of 150 mm or more and not less than 600 mm for pipe diameters of less than 150 mm (preferably equally divided to each side of the division). The pipe shall be connected to the ends of the sleeve by flanges or couplings; or the clearance between the sleeve and the pipe shall not exceed 2.5 mm; or any clearance between pipe and sleeve shall be made tight by means of non-combustible or other suitable material.

• 3.3 Uninsulated metallic pipes penetrating “A” or “B” class divisions shall be of materials having a melting temperature which exceeds 950°C for “A-0” and 850°C for “B-0” class divisions.

• 3.4 In approving structural fire protection details, the Administration shall have regard to the risk of heat transmission at intersections and terminal points of required thermal barriers. The insulation of a deck or bulkhead shall be carried past the penetration, intersection or terminal point for a distance of at least 450 mm in the case of steel and aluminium structures. If a space is divided with a deck or a bulkhead of “A” class standard having insulation of different values, the insulation with the higher value shall continue on the deck or bulkhead with the insulation of the lesser value for a distance of at least 450 mm.

4 Protection of openings in fire resisting divisions

• 4.1 Openings in bulkheads and decks in passenger ships

  • 4.1.1 Openings in “A” class divisions

    4.1.1.1 Except for hatches between cargo, special category, store, and baggage spaces, and between such spaces and the weather decks, openings shall be provided with permanently attached means of closing which shall be at least as effective for resisting fires as the divisions in which they are fitted.

    4.1.1.2 The construction of doors and door frames in “A” class divisions, with the means of securing them when closed, shall provide resistance to fire as well as to the passage of smoke and flame equivalent to that of the bulkheads in which the doors are situated, this being determined in accordance with the Fire Test Procedures Code. Such doors and door frames shall be constructed of steel or other equivalent material. Watertight doors need not be insulated.

    4.1.1.3 It shall be possible for each door to be opened and closed from each side of the bulkhead by one person only.

    4.1.1.4 Fire doors in main vertical zone bulkheads, galley boundaries and stairway enclosures other than power-operated watertight doors and those which are normally locked, shall satisfy the following requirements:

    • .1 the doors shall be self-closing and be capable of closing with an angle of inclination of up to 3.5° opposing closure;

    • .2 the approximate time of closure for hinged fire doors shall be no more than 40 s and no less than 10 s from the beginning of their movement with the ship in upright position. The approximate uniform rate of closure for sliding doors shall be of no more than 0.2 m/s and no less than 0.1 m/s with the ship in upright position;

    • .3 the doors, except those for emergency escape trunks, shall be capable of remote release from the continuously manned central control station, either simultaneously or in groups and shall be capable of release also individually from a position at both sides of the door. Release switches shall have an on-off function to prevent automatic resetting of the system;

    • .4 hold-back hooks not subject to central control station release are prohibited;

    • .5 a door closed remotely from the central control station shall be capable of being re-opened from both sides of the door by local control. After such local opening, the door shall automatically close again;

    • .6 indication shall be provided at the fire door indicator panel in the continuously manned central control station whether each door is closed;

    • .7 the release mechanism shall be so designed that the door will automatically close in the event of disruption of the control system or central power supply;

    • .8 local power accumulators for power-operated doors shall be provided in the immediate vicinity of the doors to enable the doors to be operated after disruption of the control system or central power supply at least ten times (fully opened and closed) using the local controls;

    • .9 disruption of the control system or central power supply at one door shall not impair the safe functioning of the other doors;

    • .10 remote-released sliding or power-operated doors shall be equipped with an alarm that sounds at least 5 s but no more than 10 s after the door being released from the central control station and before the door begins to move and continues sounding until the door is completely closed;

    • .11 a door designed to re-open upon contacting an object in its path shall re-open not more than 1 m from the point of contact;

    • .12 double-leaf doors equipped with a latch necessary for their fire integrity shall have a latch that is automatically activated by the operation of the doors when released by the system;

    • .13 doors giving direct access to special category spaces which are power-operated and automatically closed need not be equipped with the alarms and remote-release mechanisms required in paragraphs 4.1.1.4.3 and 4.1.1.4.10;

    • .14 the components of the local control system shall be accessible for maintenance and adjusting;

    • .15 power-operated doors shall be provided with a control system of an approved type which shall be able to operate in case of fire and be in accordance with the Fire Test Procedures Code. This system shall satisfy the following requirements:

    • .15.1 the control system shall be able to operate the door at the temperature of at least 200°C for at least 60 min, served by the power supply;

    • .15.2 the power supply for all other doors not subject to fire shall not be impaired; and

    • .15.3 at temperatures exceeding 200°C the control system shall be automatically isolated from the power supply and shall be capable of keeping the door closed up to at least 945°C.

    4.1.1.5 In ships carrying not more than 36 passengers, where a space is protected by an automatic sprinkler fire detection and alarm system complying with the provisions of the Fire Safety Systems Code or fitted with a continuous “B” class ceiling, openings in decks not forming steps in main vertical zones nor bounding horizontal zones shall be closed reasonably tight and such decks shall meet the “A” class integrity requirements in so far as is reasonable and practicable in the opinion of the Administration.

    4.1.1.6 The requirements for “A” class integrity of the outer boundaries of a ship shall not apply to glass partitions, windows and sidescuttles, provided that there is no requirement for such boundaries to have “A” class integrity in paragraph 4.1.3.3. The requirements for “A” class integrity of the outer boundaries of the ship shall not apply to exterior doors, except for those in superstructures and deckhouses facing lifesaving appliances, embarkation and external assembly station areas, external stairs and open decks used for escape routes. Stairway enclosure doors need not meet this requirement.

    4.1.1.7 Except for watertight doors, weathertight doors (semi-watertight doors), doors leading to the open deck and doors which need to be reasonably gastight, all “A” class doors located in stairways, public spaces and main vertical zone bulkheads in escape routes shall be equipped with a self-closing hose port of material, construction and fire resistance which is equivalent to the door into which it is fitted, and shall be a 150 mm square clear opening with the door closed and shall be inset into the lower edge of the door, opposite the door hinges or, in the case of sliding doors, nearest the opening.

    4.1.1.8 Where it is necessary that a ventilation duct passes through a main vertical zone division, a fail-safe automatic closing fire damper shall be fitted adjacent to the division. The damper shall also be capable of being manually closed from each side of the division. The operating position shall be readily accessible and be marked in red light-reflecting colour. The duct between the division and the damper shall be of steel or other equivalent material and, if necessary, insulated to comply with the requirements of paragraph 3.1. The damper shall be fitted on at least one side of the division with a visible indicator showing whether the damper is in the open position.

  • 4.1.2 Openings in “B” class divisions

    • 4.1.2.1 Doors and door frames in “B” class divisions and means of securing them shall provide a method of closure which shall have resistance to fire equivalent to that of the divisions, this being determined in accordance with the Fire Test Procedure Code except that ventilation openings may be permitted in the lower portion of such doors. Where such opening is in or under a door the total net area of any such opening or openings shall not exceed 0.05 m². Alternatively, a non-combustible air balance duct routed between the cabin and the corridor, and located below the sanitary unit is permitted where the cross-sectional area of the duct does not exceed 0.05 m². All ventilation openings shall be fitted with a grill made of non-combustible material. Doors shall be non-combustible.

    • 4.1.2.2 Cabin doors in “B” class divisions shall be of a self-closing type. Hold-back hooks are not permitted.

    • 4.1.2.3 The requirements for “B” class integrity of the outer boundaries of a ship shall not apply to glass partitions, windows and sidescuttles. Similarly, the requirements for “B” class integrity shall not apply to exterior doors in superstructures and deckhouses. For ships carrying not more than 36 passengers, the Administration may permit the use of combustible materials in doors separating cabins from the individual interior sanitary spaces such as showers.

    • 4.1.2.4 In ships carrying not more than 36 passengers, where an automatic sprinkler system complying with the provisions of the Fire Safety Systems Code is fitted:

      • .1 openings in decks not forming steps in main vertical zones nor bounding horizontal zones shall be closed reasonably tight and such decks shall meet the “B” class integrity requirements in so far as is reasonable and practicable in the opinion of the Administration; and

      • .2 openings in corridor bulkheads of “B” class materials shall be protected in accordance with the provisions of paragraph 2.2.2.

  • 4.1.3 Windows and sidescuttles

    • 4.1.3.1 Windows and sidescuttles in bulkheads within accommodation and service spaces and control stations other than those to which the provisions of paragraph 4.1.1.6 and of paragraph 4.1.2.3 apply, shall be so constructed as to preserve the integrity requirements of the type of bulkheads in which they are fitted, this being determined in accordance with the Fire Test Procedures Code.

    • 4.1.3.2 Notwithstanding the requirements of tables 9.1 to 9.4, windows and sidescuttles in bulkheads separating accommodation and service spaces and control stations from weather shall be constructed with frames of steel or other suitable material. The glass shall be retained by a metal glazing bead or angle.

    • 4.1.3.3 Windows facing life-saving appliances, embarkation and assembly stations, external stairs and open decks used for escape routes, and windows situated below liferaft and escape slide embarkation areas shall have fire integrity as required in table 9.1. Where automatic dedicated sprinkler heads are provided for windows, “A-0” windows may be accepted as equivalent. To be considered under this paragraph, the sprinkler heads shall either be:

      • .1 dedicated heads located above the windows, and installed in addition to the conventional ceiling sprinklers; or

      • .2 conventional ceiling sprinkler heads arranged such that the window is protected by an average application rate of at least 5 l/min per square metre and the additional window area is included in the calculation of the area of coverage.

        Windows located in the ship's side below the lifeboat embarkation area shall have fire integrity at least equal to “A-0” class.

• 4.2 Doors in fire-resisting divisions in cargo ships

  • 4.2.1 The fire resistance of doors shall be equivalent to that of the division in which they are fitted, this being determined in accordance with the Fire Test Procedures Code. Doors and door frames in “A” class divisions shall be constructed of steel. Doors in “B” class divisions shall be non-combustible. Doors fitted in boundary bulkheads of machinery spaces of category A shall be reasonably gastight and self-closing. In ships constructed according to method IC, the Administration may permit the use of combustible materials in doors separating cabins from individual interior sanitary accommodation such as showers.

  • 4.2.2 Doors required to be self-closing shall not be fitted with hold-back hooks. However, hold-back arrangements fitted with remote release devices of the fail-safe type may be utilized.

  • 4.2.3 In corridor bulkheads ventilation openings may be permitted in and under the doors of cabins and public spaces. Ventilation openings are also permitted in “B” class doors leading to lavatories, offices, pantries, lockers and store-rooms. Except as permitted below, the openings shall be provided only in the lower half of a door. Where such an opening is in or under a door the total net area of any such opening or openings shall not exceed 0.05 m². Alternatively, a non-combustible air balance duct routed between the cabin and the corridor, and located below the sanitary unit is permitted where the cross-sectional area of the duct does not exceed 0.05 m² . Ventilation openings, except those under the door, shall be fitted with a grille made of non-combustible material.

  • 4.2.4 Watertight doors need not be insulated.

5 Protection of openings in machinery spaces boundaries

• 5.1 Application

  • 5.1.1 The provision of this paragraph shall apply to machinery spaces of category A and, where the Administration considers it desirable, to other machinery spaces.

• 5.2 Protection of openings in machinery space boundaries

  • 5.2.1 The number of skylights, doors, ventilators, openings in funnels to permit exhaust ventilation and other openings to machinery spaces shall be reduced to a minimum consistent with the needs of ventilation and the proper and safe working of the ship.

  • 5.2.2 Skylights shall be of steel and shall not contain glass panels.

  • 5.2.3 Means of control shall be provided for closing power-operated doors or actuating release mechanisms on doors other than power-operated watertight doors. The control shall be located outside the space concerned, where they will not be cut off in the event of fire in the space it serves.

  • 5.2.4 In passenger ships, the means of control required in paragraph 5.2.3 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 safe access from the open deck.

  • 5.2.5 In passenger ships, doors, other than power-operated watertight doors shall be so arranged that positive closure is assured in case of fire in the space by power-operated closing arrangements or by the provision of self-closing doors capable of closing against an inclination of 3.5° opposing closure, and having a fail-safe hold-back arrangement, provided with a remotely operated release device. Doors for emergency escape trunks need not be fitted with a fail-safe hold-back facility and a remotely operated release device.

  • 5.2.6 Windows shall not be fitted in machinery space boundaries. However, this does not preclude the use of glass in control rooms within the machinery spaces.

6 Protection of cargo space boundaries

• 6.1 In passenger ships carrying more than 36 passengers, the boundary bulkheads and decks of special category and ro-ro spaces shall be insulated to “A-60” class standard. However, where a category (5), (9) and (10) space, as defined in paragraph 2.2.3, is on one side of the division the standard may be reduced to “A-0”. Where fuel oil tanks are below a special category space, the integrity of the deck between such spaces may be reduced to “A-0” standard.

• 6.2 In passenger ships carrying not more than 36 passengers, the boundary bulkheads of special category spaces shall be insulated as required for category (11) spaces in table 9.4.

• 6.3 In passenger ships carrying not more than 36 passengers the boundary bulkheads and decks of closed and open ro-ro spaces shall have a fire integrity as required for category (8) spaces in table 9.3 and the horizontal boundaries as required for category (8) spaces in table 9.4.

• 6.4 In passenger ships, indicators shall be provided on the navigation bridge which shall indicate when any fire door leading to or from the special category spaces is closed.

• 6.5 In tankers, for the protection of cargo tanks carrying crude oil and petroleum products having a flashpoint not exceeding 60°C, materials readily rendered ineffective by heat shall not be used for valves, fittings, tank opening covers, cargo vent piping, and cargo piping so as to prevent the spread of fire to the cargo.

7 Ventilation systems

• 7.1 Duct and dampers

  • 7.1.1 Ventilation ducts shall be of non-combustible material. However, short ducts, not generally exceeding 2 m in length and with a free cross-sectional area not exceeding 0.02 m², need not be non-combustible subject to the following conditions:

    • .1 the ducts are made of a material which has low flame spread characteristics;

    • .2 the ducts are only used at the end of the ventilation device; and

    • .3 the ducts are not situated less than 600 mm, measured along the duct, from an opening in an “A” or “B” class division including continuous “B” class ceiling.

  • 7.1.2 The following arrangements shall be tested in accordance with the Fire Test Procedures Code:

    • .1 fire dampers, including their relevant means of operation; and

    • .2 duct penetrations through “A” class divisions. However, the test is not required where steel sleeves are directly joined to ventilation ducts by means of riveted or screwed flanges or by welding.

• 7.2 Arrangement of ducts

  • 7.2.1 The ventilation systems for machinery spaces of category A, vehicle spaces, ro-ro spaces, galleys, special category spaces and cargo spaces shall, in general, be separated from each other and from the ventilation systems serving other spaces. Except that the galley ventilation systems on cargo ships of less than 4,000 gross tonnage and in passenger ships carrying not more than 36 passengers, need not be completely separated, but may be served by separate ducts from a ventilation unit serving other spaces. In any case, an automatic fire damper shall be fitted in the galley ventilation duct near the ventilation unit. Ducts provided for the ventilation of machinery spaces of category A, galleys, vehicle spaces, ro-ro spaces or special category spaces shall not pass through accommodation spaces, service spaces or control stations unless they comply with the conditions specified in paragraphs 7.2.1.1.1 to 7.2.1.1.4 or 7.2.1.2.1 and 7.2.1.2.2 below:

    • .1.1 the ducts are constructed of steel having a thickness of at least 3 mm and 5 mm for ducts the widths or diameters of which are up to and including 300 mm and 760 mm and over respectively and, in the case of such ducts, the widths or diameters of which are between 300 mm and 760 mm having a thickness obtained by interpolation;

    • .1.2 the ducts are suitably supported and stiffened;

    • .1.3 the ducts are fitted with automatic fire dampers close to the boundaries penetrated; and

    • .1.4 the ducts are insulated to “A-60” class standard from the machinery spaces, galleys, vehicle spaces, ro-ro spaces or special category spaces to a point at least 5 m beyond each fire damper;

      or

    • .2.1 the ducts are constructed of steel in accordance with paragraphs 7.2.1.1.1 and 7.2.1.1.2; and

    • .2.2 the ducts are insulated to “A-60” class standard throughout the accommodation spaces, service spaces or control stations; except that penetrations of main zone divisions shall also comply with the requirements of paragraph 4.1.1.8.

  • 7.2.2 Ducts provided for ventilation to accommodation spaces, service spaces or control stations shall not pass through machinery spaces of category A, galleys, vehicle spaces, ro-ro spaces or special category spaces unless they comply with the conditions specified in paragraphs 7.2.2.1.1 to 7.2.2.1.3 or 7.2.2.2.1 and 7.2.2.2.2 below:

    • .1.1 the ducts where they pass through a machinery space of category A, galley, vehicle space, ro-ro space or special category space are constructed of steel in accordance with paragraphs 7.2.1.1.1 and 7.2.1.1.2;

    • .1.2 automatic fire dampers are fitted close to the boundaries penetrated; and

    • .1.3 the integrity of the machinery space, galley, vehicle space, ro-ro space or special category space boundaries is maintained at the penetrations;

      or

    • .2.1 the ducts where they pass through a machinery space of category A, galley, vehicle space, ro-ro space or special category space are constructed of steel in accordance with paragraphs 7.2.1.1.1 and 7.2.1.1.2; and

    • .2.2 the ducts are insulated to “A-60” standard within the machinery space, galley, vehicle space, ro-ro space or special category space; except that penetrations of main zone divisions shall also comply with the requirements of paragraph 4.1.1.8.

• 7.3 Details of duct penetrations

  • 7.3.1 Where a thin plated duct with a free cross-sectional area equal to, or less than, 0.02 m² passes through “A” class bulkheads or decks, the opening shall be lined with a steel sheet sleeve having a thickness of at least 3 mm and a length of at least 200 mm, divided preferably into 100 mm on each side of the bulkhead or, in the case of the deck, wholly laid on the lower side of the decks pierced. Where ventilation ducts with a free cross-sectional area exceeding 0.02 m² pass through “A” class bulkheads or decks, the opening shall be lined with a steel sheet sleeve. However, where such ducts are of steel construction and pass through a deck or bulkhead, the ducts and sleeves shall comply with the following:

    • .1 The sleeves shall have a thickness of at least 3 mm and a length of at least 900 mm. When passing through bulkheads, this length shall be divided preferably into 450 mm on each side of the bulkhead. These ducts, or sleeves lining such ducts, shall be provided with fire insulation. The insulation shall have at least the same fire integrity as the bulkhead or deck through which the duct passes; and

    • .2 Ducts with a free cross-sectional area exceeding 0.075 m² shall be fitted with fire dampers in addition to the requirements of paragraph 7.3.1.1. The fire damper shall operate automatically, but shall also be capable of being closed manually from both sides of the bulkhead or deck. The damper shall be provided with an indicator which shows whether the damper is open or closed. Fire dampers are not required, however, where ducts pass through spaces surrounded by “A” class divisions, without serving those spaces, provided those ducts have the same fire integrity as the divisions which they pierce. Fire dampers shall be easily accessible. Where they are placed behind ceilings or linings, these ceilings or linings shall be provided with an inspection door on which a plate reporting the identification number of the fire damper is provided. The fire damper identification number shall also be placed on any remote controls required.

  • 7.3.2 Ventilation ducts with a free cross-sectional area exceeding 0.02 m² passing through “B” class bulkheads shall be lined with steel sheet sleeves of 900 mm in length divided preferably into 450 mm on each side of the bulkheads unless the duct is of steel for this length.

• 7.4 Ventilation systems for passenger ships carrying more than 36 passengers

  • 7.4.1 The ventilation system of a passenger ship carrying more than 36 passengers shall be in compliance with the following additional requirements.

  • 7.4.2 In general, the ventilation fans shall be so disposed that the ducts reaching the various spaces remain within the main vertical zone.

  • 7.4.3 Where ventilation systems penetrate decks, precautions shall be taken, in addition to those relating to the fire integrity of the deck required by paragraphs 3.1 and 4.1.1.5, to reduce the likelihood of smoke and hot gases passing from one 'tween-deck space to another through the system. In addition to insulation requirements contained in paragraph 7.4, vertical ducts shall, if necessary, be insulated as required by the appropriate tables 9.1 and 9.2.

  • 7.4.4 Except in cargo spaces, ventilation ducts shall be constructed of the following materials:

    • .1 ducts not less than 0.075 m² in free cross-sectional area and all vertical ducts serving more than a single 'tween-deck space shall be constructed of steel or other equivalent material;

    • .2 ducts less than 0.075 m² in free cross-sectional area other than the vertical ducts referred to in paragraph 7.4.4.1, shall be constructed of non-combustible materials. Where such ducts penetrate “A” or “B” class division due regard shall be given to ensuring the fire integrity of the division; and

    • .3 short length of duct, not in general exceeding 0.02m² in free cross-sectional area nor 2 m in length, need not be non-combustible provided that all of the following conditions are met:

    • .3.1 the duct is constructed of a material which has low flame spread characteristics;

    • .3.2 the duct is used only at the terminal end of the ventilation system; and

    • .3.3 the duct is not located closer than 600 mm measured along its length to a penetration of an “A” or “B” class division, including continuous “B” class ceilings.

  • 7.4.5 Stairway enclosures shall be ventilated and served by an independent fan and duct system which shall not serve any other spaces in the ventilation systems.

  • 7.4.6 Exhaust ducts shall be provided with hatches for inspection and cleaning. The hatches shall be located near the fire dampers.

• 7.5 Exhaust ducts from galley ranges

  • 7.5.1 Requirements for passenger ships carrying more than 36 passengers

    Exhaust ducts from galley ranges shall meet the requirements of paragraphs 7.2.1.2.1 and 7.2.1.2.2 and shall be fitted with:

    • .1 a grease trap readily removable for cleaning unless an alternative approved grease removal system is fitted;

    • .2 a fire damper located in the lower end of the duct which is automatically and remotely operated, and in addition a remotely operated fire damper located in the upper end of the duct;

    • .3 a fixed means for extinguishing a fire within the duct;

    • .4 remote-control arrangements for shutting off the exhaust fans and supply fans, for operating the fire dampers mentioned in paragraph 7.5.1.2 and for operating the fire-extinguishing system, which shall be placed in a position close to the entrance to the galley. Where a multi-branch system is installed, a remote means located with the above controls shall be provided to close all branches exhausting through the same main duct before an extinguishing medium is released into the system; and

    • .5 suitably located hatches for inspection and cleaning.

  • 7.5.2 Requirements for cargo ships and passenger ships carrying not more than 36 passenger ships

    • 7.5.2.1 Where they pass through accommodation spaces or spaces containing combustible materials, the exhaust ducts from galley ranges shall be constructed of “A” class divisions. Each exhaust duct shall be fitted with:

      • .1 a grease trap readily removable for cleaning;

      • .2 a fire damper located in the lower end of the duct;

      • .3 arrangements, operable from within the galley, for shutting off the exhaust fans; and

      • .4 fixed means for extinguishing a fire within the duct.

Regulation 10. Fire fighting

1 Purpose

The purpose of this regulation is to suppress and swiftly extinguish a fire in the space of origin. For this purpose, the following functional requirements shall be met:

• .1 fixed fire extinguishing systems shall be installed having due regard to the fire growth potential of the protected spaces; and

• .2 fire extinguishing appliances shall be readily available.

2. Water supply systems

Ships shall be provided with fire pumps, fire mains, hydrants and hoses complying with the applicable requirements of this regulation.

• 2.1 Fire mains and hydrants

  • 2.1.1 General Materials readily rendered ineffective by heat shall not be used for fire mains and hydrants unless adequately protected. The pipes and hydrants shall be so placed that the fire hoses may be easily coupled to them. The arrangement of pipes and hydrants shall be such as to avoid the possibility of freezing. Suitable drainage provisions shall be provided for fire main piping. Isolation valves shall be installed for all open deck fire main branches used for purposes other than fire fighting. In ships where deck cargo may be carried, the positions of the hydrants shall be such that they are always readily accessible and the pipes shall be arranged as far as practicable to avoid risk of damage by such cargo.

  • 2.1.2 Ready availability of water supply

    The arrangements for the ready availability of water supply shall be:

    • .1 in passenger ships:

    • .1.1 of 1,000 gross tonnage and upwards such that at least one effective jet of water is immediately available from any hydrant in an interior location and so as to ensure the continuation of the output of water by the automatic starting of one required fire pump;

    • .1.2 of less than 1,000 gross tonnage by automatic start of at least one fire pump or by remote starting from the navigation bridge of at least one fire pump. If the pump starts automatically or if the bottom valve cannot be opened from where the pump is remotely started, the bottom valve shall always be kept open; and

    • .1.3 if fitted with periodically unattended machinery spaces in accordance with Regulation II-1/54, the Administration shall determine provisions for fixed water fire-extinguishing arrangement for such spaces equivalent to those required for normally attended machinery spaces;

    • .2 in cargo ships:

    • .2.1 to the satisfaction of the Administration; and

    • .2.2 with a periodically unattended machinery space or when only one person is required on watch, there shall be immediate water delivery from the fire main system at a suitable pressure, either by remote starting of one of the main fire pumps with remote starting from the navigating bridge and fire control station, if any, or permanent pressurization of the fire main system by one of the main fire pumps, except that the Administration may waive this requirement for cargo ships of less than 1,600 gross tonnage if the fire pump starting arrangement in the machinery space is in an easily accessible position.

  • 2.1.3 Diameter of fire mains

    The diameter of the fire main and water service pipes shall be sufficient for the effective distribution of the maximum required discharge from two fire pumps operating simultaneously, except that in the case of cargo ships the diameter need only be sufficient for the discharge of 140 m³/h.

  • 2.1.4 Isolating valves and relief valves

    2.1.4.1 Isolating valves to separate the section of the fire main within the machinery space containing the main fire pump or pumps from the rest of the fire main shall be fitted in an easily accessible and tenable position outside the machinery spaces. The fire main shall be so arranged that when the isolating valves are shut all the hydrants on the ship, except those in the machinery space referred to above, can be supplied with water by another fire pump or an emergency fire pump. The emergency fire pump, its seawater inlet, and suction and delivery pipes and isolating valves shall be located outside the machinery space. If this arrangement cannot be made, the sea-chest may be fitted in the machinery space if the valve is remotely controlled from a position in the same compartment as the emergency fire pump and the suction pipe is as short as practicable. Short lengths of suction or discharge piping may penetrate the machinery space, provided they are enclosed in a substantial steel casing, or are insulated to A-60 class standards. The pipes shall have substantial wall thickness, but in no case less than 11 mm, and shall be welded except for the flanged connection to the sea inlet valve.

    2.1.4.2 A valve shall be fitted to serve each fire hydrant so that any fire hose may be removed while the fire pumps are in operation.

    2.1.4.3 Relief valves shall be provided in conjunction with fire pumps if the pumps are capable of developing a pressure exceeding the design pressure of the water service pipes, hydrants and hoses. These valves shall be so placed and adjusted as to prevent excessive pressure in any part of the fire main system.

    2.1.4.4 In tankers, isolation valves shall be fitted in the fire main at poop front in a protected position and on the tank deck at intervals of not more than 40 m to preserve the integrity of the fire main system in case of fire or explosion.

  • 2.1.5 Number and position of hydrants

    2.1.5.1 The number and position of hydrants shall be such that at least two jets of water not emanating from the same hydrant, one of which shall be from a single length of hose, may reach any part of the ship normally accessible to the passengers or crew while the ship is being navigated and any part of any cargo space when empty, any ro-ro space or any vehicle space in which latter case the two jets shall reach any part of the space, each from a single length of hose. Furthermore, such hydrants shall be positioned near the accesses to the protected spaces.

    2.1.5.2 In addition to the requirements in the paragraph 2.1.5.1, passenger ships shall comply with the following:

    • .1 in the accommodation, service and machinery spaces the number and position of hydrants shall be such that the requirements of paragraph 2.1.5.1 may be complied with when all watertight doors and all doors in main vertical zone bulkheads are closed; and

    • .2 where access is provided to a machinery space of category A at a low level from an adjacent shaft tunnel, two hydrants shall be provided external to, but near the entrance to that machinery space. Where such access is provided from other spaces, in one of those spaces two hydrants shall be provided near the entrance to the machinery space of category A. Such provision need not be made where the tunnel or adjacent spaces are not part of the escape route.

  • 2.1.6 Pressure at hydrants

    With the two pumps simultaneously delivering water through the nozzles specified in paragraph 2.3.3, with the quantity of water as specified in paragraph 2.1.3, through any adjacent hydrants, the following minimum pressures shall be maintained at all hydrants:

    • .1 for passenger ships:

      4,000 gross tonnage and upwards	0.40 N/mm2
      less than 4,000 gross tonnage	0.30 N/mm2;

    • .2 for cargo ships,

      6,000 gross tonnage and upwards	0.27 N/mm2
      less than 6,000 gross tonnage;	0.25 N/mm2;

      and

    • .3 the maximum pressure at any hydrant shall not exceed that at which the effective control of a fire hose can be demonstrated.

  • 2.1.7 International shore connection

    2.1.7.1 Ships of 500 gross tonnage and upwards shall be provided with at least one international shore connection complying with the Fire Safety Systems Code.

    2.1.7.2 Facilities shall be available enabling such a connection to be used on either side of the ship.

• 2.2 Fire pumps

  • 2.2.1 Pumps accepted as fire pumps

    Sanitary, ballast, bilge or general service pumps may be accepted as fire pumps, provided that they are not normally used for pumping oil and that if they are subject to occasional duty for the transfer or pumping of oil fuel, suitable change-over arrangements are fitted.

  • 2.2.2 Number of fire pumps

    Ships shall be provided with independently driven fire pumps as follows:

    • .1 in passenger ships of:

      4,000 gross tonnage and upwards	at least three
      less than 4,000 gross tonnage	at least two

    • .2 in cargo ships of:

      1,000 gross tonnage and upwards	at least two
      less than 1,000 gross tonnage	at least two power driven pumps, one of which shall be independently driven.

  • 2.2.3 Arrangement of fire pumps and fire mains

    • 2.2.3.1 Fire pumps

      The arrangement of sea connections, fire pumps and their sources of power shall be as to ensure that:

      • .1 in passenger ships of 1,000 gross tonnage and upwards, in the event of a fire in any one compartment all the fire pumps will not be put out of action; and

      • .2 in passenger ships of less than 1,000 gross tonnage and in cargo ships, if a fire in any one compartment could put all the pumps out of action, there shall be an alternative means consisting of an emergency fire pump complying with the provisions of the Fire Safety Systems Code with its source of power and sea connection located outside the space where the main fire pumps or their sources of power are located.

    • 2.2.3.2 Requirements for the space containing the emergency fire pump

      • 2.2.3.2.1 Location of the space

        The space containing the fire pump shall not be contiguous to the boundaries of machinery spaces of category A or those spaces containing main fire pumps. Where this is not practicable, the common bulkhead between the two spaces shall be insulated to a standard of structural fire protection equivalent to that required for a control station

      • 2.2.3.2.2 Access to the emergency fire pump

        No direct access shall be permitted between the machinery space and the space containing the emergency fire pump and its source of power. When this is impracticable, the Administration may accept an arrangement where the access is by means of an airlock with the door of the machinery space being of A-60 class standard, and the other door being at least steel, both reasonably gastight, self-closing and without any hold back arrangements. Alternatively, the access may be through a watertight door capable of being operated from a space remote from the machinery space and the space containing the emergency fire pump and unlikely to be cut off in the event of fire in those spaces. In such cases, a second means of access to the space containing the emergency fire pump and its source of power shall be provided.

      • 2.2.3.2.3 Ventilation of the emergency fire pump space

        Ventilation arrangements to the space containing the independent source of power for the emergency fire pump shall be such as to preclude, as far as practicable, the possibility of smoke from a machinery space fire entering or being drawn into that space.

    • 2.2.3.3 Additional pumps for cargo ships

      In addition, in cargo ships where other pumps, such as general service, bilge and ballast, etc., are fitted in a machinery space, arrangements shall be made to ensure that at least one of these pumps, having the capacity and pressure required by paragraphs 2.1.6.2 and 2.2.4.2, is capable of providing water to the fire main.

  • 2.2.4 Capacity of fire pumps

    • 2.2.4.1 Total capacity of required fire pumps

      The required fire pumps shall be capable of delivering for fire-fighting purposes a quantity of water, at the pressure specified in paragraph 2.1.6, as follows:

      • .1 pumps in passenger ships, the quantity of water is not less than two thirds of the quantity required to be dealt with by the bilge pumps when employed for bilge pumping; and

      • .2 pumps in cargo ships, other than any emergency pump, the quantity of water is not less than four thirds of the quantity required under regulation II-1/21 to be dealt with by each of the independent bilge pumps in a passenger ship of the same dimension when employed in bilge pumping, provided that in no cargo ship need the total required capacity of the fire pumps exceed 180 m³/h.

    • 2.2.4.2 Capacity of each fire pump

      Each of the required fire pumps (other than any emergency pump required in paragraph 2.2.3.1.2 for cargo ships) shall have a capacity not less than 80% of the total required capacity divided by the minimum number of required fire pumps but in any case not less than 25 m³/h and each such pump shall in any event be capable of delivering at least the two required jets of water. These fire pumps shall be capable of supplying the fire main system under the required conditions. Where more pumps than the minimum of required pumps are installed such additional pumps shall have a capacity of at least 25 m³/h and shall be capable of delivering at least the two jets of water required in paragraph 2.1.5.1.

• 2.3 Fire hoses and nozzles

  • 2.3.1 General specifications

    2.3.1.1 Fire hoses shall be of non-perishable material approved by the Administration and shall be sufficient in length to project a jet of water to any of the spaces in which they may be required to be used. Each hose shall be provided with a nozzle and the necessary couplings. Hoses specified in this chapter as ``fire hoses" shall, together with any necessary fittings and tools, be kept ready for use in conspicuous positions near the water service hydrants or connections. Additionally, in interior locations in passenger ships carrying more than 36 passengers fire hoses shall be connected to the hydrants at all times. Fire hoses shall have a length of at least 10 m, but not more than:

    • .1 15 m in machinery spaces;

    • .2 20 m in other spaces and open decks; and

    • .3 25 m for open decks on ships with a maximum breadth in excess of 30 m.

    2.3.1.2 Unless one hose and nozzle is provided for each hydrant in the ship, there shall be complete interchangeability of hose couplings and nozzles.

  • 2.3.2 Number and diameter of fire hoses

    • 2.3.2.1 Ships shall be provided with fire hoses the number and diameter of which shall be to the satisfaction of the Administration.

    • 2.3.2.2 In passenger ships, there shall be at least one fire hose for each of the hydrants required by paragraph 2.1.5 and these hoses shall be used only for the purposes of extinguishing fires or testing the fire-extinguishing apparatus at fire drills and surveys.

    • 2.3.2.3 In cargo ships:

      • .1 of 1,000 gross tonnage and upwards, the number of fire hoses to be provided shall be one for each 30 m length of the ship and one spare but in no case less than five in all. This number does not include any hoses required in any engine or boiler room. The Administration may increase the number of hoses required so as to ensure that hoses in sufficient number are available and accessible at all times, having regard to the type of ship and the nature of trade in which the ship is employed. Ships carrying dangerous goods in accordance with regulation 19 shall be provided with 3 hoses and nozzles, in addition to those required above; and

      • .2 of less than 1,000 gross tonnage, the number of fire hoses to be provided shall be calculated in accordance with the provisions of paragraph 2.3.2.3.1. However, the number of hoses shall in no case be less than three.

  • 2.3.3 Size and types of nozzles

    • 2.3.3.1 For the purposes of this chapter, standard nozzle sizes shall be 12 mm, 16 mm and 19 mm or as near thereto as possible. Larger diameter nozzles may be permitted at the discretion of the Administration.

    • 2.3.3.2 For accommodation and service spaces, a nozzle size greater than 12 mm need not be used.

    • 2.3.3.3 For machinery spaces and exterior locations, the nozzle size shall be such as to obtain the maximum discharge possible from two jets at the pressure mentioned in paragraph 2.1.6 from the smallest pump, provided that a nozzle size greater than 19 mm need not be used.

    • 2.3.3.4 Nozzles shall be of an approved dual-purpose type (i.e., spray/jet type) incorporating a shutoff.

3 Portable fire extinguishers

• 3.1 Type and design Portable fire extinguishers shall comply with the requirements of the Fire Safety Systems Code.

• 3.2 Arrangement of fire extinguishers

  • 3.2.1 Accommodation spaces, service spaces and control stations shall be provided with portable fire extinguishers of appropriate types and in sufficient number to the satisfaction of the Administration. Ships of 1,000 gross tonnage and upwards shall carry at least five portable fire extinguishers.

  • 3.2.2 One of the portable fire extinguishers intended for use in any space shall be stowed near the entrance to that space.

  • 3.2.3 Carbon dioxide fire extinguishers shall not be placed in accommodation spaces. In control stations and other spaces containing electrical or electronic equipment or appliances necessary for the safety of the ship, fire extinguishers should be provided whose extinguishing media are neither electrically conductive nor harmful to the equipment and appliances.

  • 3.2.4 Fire extinguishers shall be situated ready for use at easily visible places, which can be reached quickly and easily at any time in the event of a fire, and in such a way that their serviceability is not impaired by the weather, vibration or other external factors. Portable fire extinguishers shall be provided with devices which indicate whether they have been used.

• 3.3 Spare charges

  • 3.3.1 Spare charges shall be provided for 100% of the first 10 extinguishers and 50% of the remaining fire extinguishers capable of being recharged on board. Not more than 60 total spare charges are required. Instructions for recharging shall be carried on board.

  • 3.3.2 For fire extinguishers which cannot be recharged onboard, additional portable fire extinguishers of the same quantity, type, capacity and number as determined in paragraph 3.3.1 above shall be provided in lieu of spare charges.

4 Fixed fire-extinguishing systems

• 4.1 Types of fixed fire-extinguishing systems

  • 4.1.1 A fixed fire-extinguishing system required by paragraph 5 below may be any of the following systems:

    • .1 a fixed gas fire-extinguishing system complying with the provisions of the Fire Safety Systems Code;

    • .2 a fixed high-expansion foam fire-extinguishing system complying with the provisions of the Fire Safety Systems Code; and

    • .3 a fixed pressure water-spraying fire-extinguishing system complying with the provisions of the Fire Safety Systems Code.

  • 4.1.2 Where a fixed fire-extinguishing system not required by this chapter is installed, it shall meet the requirements of the relevant regulations of this chapter and the Fire Safety Systems Code.

  • 4.1.3 Fire-extinguishing systems using Halon 1211, 1301, and 2402 and perfluorocarbons shall be prohibited.

  • 4.1.4 In general, the Administration shall not permit the use of steam as a fire-extinguishing medium in fixed fire-extinguishing systems. Where the use of steam is permitted by the Administration, it shall be used only in restricted areas as an addition to the required fire-extinguishing system and shall comply with the requirements of the Fire Safety System Code.

• 4.2 Closing appliances for fixed gas fire-extinguishing systems

  Where a fixed gas fire-extinguishing system is used, openings which may admit air to, or allow gas to escape from, a protected space shall be capable of being closed from outside the protected space.

• 4.3 Storage rooms of fire-extinguishing medium

  When the fire-extinguishing medium is stored outside a protected space, it shall be stored in a room which is located behind the forward collision bulkhead, and is used for no other purposes. Any entrance to such a storage room shall preferably be from the open deck and shall be independent of the protected space. If the storage space is located below deck, it shall be located no more than one deck below the open deck and shall be directly accessible by a stairway or ladder from the open deck. Spaces which are located below deck or spaces where access from the open deck is not provided, shall be fitted with a mechanical ventilation system designed to take exhaust air from the bottom of the space and shall be sized to provide at least 6 air changes per hour. Access doors shall open outwards, and bulkheads and decks including doors and other means of closing any opening therein, which form the boundaries between such rooms and adjacent enclosed spaces shall be gastight. For the purpose of the application of tables 9.1 to 9.8, such storage rooms shall be treated as fire control stations.

• 4.4 Water pumps for other fire-extinguishing systems

  Pumps, other than those serving the fire main, required for the provision of water for fire-extinguishing systems required by this chapter, their sources of power and their controls shall be installed outside the space or spaces protected by such systems and shall be so arranged that a fire in the space or spaces protected will not put any such system out of action.

5 Fire-extinguishing arrangements in machinery spaces

• 5.1 Machinery spaces containing oil-fired boilers or oil fuel units

  5.1.1 Fixed fire-extinguishing systems

  Machinery spaces of category A containing oil-fired boilers or oil fuel units shall be provided with any one of the fixed fire-extinguishing systems in paragraph 4.1. In each case, if the engine and boiler rooms are not entirely separate, or if fuel oil can drain from the boiler room into the engine-room, the combined engine and boiler rooms shall be considered as one compartment.

  5.1.2 Additional fire-extinguishing arrangements

  5.1.2.1 There shall be in each boiler room or at an entrance outside of the boiler room at least one portable foam applicator unit complying with the provisions of the Fire Safety Systems Code.

  5.1.2.2 There shall be at least two portable foam extinguishers or equivalent in each firing space in each boiler room and in each space in which a part of the oil fuel installation is situated. There shall be not less than one approved foam-type extinguisher of at least 135 l capacity or equivalent in each boiler room. These extinguishers shall be provided with hoses on reels suitable for reaching any part of the boiler room. In the case of domestic boilers of less than 175 kW an approved foam-type extinguisher of at least 135 l capacity is not required.

  5.1.2.3 In each firing space there shall be a receptacle containing at least 0.1 m³ sand, sawdust impregnated with soda, or other approved dry material, along with a suitable shovel for spreading the material. An approved portable extinguisher may be substituted as an alternative.

• 5.2 Machinery spaces containing internal combustion machinery

  5.2.1 Fixed fire-extinguishing systems

  Machinery spaces of category A containing internal combustion machinery shall be provided with one of the fixed fire-extinguishing systems in paragraph 4.1.

  5.2.2 Additional fire-extinguishing arrangements

  5.2.2.1 There shall be at least one portable foam applicator unit complying with the provisions of the Fire Safety Systems Code.

  5.2.2.2 There shall be in each such space approved foam-type fire extinguishers, each of at least 45 l capacity or equivalent, sufficient in number to enable foam or its equivalent to be directed on to any part of the fuel and lubricating oil pressure systems, gearing and other fire hazards. In addition, there shall be provided a sufficient number of portable foam extinguishers or equivalent which shall be so located that no point in the space is more than 10 m walking distance from an extinguisher and that there are at least two such extinguishers in each such space. For smaller spaces of cargo ships the Administration may consider relaxing this requirement.

• 5.3 Machinery spaces containing steam turbines or enclosed steam engines

  5.3.1 Fixed fire-extinguishing systems

  In spaces containing steam turbines or enclosed steam engines used for main propulsion or other purposes having in the aggregate a total output of not less than 375 kW, one of the fire-extinguishing systems specified in paragraph 4.1 shall be provided if such spaces are periodically unattended.

  5.3.2 Additional fire-extinguishing arrangements

  5.3.2.1 There shall be approved foam fire-extinguishers each of at least 45 l capacity or equivalent sufficient in number to enable foam or its equivalent to be directed on to any part of the pressure lubrication system, on to any part of the casings enclosing pressure lubricated parts of the turbines, engines or associated gearing, and any other fire hazards. However, such extinguishers shall not be required if protection, at least equivalent to that required by this subparagraph, is provided in such spaces by a fixed fire-extinguishing system fitted in compliance with paragraph 4.1.

  5.3.2.2 There shall be a sufficient number of portable foam extinguishers or equivalent which shall be so located that no point in the space is more than 10 m walking distance from an extinguisher and that there are at least two such extinguishers in each such space, except that such extinguishers shall not be required in addition to any provided in compliance with paragraph 5.1.2.2.

• 5.4 Other machinery spaces

  Where, in the opinion of the Administration, a fire hazard exists in any machinery space for which no specific provisions for fire-extinguishing appliances are prescribed in paragraphs 5.1, 5.2 and 5.3, there shall be provided in, or adjacent to, that space such a number of approved portable fire extinguishers or other means of fire extinction as the Administration may deem sufficient.

• 5.5 Additional requirements for passenger ships In passenger ships carrying more than 36 passengers, each machinery space of category A shall be provided with at least two suitable water fog applicators.

• 5.6 Fixed local application fire-fighting systems

  • 5.6.1 Paragraph 5.6 shall apply to passenger ships of 500 gross tonnage and above and cargo ships of 2000 gross tonnage and above.

  • 5.6.2 Machinery spaces of category A above 500 m³ in volume shall, in addition to the fixed fire-extinguishing system required in paragraph 5.1.1, be protected by an approved type of fixed water-based or equivalent local application fire-fighting system, based on the guidelines developed by the Organization. In the case of periodically unattended machinery spaces, the fire fighting system shall have both automatic and manual release capabilities. In the case of continuously manned machinery spaces, the fire-fighting system is only required to have a manual release capability.

  • 5.6.3 Fixed local application fire-fighting systems are to protect areas such as the following without the necessity of engine shutdown, personnel evacuation, or sealing of the spaces:

    • .1 the fire hazard portions of internal combustion machinery used for the ship's main propulsion and power generation;

    • .2 boiler fronts;

    • .3 the fire hazard portions of incinerators; and

    • .4 purifiers for heated fuel oil.

  • 5.6.4 Activation of any local application system shall give a visual and distinct audible alarm in the protected space and at continuously manned stations. The alarm shall indicate the specific system activated. The system alarm requirements described within this paragraph are in addition to, and not a substitute for, the detection and fire alarm system required elsewhere in this chapter.

6 Fire-extinguishing arrangements in control stations, accommodation and service spaces

• 6.1 Sprinkler and water spray systems in passenger ships

  6.1.1 Passenger ships carrying more than 36 passengers shall be equipped with an automatic sprinkler, fire detection and fire alarm system of an approved type complying with the requirements of the Fire Safety Systems Code in all control stations, accommodation and service spaces, including corridors and stairways. Alternatively, control stations, where water may cause damage to essential equipment, may be fitted with an approved fixed fire-extinguishing system of another type. Spaces having little or no fire risk such as voids, public toilets, carbon dioxide rooms and similar spaces need not be fitted with an automatic sprinkler system.

  6.1.2 In passenger ships carrying not more than 36 passengers, when a fixed smoke detection and fire alarm system complying with the provisions of the Fire Safety Systems Code is provided only in corridors, stairways and escape routes within accommodation spaces, an automatic sprinkler system shall be installed in accordance with regulation 7.5.3.2.

  6.1.3. A fixed pressure water-spraying fire-extinguishing 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, where 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.

• 6.2 Sprinkler systems for cargo ships

  In cargo ships in which method IIC specified in regulation 9.2.3.1.1.2 is adopted, an automatic sprinkler, fire detection and fire alarm system shall be fitted in accordance with the requirements in regulation 7.5.5.2.

• 6.3 Spaces containing flammable liquid

  6.3.1 Paint lockers shall be protected by:

  • .1 a carbon dioxide system, designed to give a minimum volume of free gas equal to 40% of the gross volume of the protected space;

  • .2 a dry powder system, designed for at least 0.5 kg powder/m³;

  • .3 a water spraying or sprinkler system, designed for 5 l/m² min. Water spraying systems may be connected to the fire main of the ship; or

  • .4 a system providing equivalent protection, as determined by the Administration.

  In all cases, the system shall be operable from outside the protected space.

  6.3.2 Flammable liquid lockers shall be protected by an appropriate fire-extinguishing arrangement approved by the Administration.

  6.3.3 For lockers of a deck area of less than 4 m², which do not give access to accommodation spaces, a carbon dioxide portable fire extinguisher sized to provide a minimum volume of free gas equal to 40% of the gross volume of the space may be accepted in lieu of a fixed system. A discharge port shall be arranged in the locker to allow the discharge of the extinguisher without having to enter into the protected space. The required portable fire extinguisher shall be stowed adjacent to the port. Alternatively, a port or hose connection may be provided to facilitate the use of fire main water.

• 6.4 Deep-fat cooking equipment

  Deep-fat cooking equipment shall be fitted with the following:

  • .1 an automatic or manual fire-extinguishing system tested to an international standard acceptable to the Organization;

  • .2 a primary and backup thermostat with an alarm to alert the operator in the event of failure of either thermostat;

  • .3 arrangements for automatically shutting off the electrical power upon activation of the fire-extinguishing system;

  • .4 an alarm for indicating operation of the fire-extinguishing system in the galley where the equipment is installed; and

  • .5 controls for manual operation of the fire-extinguishing system which are clearly labelled for ready use by the crew.

7 Fire-extinguishing arrangements in cargo spaces

• 7.1 Fixed gas fire-extinguishing systems for general cargo

  • 7.1.1 Except as provided for in paragraph 7.2, the cargo spaces of passenger ships of

    1,000 gross tonnage and upwards shall be protected by a fixed carbon dioxide or inert gas fire-extinguishing system complying with the provisions of the Fire Safety Systems Code or by a fixed high-expansion foam fire-extinguishing system which gives equivalent protection.

  • 7.1.2 Where it is shown to the satisfaction of the Administration that a passenger ship is engaged on voyages of such short duration that it would be unreasonable to apply the requirements of paragraph 7.1.1 and also in ships of less than 1,000 gross tonnage, the arrangements in cargo spaces shall be to the satisfaction of the Administration, provided that the ship is fitted with steel hatch covers and effective means of closing all ventilators and other openings leading to the cargo spaces.

  • 7.1.3 Except for ro-ro and vehicle spaces, cargo spaces on cargo ships of 2,000 gross tonnage and upwards shall be protected by a fixed carbon dioxide or inert gas fire-extinguishing system complying with the provisions of the Fire Safety Systems Code, or by a fire-extinguishing system which gives equivalent protection.

  • 7.1.4 The Administration may exempt from the requirements of paragraphs 7.1.3 and 7.2, cargo spaces of any cargo ship if constructed, and solely intended for, the carriage of ore, coal, grain, unseasoned timber, non-combustible cargoes or cargoes which, in the opinion of the Administration, constitute a low fire risk. Such exemptions may be granted only if the ship is fitted with steel hatch covers and effective means of closing ventilators and other openings leading to the cargo spaces. When such exemptions are granted, the Administration shall issue an Exemption Certificate, irrespective of the date of construction of the ship concerned, in accordance with regulation I/12(a)(vi), and shall ensure that the list of cargoes the ship is permitted to carry is attached to the Exemption Certificate.

• 7.2 Fixed gas fire-extinguishing systems for dangerous goods

  A ship engaged in the carriage of dangerous goods in any cargo spaces shall be provided with a fixed carbon dioxide or inert gas fire-extinguishing system complying with the provisions of the Fire Safety Systems Code or with a fire-extinguishing system which, in the opinion of the Administration, gives equivalent protection for the cargoes carried.

8 Cargo tank protection

8.1 Fixed deck foam fire-extinguishing systems

• 8.1.1 For tankers of 20,000 tonnes deadweight and upwards, a fixed deck foam fire-extinguishing system shall be provided complying with the provisions of the Fire Safety Systems Code, except that, in lieu of the above, the Administration, after having given consideration to the ship's arrangement and equipment, may accept other fixed installations if they afford protection equivalent to the above, in accordance with regulation I/5. The requirements for alternative fixed installations shall comply with the requirements in paragraph 8.1.2.

• 8.1.2 In accordance with paragraph 8.1.1, where the Administration accepts an equivalent fixed installation in lieu of the fixed deck foam fire-extinguishing system, the installation shall:

  • .1 be capable of extinguishing spill fires and also preclude ignition of spilled oil not yet ignited; and

  • .2 be capable of combating fires in ruptured tanks.

• 8.1.3 Tankers of less than 20,000 tonnes deadweight shall be provided with a deck foam fire-extinguishing system complying with the requirements of the Fire Safety Systems Code.

9 Protection of cargo pump-rooms in tankers

• 9.1 Fixed fire-extinguishing systems

  Each cargo pump-room shall be provided with one of the following fixed fire-extinguishing systems operated from a readily accessible position outside the pump-room. Cargo pump-rooms shall be provided with a system suitable for machinery spaces of category A.

  9.1.1 A carbon dioxide fire-extinguishing system complying with the provisions of the Fire Safety Systems Code and with the following:

  • .1 the alarms giving audible warning of the release of fire-extinguishing medium shall be safe for use in a flammable cargo vapour/air mixture; and

  • .2 a notice shall be exhibited at the controls stating that due to the electrostatic ignition hazard, the system is to be used only for fire extinguishing and not for inerting purposes.

  9.1.2 A high-expansion foam fire-extinguishing system complying with the provisions of the Fire Safety Systems Code, provided that the foam concentrate supply is suitable for extinguishing fires involving the cargoes carried.

  9.1.3 A fixed pressure water-spraying fire-extinguishing system complying with the provisions of the Fire Safety Systems Code.

• 9.2 Quantity of fire-extinguishing medium

  Where the fire-extinguishing medium used in the cargo pump-room system is also used in systems serving other spaces, the quantity of medium provided or its delivery rate need not be more than the maximum required for the largest compartment.

10 Fire-fighter's outfits

• 10.1 Types of fire-fighter's outfits

  Fire-fighter's outfits shall comply with the Fire Safety Systems Code.

• 10.2 Number of fire-fighter's outfits

  • 10.2.1 Ships shall carry at least two fire-fighter's outfits.

  • 10.2.2 In addition, in passenger ships there shall be provided:

    • .1 for every 80 m, or part thereof, of the aggregate of the lengths of all passenger spaces and service spaces on the deck which carries such spaces or, if there is more than one such deck, on the deck which has the largest aggregate of such lengths, two fire-fighter's outfits and, in addition, two sets of personal equipment, each set comprising the items stipulated in the Fire Safety Systems Code. In passenger ships carrying more than 36 passengers, two additional fire-fighter's outfits shall be provided for each main vertical zone. However, for stairway enclosures which constitute individual main vertical zones and for the main vertical zones in the fore or aft end of a ship which do not contain spaces of categories (6), (7), (8) or (12) defined in regulation 9.2.2.3, no additional fire-fighter's outfits are required; and

    • .2 ships carrying more than 36 passengers, for each pair of breathing apparatus there shall be provided one water fog applicator which shall be stored adjacent to such apparatus.

  • 10.2.3 In addition, in tankers, two fire-fighter's outfits shall be provided.

  • 10.2.4 The Administration may require additional sets of personal equipment and breathing apparatus, having due regard to the size and type of the ship.

  • 10.2.5 Two spare charges shall be provided for each required breathing apparatus. Passenger ships carrying not more than 36 passengers and cargo ships that are equipped with suitably located means for fully recharging the air cylinders free from contamination, need carry only one spare charge for each required apparatus. In passenger ships carrying more than 36 passengers, at least two spare charges for each breathing apparatus shall be provided.

• 10.3 Storage of fire-fighter's outfits

  • 10.3.1 The fire-fighter's outfits or sets of personal equipment shall be kept ready for use in an easily accessible location that is permanently and clearly marked and, where more than one fire-fighter's outfit or more than one set of personal equipment is carried, they shall be stored in widely separated positions.

  • 10.3.2 In passenger ships, at least two fire-fighter's outfits and, in addition, one set of personal equipment shall be available at any one position. At least two fire-fighter's outfits shall be stored in each main vertical zone.

Regulation 11. Structural integrity

1 Purpose

The purpose of this regulation is to maintain structural integrity of the ship preventing partial or whole collapse of the ship structures due to strength deterioration by heat. For this purpose, materials used in the ships' structure shall ensure that the structural integrity is not degraded due to fire.

2. Material of hull, superstructures, structural bulkheads, decks and deckhouses

The hull, superstructures, structural bulkheads, decks and deckhouses shall be constructed of steel or other equivalent material. For the purpose of applying the definition of steel or other equivalent material as given in regulation 3.43 the “applicable fire exposure” shall be according to the integrity and insulation standards given in tables 9.1 to 9.4. For example, where divisions such as decks or sides and ends of deckhouses are permitted to have “B-0” fire integrity, the “applicable fire exposure” shall be half an hour.

3 Structure of aluminium alloy

Unless otherwise specified in paragraph 2, in cases where any part of the structure is of aluminium alloy, the following shall apply:

• .1 the insulation of aluminium alloy components of “A” or “B” class divisions, except structure which, in the opinion of the Administration, is non-load-bearing, shall be such that the temperature of the structural core does not rise more than 200°C above the ambient temperature at any time during the applicable fire exposure to the standard fire test; and

• .2 special attention shall be given to the insulation of aluminium alloy components of columns, stanchions and other structural members required to support lifeboat and liferaft stowage, launching and embarkation areas, and “A” and “B” class divisions to ensure:

• .2.1 that for such members supporting lifeboat and liferaft areas and “A” class divisions, the temperature rise limitation specified in paragraph 3.1 shall apply at the end of one hour; and

• .2.2 that for such members required to support “B” class divisions, the temperature rise limitation specified in paragraph 3.1 shall apply at the end of half an hour.

4 Machinery spaces of category A

• 4.1 Crowns and casings

  Crowns and casings of machinery spaces of category A shall be of steel construction and shall be insulated as required by tables 9.5 and 9.7, as appropriate.

• 4.2 Floor plating

  The floor plating of normal passageways in machinery spaces of category A shall be made of steel.

5 Materials of overboard fittings

Materials readily rendered ineffective by heat shall not be used for overboard scuppers, sanitary discharges, and other outlets which are close to the waterline and where the failure of the material in the event of fire would give rise to danger of flooding.

6 Protection of cargo tank structure against pressure or vacuum in tankers

• 6.1 General

  The venting arrangements shall be so designed and operated as to ensure that neither pressure nor vacuum in cargo tanks shall exceed design parameters and be such as to provide for:

  • .1 the flow of the small volumes of vapour, air or inert gas mixtures caused by thermal variations in a cargo tank in all cases through pressure/vacuum valves; and

  • .2 the passage of large volumes of vapour, air or inert gas mixtures during cargo loading and ballasting, or during discharging.

• 6.2 Openings for small flow by thermal variations

  Openings for pressure release required by paragraph 6.1.1 shall:

  • .1 have as great a height as is practicable above the cargo tank deck to obtain maximum dispersal of flammable vapours, but in no case less than 2 m above the cargo tank deck; and

  • .2 be arranged at the furthest distance practicable but not less than 5 m from the nearest air intakes and openings to enclosed spaces containing a source of ignition and from deck machinery and equipment which may constitute an ignition hazard. Anchor windlass and chain locker openings constitute an ignition hazard.

• 6.3 Safety measures in cargo tanks

  • 6.3.1 Preventive measures against liquid rising in the venting system Provisions shall be made to guard against liquid rising in the venting system to a height which would exceed the design head of cargo tanks. This shall be accomplished by high-level alarms or overflow control systems or other equivalent means, together with independent gauging devices and cargo tank filling procedures. For the purposes of this regulation, spill valves are not considered equivalent to an overflow system.

  • 6.3.2 Secondary means for pressure/vacuum relief

    A secondary means of allowing full flow relief of vapour, air or inert gas mixtures to prevent over-pressure or under-pressure in the event of failure of the arrangements in paragraph 6.1.2. Alternatively, pressure sensors may be fitted in each tank protected by the arrangement required in paragraph 6.1.2, with a monitoring system in the ship's cargo control room or the position from which cargo operations are normally carried out. Such monitoring equipment shall also provide an alarm facility which is activated by detection of over-pressure or under-pressure conditions within a tank.

  • 6.3.3 Bypasses in vent mains

    Pressure/vacuum valves required by paragraph 6.1.1 may be provided with a bypass arrangement when they are located in a vent main or masthead riser. Where such an arrangement is provided there shall be suitable indicators to show whether the bypass is open or closed.

  • 6.3.4 Pressure/vacuum-breaking devices

    One or more pressure/vacuum-breaking devices shall be provided to prevent the cargo tanks from being subject to:

    • .1 a positive pressure, in excess of the test pressure of the cargo tank, if the cargo were to be loaded at the maximum rated capacity and all other outlets are left shut; and

    • .2 a negative pressure in excess of 700 mm water gauge if cargo were to be discharged at the maximum rated capacity of the cargo pumps and the inert gas blowers were to fail.

    Such devices shall be installed on the inert gas main unless they are installed in the venting system required by regulation 4.5.3.1 or on individual cargo tanks. The location and design of the devices shall be in accordance with regulation 4.5.3 and paragraph 6.

• 6.4 Size of vent outlets

  Vent outlets for cargo loading, discharging and ballasting required by paragraph 6.1.2 shall be designed on the basis of the maximum designed loading rate multiplied by a factor of at least 1.25 to take account of gas evolution, in order to prevent the pressure in any cargo tank from exceeding the design pressure. The master shall be provided with information regarding the maximum permissible loading rate for each cargo tank and in the case of combined venting systems, for each group of cargo tanks.

PART D. ESCAPE

Regulation 12. Notification of crew and passengers

1 Purpose

The purpose of this regulation is to notify crew and passengers of a fire for safe evacuation. For this purpose, a general emergency alarm system and a public address system shall be provided.

2. General emergency alarm system

A general emergency alarm system required by regulation III/6.4.2 shall be used for notifying crew and passengers of a fire.

3 Public address systems in passenger ships

A public address system or other effective means of communication complying with the requirements of regulation III/6.5 shall be available throughout the accommodation and service spaces and control stations and open decks.

Regulation 13. Means of escape

1 Purpose

The purpose of this regulation is to provide means of escape so that persons onboard can safely and swiftly escape to the lifeboat and liferaft embarkation deck. For this purpose, the following functional requirements shall be met:

• .1 safe escape routes shall be provided;

• .2 escape routes shall be maintained in a safe condition, clear of obstacles; and

• .3 additional aids for escape shall be provided as necessary to ensure accessibility, clear marking, and adequate design for emergency situations.

2. General requirements

• 2.1 Unless expressly provided otherwise in this regulation, at least two widely separated and ready means of escape shall be provided from all spaces or group of spaces.

• 2.2 Lifts shall not be considered as forming one of the means of escape as required by this regulation.

3 Means of escape from control stations, accommodation and service spaces

• 3.1 General requirements

  • 3.1.1 Stairways and ladders shall be so arranged as to provide ready means of escape to the lifeboat and liferaft embarkation deck from passenger and crew accommodation spaces and from spaces in which the crew is normally employed, other than machinery spaces.

  • 3.1.2 Unless expressly provided otherwise in this regulation, a corridor, lobby, or part of a corridor from which there is only one route of escape shall be prohibited. Dead-end corridors used in service areas which are necessary for the practical utility of the ship, such as fuel oil stations and athwartship supply corridors, shall be permitted, provided such dead-end corridors are separated from crew accommodation areas and are inaccessible from passenger accommodation areas. Also, a part of a corridor that has a depth not exceeding its width is considered a recess or local extension and is permitted.

  • 3.1.3 All stairways in accommodation and service spaces and control stations shall be of steel frame construction except where the Administration sanctions the use of other equivalent material.

  • 3.1.4 If a radiotelegraph station has no direct access to the open deck, two means of escape from or access to, the station shall be provided, one of which may be a porthole or window of sufficient size or other means to the satisfaction of the Administration.

  • 3.1.5 Doors in escape routes shall, in general, open in-way of the direction of escape, except that:

    • .1 individual cabin doors may open into the cabins in order to avoid injury to persons in the corridor when the door is opened; and

    • .2 doors in vertical emergency escape trunks may open out of the trunk in order to permit the trunk to be used both for escape and for access.

• 3.2 Means of escape in passenger ships

  • 3.2.1 Escape from spaces below the bulkhead deck

    • 3.2.1.1 Below the bulkhead deck two means of escape, at least one of which shall be independent of watertight doors, shall be provided from each watertight compartment or similarly restricted space or group of spaces. Exceptionally, the Administration may dispense with one of the means of escape for crew spaces that are entered only occasionally, if the required escape route is independent of watertight doors.

    • 3.2.1.2 Where the Administration has granted dispensation under the provisions of paragraph 3.2.1.1, this sole means of escape shall provide safe escape. However, stairways shall not be less than 800 mm in clear width with handrails on both sides.

  • 3.2.2 Escape from spaces above the bulkhead deck

    Above the bulkhead deck there shall be at least two means of escape from each main vertical zone or similarly restricted space or group of spaces at least one of which shall give access to a stairway forming a vertical escape.

  • 3.2.3 Direct access to stairway enclosures

    Stairway enclosures in accommodation and service spaces shall have direct access from the corridors and be of a sufficient area to prevent congestion, having in view the number of persons likely to use them in an emergency. Within the perimeter of such stairway enclosures, only public toilets, lockers of non-combustible material providing storage for nonhazardous safety equipment and open information counters are permitted. Only public spaces, corridors, lifts, public toilets, special category spaces and open ro-ro spaces to which any passengers carried can have access, other escape stairways required by paragraph 3.2.4.1 and external areas are permitted to have direct access to these stairway enclosures. Small corridors or “obbies” used to separate an enclosed stairway from galleys or main laundries may have direct access to the stairway provided they have a minimum deck area of 4.5 m², a width of no less than 900 mm and contain a fire hose station.

  • 3.2.4 Details of means of escape

    • 3.2.4.1 At least one of the means of escape required by paragraphs 3.2.1.1 and 3.2.2 shall consist of a readily accessible enclosed stairway, which shall provide continuous fire shelter from the level of its origin to the appropriate lifeboat and liferaft embarkation decks, or to the uppermost weather deck if the embarkation deck does not extend to the main vertical zone being considered. In the latter case, direct access to the embarkation deck by way of external open stairways and passageways shall be provided and shall have emergency lighting in accordance with regulation III/11.5 and slip-free surfaces underfoot. Boundaries facing external open stairways and passageways forming part of an escape route and boundaries in such a position that their failure during a fire would impede escape to the embarkation deck shall have fire integrity, including insulation values, in accordance with tables 9.1 to 9.4, as appropriate.

    • 3.2.4.2 Protection of access from the stairway enclosures to the lifeboat and liferaft embarkation areas shall be provided either directly or through protected internal routes which have fire integrity and insulation values for stairway enclosures as determined by tables 9.1 to 9.4, as appropriate.

    • 3.2.4.3 Stairways serving only a space and a balcony in that space shall not be considered as forming one of the required means of escape.

    • 3.2.4.4 Each level within an atrium shall have two means of escape, one of which shall give direct access to an enclosed vertical means of escape meeting the requirements of paragraph 3.2.4.1.

    • 3.2.4.5 The widths, number and continuity of escapes shall be in accordance with the requirements in the Fire Safety Systems Code.

  • 3.2.5 Marking of escape routes

    • 3.2.5.1 In addition to the emergency lighting required by regulations II-1/42 and III/11.5, the means of escape, including stairways and exits, shall be marked by lighting or photoluminescent strip indicators placed not more than 300 mm above the deck at all points of the escape route including angles and intersections. The marking must enable passengers to identify the routes of escape and readily identify the escape exits. If electric illumination is used, it shall be supplied by the emergency source of power and it shall be so arranged that the failure of any single light or cut in a lighting strip will not result in the marking being ineffective. Additionally, escape route signs and fire equipment location markings shall be of photoluminescent material or marked by lighting. The Administration shall ensure that such lighting or photoluminescent equipment has been evaluated, tested and applied in accordance with the Fire Safety Systems Code.

    • 3.2.5.2 In passenger ships carrying more than 36 passengers, the requirements of the paragraph 3.2.5.1 shall also apply to the crew accommodation areas.

  • 3.2.6 Normally locked doors that form part of an escape route

    • 3.2.6.1 Cabin and stateroom doors shall not require keys to unlock them from inside the room. Neither shall there be any doors along any designated escape route which require keys to unlock them when moving in the direction of escape.

    • 3.2.6.2 Escape doors from public spaces that are normally latched shall be fitted with a means of quick release. Such means shall consist of a door-latching mechanism incorporating a device that releases the latch upon the application of a force in the direction of escape flow. Quick release mechanisms shall be designed and installed to the satisfaction of the Administration and, in particular:

      • .1 consist of bars or panels, the actuating portion of which extends across at least one half of the width of the door leaf, at least 760 mm and not more than 1120 mm above the deck;

      • .2 cause the latch to release when a force not exceeding 67 N is applied; and

      • .3 not be equipped with any locking device, set screw or other arrangement that prevents the release of the latch when pressure is applied to the releasing device.

• 3.3 Means of escape in cargo ships

  • 3.3.1 General

    At all levels of accommodation there shall be provided at least two widely separated means of escape from each restricted space or group of spaces.

  • 3.3.2 Escape from spaces below the lowest open deck

    Below the lowest open deck the main means of escape shall be a stairway and the second escape may be a trunk or a stairway.

  • 3.3.3 Escape from spaces above the lowest open deck

    Above the lowest open deck the means of escape shall be stairways or doors to an open deck or a combination thereof.

  • 3.3.4 Dead-end corridors

    No dead-end corridors having a length of more than 7 m shall be accepted.

  • 3.3.5 Width and continuity of escape routes

    The width, number and continuity of escape routes shall be in accordance with the requirements in the Fire Safety Systems Code.

  • 3.3.6 Dispensation from two means of escape

    Exceptionally the Administration may dispense with one of the means of escape, for crew spaces that are entered only occasionally, if the required escape route is independent of watertight doors.

• 3.4 Emergency escape breathing devices

  • 3.4.1 Emergency escape breathing devices shall comply with the Fire Safety Systems Code. Spare emergency escape breathing devices shall be kept onboard.

  • 3.4.2 All ships shall carry at least two emergency escape breathing devices within accommodation spaces.

  • 3.4.3 In all passenger ships, at least two emergency escape breathing devices shall be carried in each main vertical zone.

  • 3.4.4 In all passenger ships carrying more than 36 passengers, two emergency escape breathing devices, in addition to those required in paragraph 3.4.3 above, shall be carried in each main vertical zone.

  • 3.4.5 However, paragraphs 3.4.3 and 3.4.4 do not apply to stairway enclosures which constitute individual main vertical zones and for the main vertical zones in the fore or aft end of a ship which do not contain spaces of categories (6), (7), (8) or (12) defined in Regulation 9.2.2.3.

4 Means of escape from machinery spaces

• 4.1 Means of escape on passenger ships

  Means of escape from each machinery space in passenger ships shall comply with the following provisions.

  • 4.1.1 Escape from spaces below the bulkhead deck

    Where the space is below the bulkhead deck the two means of escape shall consist of either:

    • .1 two sets of steel ladders as widely separated as possible, leading to doors in the upper part of the space similarly separated and from which access is provided to the appropriate lifeboat and liferaft embarkation decks. One of these ladders shall be located within a protected enclosure that satisfies Regulation 9.2.2.3, category (2), or regulation 9.2.2.4, category (4), as appropriate, from the lower part of the space it serves to a safe position outside the space. Self-closing fire doors of the same fire integrity standards shall be fitted in the enclosure. The ladder shall be fixed in such a way that heat is not transferred into the enclosure through non-insulated fixing points. The protected enclosure shall have minimum internal dimensions of at least 800 mm x 800 mm, and shall have emergency lighting provisions; or

    • .2 one steel ladder leading to a door in the upper part of the space from which access is provided to the embarkation deck and additionally, in the lower part of the space and in a position well separated from the ladder referred to, a steel door capable of being operated from each side and which provides access to a safe escape route from the lower part of the space to the embarkation deck.

  • 4.1.2 Escape from spaces above the bulkhead deck

    Where the space is above the bulkhead deck, the two means of escape shall be as widely separated as possible and the doors leading from such means of escape shall be in a position from which access is provided to the appropriate lifeboat and liferaft embarkation decks. Where such means of escape require the use of ladders, these shall be of steel.

  • 4.1.3 Dispensation from two means of escape

    In a ship of less than 1,000 gross tonnage, the Administration may dispense with one of the means of escape, due regard being paid to the width and disposition of the upper part of the space. In a ship of 1,000 gross tonnage and above, the Administration may dispense with one means of escape from any such space, including a normally unattended auxiliary machinery space, so long as either a door or a steel ladder provides a safe escape route to the embarkation deck, due regard being paid to the nature and location of the space and whether persons are normally employed in that space. In the steering gear space, a second means of escape shall be provided when the emergency steering position is located in that space unless there is direct access to the open deck.

  • 4.1.4 Escape from machinery control rooms

    Two means of escape shall be provided from a machinery control room located within a machinery space, at least one of which will provide continuous fire shelter to a safe position outside the machinery space.

• 4.2 Means of escape on cargo ships

  Means of escape from each machinery space in cargo ships shall comply with the following provisions.

  • 4.2.1 Escape from machinery spaces of category A

    Except as provided in paragraph 4.2.2, two means of escape shall be provided from each machinery space of category A. In particular, one of the following provisions shall be complied with:

    • .1 two sets of steel ladders as widely separated as possible leading to doors in the upper part of the space similarly separated and from which access is provided to the open deck. One of these ladders shall be located within a protected enclosure that satisfies regulation 9.2.3.3, category (4), from the lower part of the space it serves to a safe position outside the space. Self-closing fire doors of the same fire integrity standards shall be fitted in the enclosure. The ladder shall be fixed in such a way that heat is not transferred into the enclosure through non-insulated fixing points. The enclosure shall have minimum internal dimensions of at least 800 mm x 800 mm, and shall have emergency lighting provisions; or

    • .2 one steel ladder leading to a door in the upper part of the space from which access is provided to the open deck and, additionally, in the lower part of the space and in a position well separated from the ladder referred to, a steel door capable of being operated from each side and which provides access to a safe escape route from the lower part of the space to the open deck.

  • 4.2.2 Dispensation from two means of escape

    In a ship of less than 1,000 gross tonnage, the Administration may dispense with one of the means of escape required under paragraph 4.2.1, due regard being paid to the dimension and disposition of the upper part of the space. In addition, the means of escape from machinery spaces of category A need not comply with the requirement for an enclosed fire shelter listed in paragraph 4.2.1.1. In the steering gear space, a second means of escape shall be provided when the emergency steering position is located in that space unless there is direct access to the open deck.

  • 4.2.3 Escape from machinery spaces other than those of category A

    From machinery spaces other than those of category A, two escape routes shall be provided except that a single escape route may be accepted for spaces that are entered only occasionally, and for spaces where the maximum travel distance to the door is 5 m or less.

• 4.3 Emergency escape breathing devices

  • 4.3.1 On all ships, within the machinery spaces, emergency escape breathing devices shall be situated ready for use at easily visible places, which can be reached quickly and easily at any time in the event of fire. The location of emergency escape breathing devices shall take into account the layout of the machinery space and the number of persons normally working in the spaces.

  • 4.3.2 The number and location of these devices shall be indicated in the fire control plan required in regulation 15.2.4.

  • 4.3.3 Emergency escape breathing devices shall comply with the Fire Safety Systems Code.

5 Means of escape on passenger ships from special category and open ro-ro spaces to which any passengers carried can have access

• 5.1 In special category and open ro-ro spaces to which any passengers carried can have access, the number and locations of the means of escape both below and above the bulkhead deck shall be to the satisfaction of the Administration and, in general, the safety of access to the embarkation deck shall be at least equivalent to that provided for under paragraphs 3.2.1.1, 3.2.2, 3.2.4.1 and 3.2.4.2. Such spaces shall be provided with designated walkways to the means of escape with a breadth of at least 600 mm. The parking arrangements for the vehicles shall maintain the walkways clear at all times.

• 5.2 One of the escape routes from the machinery spaces where the crew is normally employed shall avoid direct access to any special category space.

6 Means of escape from ro-ro spaces

At least two means of escape shall be provided in ro-ro spaces where the crew are normally employed. The escape routes shall provide a safe escape to the lifeboat and liferaft embarkation decks and shall be located at the fore and aft ends of the space.

7 Additional requirements for ro-ro passenger ships

• 7.1 General

  • 7.1.1 Escape routes shall be provided from every normally occupied space on the ship to an assembly station. These escape routes shall be arranged so as to provide the most direct route possible to the assembly station, and shall be marked with symbols based on the guidelines developed by the Organization.

  • 7.1.2 The escape route from cabins to stairway enclosures shall be as direct as possible, with a minimum number of changes in direction. It shall not be necessary to cross from one side of the ship to the other to reach an escape route. It shall not be necessary to climb more than two decks up or down in order to reach an assembly station or open deck from any passenger space.

  • 7.1.3 External routes shall be provided from open decks, as referred to in paragraph 7.1.2, to the survival craft embarkation stations.

  • 7.1.4 Where enclosed spaces adjoin an open deck, openings from the enclosed space to the open deck shall, where practicable, be capable of being used as an emergency exit.

  • 7.1.5 Escape routes shall not be obstructed by furniture and other obstructions. With the exception of tables and chairs which may be cleared to provide open space, cabinets and other heavy furnishings in public spaces and along escape routes shall be secured in place to prevent shifting if the ship rolls or lists. Floor coverings shall also be secured in place. When the ship is underway, escape routes shall be kept clear of obstructions such as cleaning carts, bedding, luggage and boxes of goods.

• 7.2 Instruction for safe escape

  • 7.2.1 Decks shall be sequentially numbered, starting with “1” at the tank top or lowest deck. The numbers shall be prominently displayed at stair landings and lift lobbies. Decks may also be named, but the deck number shall always be displayed with the name.

  • 7.2.2 Simple “mimic” plans showing the “you are here” position and escape routes marked by arrows, shall be prominently displayed on the inside of each cabin door and in public spaces. The plan shall show the directions of escape and shall be properly oriented in relation to its position on the ship.

• 7.3 Strength of handrails and corridors

  • 7.3.1 Handrails or other handholds shall be provided in corridors along the entire escape route so that a firm handhold is available at every step of the way, where possible, to the assembly stations and embarkation stations. Such handrails shall be provided on both sides of longitudinal corridors more than 1.8 m in width and transverse corridors more than 1 m in width. Particular attention shall be paid to the need to be able to cross lobbies, atriums and other large open spaces along escape routes. Handrails and other handholds shall be of such strength as to withstand a distributed horizontal load of 750 N/m applied in the direction of the centre of the corridor or space, and a distributed vertical load of 750 N/m applied in the downward direction. The two loads need not be applied simultaneously.

  • 7.3.2 The lowest 0.5 m of bulkheads and other partitions forming vertical divisions along escape routes shall be able to sustain a load of 750 N/m to allow them to be used as walking surfaces from the side of the escape route with the ship at large angles of heel.

• 7.4 Evacuation analysis

  Escape routes shall be evaluated by an evacuation analysis early in the design process. The analysis shall be used to identify and eliminate, as far as practicable, congestion which may develop during an abandonment, due to normal movement of passengers and crew along escape routes, including the possibility that crew may need to move along these routes in a direction opposite the movement of passengers. In addition, the analysis shall be used to demonstrate that escape arrangements are sufficiently flexible to provide for the possibility that certain escape routes, assembly stations, embarkation stations or survival craft may not be available as a result of a casualty.

PART E. OPERATIONAL REQUIREMENTS

Regulation 14. Operational readiness and maintenance

1 Purpose

The purpose of this regulation is to maintain and monitor the effectiveness of the fire safety measures the ship is provided with. For this purpose, the following functional requirements shall be met:

• .1 fire protection systems and fire-fighting systems and appliances shall be maintained ready for use; and

• .2 fire protection systems and fire-fighting systems and appliances shall be properly tested and inspected.

2. General requirements

At all times while the ship is in service, the requirements of paragraph 1.1 shall be complied with. A ship is not in service when:

• .1 it is in for repairs or lay-up (either at anchor or in port) or in dry-dock;

• .2 it is declared not in service by the owner or the owner's representative; and

• .3 in the case of passenger ships, there are no passengers on board.

• 2.1 Operational readiness

  • 2.1.1 The following fire protection systems shall be kept in good order so as to ensure their required performance if a fire occurs:

    • .1 structural fire protection including fire resisting divisions, and protection of openings and penetrations in these divisions;

    • .2 fire detection and fire alarm systems; and

    • .3 means of escape systems and appliances.

  • 2.1.2 Fire-fighting systems and appliances shall be kept in good working order and readily available for immediate use. Portable extinguishers which have been discharged shall be immediately recharged or replaced with an equivalent unit.

• 2.2 Maintenance, testing and inspections

  • 2.2.1 Maintenance, testing and inspections shall be carried out based on the guidelines developed by the Organization and in a manner having due regard to ensuring the reliability of fire-fighting systems and appliances.

  • 2.2.2 The maintenance plan shall be kept on board the ship and shall be available for inspection whenever required by the Administration.

  • 2.2.3 The maintenance plan shall include at least the following fire protection systems and fire-fighting systems and appliances, where installed:

    • .1 fire mains, fire pumps and hydrants including hoses, nozzles and international shore connections;

    • .2 fixed fire detection and fire alarm systems;

    • .3 fixed fire-extinguishing systems and other fire-extinguishing appliances;

    • .4 automatic sprinkler, fire detection and fire alarm systems;

    • .5 ventilation systems including fire and smoke dampers, fans and their controls;

    • .6 emergency shut down of fuel supply;

    • .7 fire doors including their controls;

    • .8 general emergency alarm systems;

    • .9 emergency escape breathing devices;

    • .10 portable fire extinguishers including space charges; and

    • .11 fire-fighter's outfits.

  • 2.2.4 The maintenance programme may be computer-based.

3 Additional requirements for passenger ships

In addition to the fire protection systems and appliances listed in paragraph 2.2.3, ships carrying more than 36 passengers shall develop a maintenance plan for low-location lighting and public address systems.

4 Additional requirements for tankers

In addition to the fire protection systems and appliances listed in paragraph 2.2.3, tankers shall have a maintenance plan for:

• .1 inert gas systems;

• .2 deck foam systems;

• .3 fire safety arrangements in cargo pump-rooms; and

• .4 flammable gas detectors.

Regulation 15. Instructions, on-board training and drills

1 Purpose

The purpose of this regulation is to mitigate the consequences of fire by means of proper instructions for training and drills of persons onboard in correct procedures under emergency conditions. For this purpose, the crew shall have the necessary knowledge and skills to handle fire emergency cases, including passenger care.

2. General requirements

• 2.1 Instructions, duties and organization

  • 2.1.1 Crew members shall receive instruction on fire safety onboard the ship.

  • 2.1.2 Crew members shall receive instructions on their assigned duties.

  • 2.1.3 Parties responsible for fire-extinguishing shall be organized. These parties shall have the capability to complete their duties at all times while the ship is in service.

• 2.2 Onboard training and drills

  • 2.2.1 Crew members shall be trained to be familiar with the arrangements of the ship as well as the location and operation of any fire-fighting systems and appliances that they may be called upon to use.

  • 2.2.2 Training in the use of the emergency escape breathing devices shall be considered as part of on-board training.

  • 2.2.3 Performance of crew members assigned fire-fighting duties shall be periodically evaluated by conducting on-board training and drills to identify areas in need of improvement, to ensure competency in fire-fighting skills is maintained, and to ensure the operational readiness of the fire-fighting organization.

  • 2.2.4 On-board training in the use of the ship's fire-extinguishing systems and appliances shall be planned and conducted in accordance with provisions of regulation III/19.4.1.

  • 2.2.5 Fire drills shall be conducted and recorded in accordance with the provisions of regulations III/19.3 and III/19.5.

• 2.3 Training manuals

  • 2.3.1 A training manual shall be provided in each crew mess room and recreation room or in each crew cabin.

  • 2.3.2 The training manual shall be written in the working language of the ship.

  • 2.3.3 The training manual, which may comprise several volumes, shall contain the instructions and information required in paragraph 2.3.4 in easily understood terms and illustrated wherever possible. Any part of such information may be provided in the form of audio-visual aides in lieu of the manual.

  • 2.3.4 The training manual shall explain the following in detail:

    • .1 general fire safety practice and precautions related to the dangers of smoking, electrical hazards, flammable liquids and similar common shipboard hazards;

    • .2 general instructions on fire-fighting activities and fire-fighting procedures including procedures for notification of a fire and use of manually operated call points;

    • .3 meanings of the ship's alarms;

    • .4 operation and use of fire-fighting systems and appliances;

    • .5 operation and use of fire doors;

    • .6 operation and use of fire and smoke dampers; and

    • .7 escape systems and appliances.

• 2.4 Fire control plans

  • 2.4.1 General arrangement plans shall be permanently exhibited for the guidance of the ship's officers, showing clearly for each deck the control stations, the various fire sections enclosed by “A” class divisions, the sections enclosed by “B” class divisions together with particulars of the fire detection and fire alarm systems, the sprinkler installation, the fire-extinguishing appliances, means of access to different compartments, decks, etc., and the ventilating system including particulars of the fan control positions, the position of dampers and identification numbers of the ventilating fans serving each section. Alternatively, at the discretion of the Administration, the aforementioned details may be set out in a booklet, a copy of which shall be supplied to each officer, and one copy shall at all times be available on board in an accessible position. Plans and booklets shall be kept up to date; any alterations thereto shall be recorded as soon as practicable. Description in such plans and booklets shall be in the language or languages required by the Administration. If the language is neither English nor French, a translation into one of those languages shall be included.

  • 2.4.2 A duplicate set of fire control plans or a booklet containing such plans shall be permanently stored in a prominently marked weathertight enclosure outside the deckhouse for the assistance of shore-side fire-fighting personnel.

3 Additional requirements for passenger ships

• 3.1 Fire drills

  In addition to the requirement of paragraph 2.2.3, fire drills shall be conducted in accordance with the provisions of regulation III/30 having due regard to notification of passengers and movement of passengers to assembly stations and embarkation decks.

• 3.2 Fire control plans

  In ships carrying more than 36 passengers, plans and booklets requi-red by this regulation shall provide information regarding fire protection, fire detection and fire extinction based on the guidelines issued by the Organization.

Regulation 16. Operations

1 Purpose

The purpose of this regulation is to provide information and instructions for proper ship and cargo handling operations in relation to fire safety. For this purpose, the following functional requirements shall be met:

• .1 fire safety operational booklets shall be provided on board; and

• .2 flammable vapour releases from cargo tank venting shall be controlled.

2. Fire safety operational booklets

• 2.1 The required fire safety operational booklet shall contain the necessary information and instructions for the safe operation of the ship and cargo handling operations in relation to fire safety. The booklet shall include information concerning the crew's responsibilities for the general fire safety of the ship while loading and discharging cargo and while underway. Necessary fire safety precautions for handling general cargoes shall be explained. For ships carrying dangerous goods and flammable bulk cargoes, the fire safety operational booklet shall also provide reference to the pertinent fire-fighting and emergency cargo handling instructions contained in the Code of Safe Practice for Solid Bulk Cargoes, the International Bulk Chemical Code, the International Gas Carrier Code and the International Maritime Dangerous Goods Code, as appropriate.

• 2.2 The fire safety operational booklet shall be provided in each crew mess room and recreation room or in each crew cabin.

• 2.3 The fire safety operational booklet shall be written in the working language of the ship.

• 2.4 The fire safety operational booklet may be combined with the training manuals required in regulation 15.2.3.

3 Additional requirements for tankers

• 3.1 General

  The fire safety operational booklet referred to in paragraph 2 shall include provisions for preventing fire spread to the cargo area due to ignition of flammable vapours and include procedures of cargo tank gas-purging and/or gas-freeing taking into account the provisions in paragraph 3.2.

• 3.2 Procedures for cargo tank purging and/or gas-freeing

  • 3.2.1 When the ship is provided with an inert gas system, the cargo tanks shall first be purged in accordance with the provisions of regulation 4.5.6 until the concentration of hydrocarbon vapours in the cargo tanks has been reduced to less than 2% by volume. Thereafter, gas-freeing may take place at the cargo tank deck level.

  • 3.2.2 When the ship is not provided with an inert gas system, the operation shall be such that the flammable vapour is discharged initially through:

    • .1 the vent outlets as specified in regulation 4.5.3.4;

    • .2 outlets at least 2 m above the cargo tank deck level with a vertical efflux velocity of at least 30 m/s maintained during the gas-freeing operation; or

    • .3 outlets at least 2 m above the cargo tank deck level with a vertical efflux velocity of at least 20 m/s and which are protected by suitable devices to prevent the passage of flame.

  • 3.2.3 The above outlets shall be 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.

  • 3.2.4 When the flammable vapour concentration at the outlet has been reduced to 30% of the lower flammable limit, gas-freeing may be continued at cargo tank deck level.

PART F. ALTERNATIVE DESIGN AND ARRANGEMENTS

Regulation 17. Alternative design and arrangements

1 Purpose

The purpose of this regulation is to provide a methodology for alternative design and arrangements for fire safety.

2 General

• 2.1 Fire safety design and arrangements may deviate from the prescriptive requirements set out in parts B, C, D, E or G, provided that the design and arrangements meet the fire safety objectives and the functional requirements.

• 2.2 When fire safety design or arrangements deviate from the prescriptive requirements of this chapter, engineering analysis, evaluation and approval of the alternative 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 and space(s) concerned;

• .2  identification of prescriptive requirement(s) with which the ship or the space(s) will not comply;

• .3  identification of the fire and explosion hazards of the ship or the space(s) concerned including;

  • .3.1 identification of the possible ignition sources;

  • .3.2 identification of the fire growth potential of each space concerned;

  • .3.3 identification of the smoke and toxic effluent generation potential for each space concerned;

  • .3.4 identification of the potential for the spread of fire, smoke or of toxic effluents from the space(s) concerned to other spaces;

• .4  determination of the required fire safety performance criteria for the ships or the space(s) concerned addressed by the prescriptive requirement(s) in particular;

  • .4.1 performance criteria shall be based on the fire safety objectives and on the functional requirements of this chapter;

  • .4.2 performance criteria shall provide a degree of safety not less than that achieved by using the prescriptive requirements; and

  • .4.3 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; and

• .6  technical justification demonstrating that the alternative design and arrangements meet the required fire safety performance criteria.

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 onboard 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.

PART G. SPECIAL REQUIREMENTS

Regulation 18. Helicopter facilities

1 Purpose

The purpose of this regulation is to provide additional measures in order to address the fire safety objectives of this chapter for ships fitted with special facilities for helicopters. For this purpose, the following functional requirements shall be met:

• .1 helideck structure must be adequate to protect the ship from the fire hazards associated with helicopter operations;

• .2 fire fighting appliances shall be provided to adequately protect the ship from the fire hazards associated with helicopter operations;

• .3 refuelling and hangar facilities and operations shall provide the necessary measures to protect the ship from the fire hazards associated with helicopter operations; and

• .4 operation manuals and training shall be provided.

2. Application

• 2.1 In addition to complying with the requirements of regulations in parts B, C, D and E, as appropriate, ships equipped with helidecks shall comply with the requirements of this Regulation.

• 2.2 Where helicopters land or conduct winching operations on an occasional or emergency basis on ships without helidecks, fire-fighting equipment fitted in accordance with the requirements in Part C may be used. This equipment shall be made readily available in close proximity to the landing or winching areas during helicopter operations.

• 2.3 Notwithstanding the requirements of paragraph 2.2 above, ro-ro passenger ships without helidecks shall comply with regulation III/28.

3 Structure

• 3.1 Construction of steel or other equivalent material

  In general, the construction of the helidecks shall be of steel or other equivalent materials. If the helideck forms the deckhead of a deckhouse or superstructure, it shall be insulated to “A-60” class standard.

• 3.2 Construction of aluminium or other low melting point metals

  If the Administration permits aluminium or other low melting point metal construction that is not made equivalent to steel, the following provisions shall be satisfied:

  • .1 if the platform is cantilevered over the side of the ship, after each fire on the ship or on the platform, the platform shall undergo a structural analysis to determine its suitability for further use; and

  • .2 if the platform is located above the ship's deckhouse or similar structure, the following conditions shall be satisfied:

  • .2.1 the deckhouse top and bulkheads under the platform shall have no openings;

  • .2.2 windows under the platform shall be provided with steel shutters; and

  • .2.3 after each fire on the platform or in close proximity, the platform shall undergo a structural analysis to determine its suitability for further use.

4 Means of escape

A helideck shall be provided with both a main and an emergency means of escape and access for fire fighting and rescue personnel. These shall be located as far apart from each other as is practicable and preferably on opposite sides of the helideck.

5 Fire-fighting appliances

• 5.1 In close proximity to the helideck, the following fire-fighting appliances shall be provided and stored near the means of access to that helideck:

  • .1 at least two dry powder extinguishers having a total capacity of not less than 45 kg;

  • .2 carbon dioxide extinguishers of a total capacity of not less than 18 kg or equivalent;

  • .3 a suitable foam application system consisting of monitors or foam making branch pipes capable of delivering foam to all parts of the helideck in all weather conditions in which helicopters can operate. The system shall be capable of delivering a discharge rate as required in table 18.1 for at least five minutes;

    Table 18.1 – Foam discharge rates

    Category	Helicopter overall length	Discharge rate foam solution (l/min.)
    H1	up to but not including 15m	250
    H2	from 15m up to but not including 24m	500
    H3	from 24m up to but not including 35m	800

  • .4 the principal agent shall be suitable for use with salt water and conform to performance standards not inferior to those acceptable to the Organization;

  • .5 at least two nozzles of an approved dual-purpose type (jet/spray) and hoses sufficient to reach any part of the helideck;

  • .6 in addition to the requirements of regulation 10.10, two sets of fire-fighter's outfits; and

  • .7 at least the following equipment shall be stored in a manner that provides for immediate use and protection from the elements:

    • – adjustable wrench;

    • – blanket, fire resistant;

    • – cutters, bolt 60 cm;

    • – hook, grab or salving;

    • – hacksaw, heavy duty complete with 6 spare blades;

    • – ladder;

    • – lift line 5 mm diameter and 15 m in length;

    • – pliers, side cutting;

    • – set of assorted screwdrivers; and

    • – harness knife complete with sheath.

6 Drainage facilities

Drainage facilities in way of helidecks shall be constructed of steel and shall lead directly overboard independent of any other system and shall be designed so that drainage does not fall onto any part of the ship.

7 Helicopter refuelling and hangar facilities

Where the ship has helicopter refuelling and hangar facilities, the following requirements shall be complied with:

• .1 a designated area shall be provided for the storage of fuel tanks which shall be:

  • .1.1 as remote as is practicable from accommodation spaces, escape routes and embarkation stations; and

  • .1.2 isolated from areas containing a source of vapour ignition;

• .2 the fuel storage area shall be provided with arrangements whereby fuel spillage may be collected and drained to a safe location;

• .3 tanks and associated equipment shall be protected against physical damage and from a fire in an adjacent space or area;

• .4 where portable fuel storage tanks are used, special attention shall be given to:

  • .4.1 design of the tank for its intended purpose;

  • .4.2 mounting and securing arrangements;

  • .4.3 electric bonding; and

  • .4.4 inspection procedures;

• .5 storage tank fuel pumps shall be provided with means which permit shutdown from a safe remote location in the event of a fire. Where a gravity fuelling system is installed, equivalent closing arrangements shall be provided to isolate the fuel source;

• .6 the fuel pumping unit shall be connected to one tank at a time. The piping between the tank and the pumping unit shall be of steel or equivalent material, as short as possible, and protected against damage;

• .7 electrical fuel pumping units and associated control equipment shall be of a type suitable for the location and potential hazards;

• .8 fuel pumping units shall incorporate a device which will prevent over-pressurization of the delivery or filling hose;

• .9 equipment used in refuelling operations shall be electrically bonded;

• .10 “NO SMOKING” signs shall be displayed at appropriate locations;

• .11 hangar, refuelling and maintenance facilities shall be treated as category ‘A’ machinery spaces with regard to structural fire protection, fixed fire-extinguishing and detection system requirements;

• .12 enclosed hangar facilities or enclosed spaces containing refuelling installations shall be provided with mechanical ventilation, as required by Regulation 20.3 for closed ro-ro spaces of cargo ships. Ventilation fans shall be of non-sparking type; and

• .13 electric equipment and wiring in enclosed hangar or enclosed spaces containing refuelling installations shall comply with regulations 20.3.2, 20.3.3 and 20.3.4.

8 Operations manual and fire-fighting service

• 8.1 Each helicopter facility shall have an operations manual, including a description and a checklist of safety precautions, procedures and equipment requirements. This manual may be part of the ship's emergency response procedures.

• 8.2 The procedures and precautions to be followed during refuelling operations shall be in accordance with recognized safe practices and contained in the operations manual.

• 8.3 Fire-fighting personnel consisting of at least two persons trained for rescue and fire-fighting duties and fire-fighting equipment shall be immediately available at all times when helicopter operations are expected.

• 8.4 Fire-fighting personnel shall be present during refuelling operations. However, the fire-fighting personnel shall not be involved with refuelling activities.

• 8.5 On-board refresher training shall be carried out and additional supplies of fire-fighting media shall be provided for training and testing of the equipment.

Regulation 19. Carriage of dangerous goods

1 Purpose

The purpose of this regulation is to provide additional safety measures in order to address the fire safety objectives of this chapter for ships carrying dangerous goods. For this purpose, the following functional requirements shall be met:

• .1 fire protection systems shall be provided to protect the ship from the added fire hazards associated with carriage of dangerous goods;

• .2 dangerous goods shall be adequately separated from ignition sources; and

• .3 appropriate personnel protective equipment shall be provided for the hazards associated with the carriage of dangerous goods.

2. General requirements

2.1 In addition to complying with the requirements of regulations in parts B, C, D, E and Regulations 18 and 20 , as appropriate, ship types and cargo spaces, referred to in paragraph 2.2, intended for the carriage of dangerous goods shall comply with the requirements of this Regulation, as appropriate, except when carrying dangerous goods in limited quantities unless such requirements have already been met by compliance with the requirements elsewhere in this chapter. The types of ships and modes of carriage of dangerous goods are referred to in paragraph 2.2 and in table 19.1. Cargo ships of less than 500 gross tonnage shall comply with this regulation, but Administrations may reduce the requirements and such reduced requirements shall be recorded in the document of compliance referred to in paragraph 4.

2.2 The following ship types and cargo spaces shall govern the application of tables 19.1 and 19.2:

• .1 ships and cargo spaces not specifically designed for the carriage of freight containers, but intended for the carriage of dangerous goods in packaged form including goods in freight containers and portable tanks;

• .2 purpose-built container ships and cargo spaces intended for the carriage of dangerous goods in freight containers and portable tanks;

• .3 ro-ro ships and ro-ro spaces intended for the carriage of dangerous goods;

• .4 ships and cargo spaces intended for the carriage of solid dangerous goods in bulk; and

• .5 ships and cargo spaces intended for carriage of dangerous goods other than liquids and gases in bulk in shipborne barges.

3 Special requirements

Unless otherwise specified, the following requirements shall govern the application of tables 19.1, 19.2 and 19.3 to both “on-deck” and “under-deck” stowage of dangerous goods where the numbers of the following paragraphs are indicated in the first column of the tables.

3.1 Water supplies

3.1.1 Arrangements shall be made to ensure immediate availability of a supply of water from the fire main at the required pressure either by permanent pressurization or by suitably placed remote arrangements for the fire pumps.

3.1.2 The quantity of water delivered shall be capable of supplying four nozzles of a size and at pressures as specified in regulation 10.2, capable of being trained on any part of the cargo space when empty. This amount of water may be applied by equivalent means to the satisfaction of the Administration.

3.1.3 Means shall be provided for effectively cooling the designated underdeck cargo space by at least 5 l/min per square metre of the horizontal area of cargo spaces, either by a fixed arrangement of spraying nozzles or flooding the cargo space with water. Hoses may be used for this purpose in small cargo spaces and in small areas of larger cargo spaces at the discretion of the Administration. However, the drainage and pumping arrangements shall be such as to prevent the build-up of free surfaces. The drainage system shall be sized to remove no less than 125% of the combined capacity of both the water spraying system pumps and the required number of fire hose nozzles. The drainage system valves shall be operable from outside the protected space at a position in the vicinity of the extinguishing system controls. Bilge wells shall be of sufficient holding capacity and shall be arranged at the side shell of the ship at a distance from each other of not more than 40 m in each watertight compartment. If this is not possible, the adverse effect upon stability of the added weight and free surface of water shall be taken into account to the extent deemed necessary by the Administration in its approval of the stability information.

3.1.4 Provision to flood a designated under-deck cargo space with suitable specified media may be substituted for the requirements in paragraph 3.1.3.

3.1.5 The total required capacity of the water supply shall satisfy paragraphs 3.1.2 and 3.1.3, if applicable, simultaneously calculated for the largest designated cargo space. The capacity requirements of paragraph 3.1.2 shall be met by the total capacity of the main fire pump(s) not including the capacity of the emergency fire pump, if fitted. If a drencher system is used to satisfy paragraph 3.1.3, the drencher pump shall also be taken into account in this total capacity calculation.

3.2 Sources of ignition

Electrical equipment and wiring shall not be fitted in enclosed cargo spaces or vehicle spaces unless it is essential for operational purposes in the opinion of the Administration. However, if electrical equipment is fitted in such spaces, it shall be of a certified safe type for use in the dangerous environments to which it may be exposed unless it is possible to completely isolate the electrical system (e.g. by removal of links in the system, other than fuses). Cable penetrations of the decks and bulkheads shall be sealed against the passage of gas or vapour. Through runs of cables and cables within the cargo spaces shall be protected against damage from impact. Any other equipment which may constitute a source of ignition of flammable vapour shall not be permitted.

3.3 Detection system

Ro-ro spaces shall be fitted with a fixed fire detection and fire alarm system complying with the requirements of the Fire Safety Systems Code. All other types of cargo spaces shall be fitted with either a fixed fire detection and fire alarm system or a sample extraction smoke detection system complying with the requirements of the Fire Safety Systems Code. If a sample extraction smoke detection system is fitted, particular attention shall be made to paragraph 2.1.3 in chapter 10 of the Fire Safety Systems Code in order to prevent the leakage of toxic fumes into occupied areas.

3.4 Ventilation

3.4.1 Adequate power ventilation shall be provided in enclosed cargo spaces. The arrangement shall be such as to provide for at least six air changes per hour in the cargo space based on an empty cargo space and for removal of vapours from the upper or lower parts of the cargo space, as appropriate.

3.4.2 The fans shall be such as to avoid the possibility of ignition of flammable gas air mixtures. Suitable wire mesh guards shall be fitted over inlet and outlet ventilation openings.

3.4.3 Natural ventilation shall be provided in enclosed cargo spaces intended for the carriage of solid dangerous goods in bulk, where there is no provision for mechanical ventilation.

3.5 Bilge pumping

3.5.1 Where it is intended to carry flammable or toxic liquids in enclosed cargo spaces, the bilge pumping system shall be designed to protect against inadvertent pumping of such liquids through machinery space piping or pumps. Where large quantities of such liquids are carried, consideration shall be given to the provision of additional means of draining those cargo spaces.

3.5.2 If the bilge drainage system is additional to the system served by pumps in the machinery space, the capacity of the system shall be not less than 10 m3/h per cargo space served. If the additional system is common, the capacity need not exceed 25 m3/h. The additional bilge system need not be arranged with redundancy.

3.5.3 Whenever flammable or toxic liquids are carried, the bilge line into the machinery space shall be isolated either by fitting a blank flange or by a closed lockable valve.

3.5.4 Enclosed spaces outside machinery spaces containing bilge pumps serving cargo spaces intended for carriage of flammable or toxic liquids should be fitted with separate mechanical ventilation giving at least 6 air changes per hour. If the space has access from another enclosed space, the door shall be self-closing.

3.5.5 If bilge drainage of cargo spaces is arranged by gravity drainage, the drainage shall be either led directly overboard or to a closed drain tank located outside the machinery spaces. The tank shall be provided with a vent pipe to a safe location on the open deck. Drainage from a cargo space into bilge wells in a lower space is only permitted if that space satisfies the same requirements as the cargo space above.

3.6 Personnel protection

3.6.1 Four sets of full protective clothing resistant to chemical attack shall be provided in addition to the fire-fighter's outfits required by regulation 10.10. The protective clothing shall cover all skin, so that no part of the body is unprotected.

3.6.2 At least two self-contained breathing apparatuses additional to those required by Regulation 10 shall be provided. Two spare charges suitable for use with the breathing apparatus shall be provided for each required apparatus. Passenger ships carrying not more than 36 passengers and cargo ships that are equipped with suitably located means for fully recharging the air cylinders free from contamination, need carry only one spare charge for each required apparatus.

3.7 Portable fire extinguishers

Portable fire extinguishers with a total capacity of at least 12 kg of dry powder or equivalent shall be provided for the cargo spaces. These extinguishers shall be in addition to any portable fire extinguishers required elsewhere in this chapter.

3.8 Insulation of machinery space boundaries

Bulkheads forming boundaries between cargo spaces and machinery spaces of category A shall be insulated to “A-60” class standard, unless the dangerous goods are stowed at least 3 m horizontally away from such bulkheads. Other boundaries between such spaces shall be insulated to “A-60” class standard.

3.9 Water spray system

Each open ro-ro space having a deck above it and each space deemed to be a closed ro-ro space not capable of being sealed, shall be fitted with an approved fixed pressure water-spraying system for manual operation which shall protect all parts of any deck and vehicle platform in the space, except that the Administration may permit the use of any other fixed fire-extinguishing system that has been shown by full-scale test to be no less effective. However, the drainage and pumping arrangements shall be such as to prevent the build-up of free surfaces. The drainage system shall be sized to remove no less than 125% of the combined capacity of both the water spraying system pumps and the required number of fire hose nozzles. The drainage system valves shall be operable from outside the protected space at a position in the vicinity of the extinguishing system controls. Bilge wells shall be of sufficient holding capacity and shall be arranged at the side shell of the ship at a distance from each other of not more than 40 m in each watertight compartment. If this is not possible the adverse effect upon stability of the added weight and free surface of water shall be taken into account to the extent deemed necessary by the Administration in its approval of the stability information.

3.10 Separation of ro-ro spaces

3.10.1 In ships having ro-ro spaces, a separation shall be provided between a closed ro-ro space and an adjacent open ro-ro space. The separation shall be such as to minimize the passage of dangerous vapours and liquids between such spaces. Alternatively, such separation need not be provided if the ro-ro space is considered to be a closed cargo space over its entire length and shall fully comply with the relevant special requirements of this Regulation.

3.10.2 In ships having ro-ro spaces, a separation shall be provided between a closed ro-ro space and the adjacent weather deck. The separation shall be such as to minimize the passage of dangerous vapours and liquids between such spaces. Alternatively, a separation need not be provided if the arrangements of the closed ro-ro spaces are in accordance with those required for the dangerous goods carried on adjacent weather deck.

4 Document of compliance

The Administration shall provide the ship with an appropriate document as evidence of compliance of construction and equipment with the requirements of this regulation. Certification for dangerous goods, except solid dangerous goods in bulk, is not required for those cargoes specified as class 6.2 and 7, as defined in regulation VII/2, and dangerous goods in limited quantities.

Table 19.1 – Application of the requirements to different modes of carriage of dangerous goods in ships and cargo spaces

Where X appears in table 19.1 it means this requirement is applicable to all classes of dangerous goods as given in the appropriate line of table 19.3, except as indicated by the notes.

Regulation 19.2.2		.1	.2	.3		.4	.5
Regulation 19	Weather decks .1 to .5 inclusive	Not specially designed	Container cargo spaces	Closed ro-ro spaces5	Open ro-ro spaces	Solid dangerous goods in bulk	Shipborne barges
3.1.1	X	X	X	X	X	For application of requirements of regulation 19 to different classes of dangerous goods, see table 19.2.	X
3.1.2	X	X	X	X	X		–
3.1.3	–	X	X	X	X		X
3.1.4	–	X	X	X	X		X
3.1.5	–	X	X	X	X		X4
3.3	–	X	X	X	–		X4
3.4.1	–	X	X1	X	–		X4
3.4.2	–	X	X1	X	–		X4
3.5	–	–	X	X	–		–
3.5.1	X	X	X	X	X		–
3.6.2	X	X	X	X	X		–
3.7	X	X	–	–	X
3.8	X	X	X2	X	X		–
3.9	–	–	–	X3	X
3.10.1	–	–	–	X	–		–
3.10.2	–	–	–	X	–		–

Notes

¹ For classes 4 and 5.1 not applicable to closed freight containers. For classes 2, 3, 6.1 and 8 when carried in closed freight containers the ventilation rate may be reduced to not less than two air changes. For the purpose of this requirement a portable tank is a closed freight container.

² Applicable to decks only.

³ Applies only to closed ro-ro spaces, not capable of being sealed.

⁴ In the special case where the barges are capable of containing flammable vapours or alternatively if they are capable of discharging flammable vapours to a safe space outside the barge carrier compartment by means of ventilation ducts connected to the barges, these requirements may be reduced or waived to the satisfaction of the Administration.

⁵ Special category spaces shall be treated as closed ro-ro spaces when dangerous goods are carried.

Table 19.2 - Application of the requirements to different classes of dangerous goods for ships and cargo spaces carrying solid dangerous goods in bulk

Class	4.1	4.2	4.36	5.1	6.1	8	9
Regulation 19
3.1.1	X	X	–	X	–	–	X
3.1.2	X	X	–	X	–	–	X
3.2	X	X7	X	X8	–	–	X8
3.4.1	–	X7	X	–	–	–	–
3.4.2	X9	X7	X	X7,9	–	–	X7,9
3.4.3	X	X	X	X	X	X	X
3.6	X	X	X	X	X	X	X
3.8	X	X	X	X7	–	–	X10

Notes:

⁶ The hazards of substances in this class which may be carried in bulk are such that special consideration shall be given by the Administration to the construction and equipment of the ship involved in addition to meeting the requirements enumerated in this table.

⁷ Only applicable to Seedcake containing solvent extractions, to Ammonium nitrate and to Ammonium nitrate fertilizers.

⁸ Only applicable to Ammonium nitrate and to Ammonium nitrate fertilizers. However, a degree of protection in accordance with standards contained in the International Electrotechnical Commission publication 60079, Electrical Apparatus for Explosive Gas Atmospheres, is sufficient.

⁹ Only suitable wire mesh guards are required.

¹⁰ The requirements of the Code of Safe Practice for Solid bulk Cargoes adopted by resolution A.434(XI), as amended, are sufficient.

Table 19.3 – Application of the requirements to different classes of dangerous goods except solid dangerous goods in bulk

Class	1.1–1.6	1.4S	2.1	2.2	2.3	3 3 liquids ≤23°C15	3 liquids >23°C15 ≤61°C	4.1	4.2	4.3	5.1	5.2	6.1 liquids	6.1 liquids ≤23°C	6.1 solids >23°C ≤61°C	6.1 solids	8 liquids	8 liquids ≤23°C	8 liquids >23°C15 ≤61°C	8 solids	9
Regulation 19
3.1.1	X	X	X	X	X	X	X	X	X	X	X	X	X	X	X	X	X	X	X	X	X
3.1.2	X	X	X	X	X	X	X	X	X	X	X	X	X	X	X	X	X	X	X	X	–
3.1.3	X	–	–	–	–	–	–	–	–	–	–	–	–	–	–	–	–	–	–	–	–
3.1.4	X	–	–	–	–	–	–	–	–	–	–	–	–	–	–	–	–	–	–	–	–
3.2	X	–	X	–	–	X	–	–	–	–	–	–	–	X	–	–	–	X	–	–	–
3.3	X	X	X	X	X	X	X	X	X	X	X	X	–	X	X	X	X	X	X	X	–
3.4.1	–	–	X	–	X	X	–	X11	X11	X	X11	–	–	X	X	X11	–	X	X	–	X11
3.4.2	–	–	X	–	–	X	–	–	–	–	–	–	–	X	X	–	–	X	X	–	–
3.5	–	–	–	–	–	X	–	–	–	–	–	–	X	X	X	–	–	X	–	–	–
3.6	–	–	X	X	X	X	X	X	X	X	X	X	X	X	X	X	X	X	X	X	X14
3.7	–	–	–	–	–	X	X	X	X	X	X	–	–	X	X	–	–	X	X	–	–
3.8	X12	–	X	X	X	X	X	X	X	X	X13	–	–	X	X	–	–	X	X	–	–
3.9	X	X	X	X	X	X	X	X	X	X	X	X	X	X	X	X	X	X	X	X	X
3.10.1	X	X	X	X	X	X	X	X	X	X	X	X16	X	X	X	X	X	X	X	X	X
3.10.2	X	X	X	X	X	X	X	X	X	X	X	X	X	X	X	X	X	X	X	X	X

Notes

¹¹ When “mechanically-ventilated spaces” are required by the International Maritime Dangerous Goods Code, as amended.

¹² Stow 3 m horizontally away from the machinery space boundaries in all cases.

¹³ Refer to the International Maritime Dangerous Goods Code, as amended.

¹⁴ As appropriate to the goods to be carried.

¹⁵ Refers to flashpoint.

¹⁶ Under the provisions of the IMDG Code, as amended, stowage of class 5.2 dangerous goods under deck or in enclosed ro-ro spaces is prohibited.

Regulation 20. Protection of vehicle, special category and ro-ro spaces

1 Purpose

The purpose of this regulation is to provide additional safety measures in order to address the fire safety objectives of this chapter for ships fitted with vehicle, special category and ro-ro spaces. For this purpose, the following functional requirements shall be met:

• .1 fire protection systems shall be provided to adequately protect the ship from the fire hazards associated with vehicle, special category and ro-ro spaces;

• .2 ignition sources shall be separated from vehicle, special category and ro-ro spaces; and

• .3 vehicle, special category and ro-ro spaces shall be adequately ventilated.

2 General requirements

2.1 Application

In addition to complying with the requirements of regulations in parts B, C, D and E, as appropriate, vehicle, special category and ro-ro spaces shall comply with the requirements of this regulation.

2.2 Basic principles for passenger ships

2.2.1 The basic principle underlying the provisions of this regulation is that the main vertical zoning required by regulation 9.2 may not be practicable in vehicle spaces of passenger ships and, therefore, equivalent protection must be obtained in such spaces on the basis of a horizontal zone concept and by the provision of an efficient fixed fire-extinguishing system. Based on this concept, a horizontal zone for the purpose of this regulation may include special category spaces on more than one deck provided that the total overall clear height for vehicles does not exceed 10 m.

2.2.2 The basic principle underlying the provisions of paragraph 2.2.1 are also applicable to ro-ro spaces.

2.2.3 The requirements of ventilation systems, openings in “A” class divisions and penetrations in “A” class divisions for maintaining the integrity of vertical zones in this chapter shall be applied equally to decks and bulkheads forming the boundaries separating horizontal zones from each other and from the remainder of the ship.

3 Precaution against ignition of flammable vapours in closed vehicle spaces, closed ro-ro spaces and special category spaces

3.1 Ventilation systems

3.1.1 Capacity of ventilation systems

There shall be provided an effective power ventilation system sufficient to give at least the following air changes:

• .1 Passenger ships

  Special category spaces	10 air changes per hour
  Closed ro-ro and vehicle spaces other than special category spaces for ships carrying more than 36 passengers	10 air changes per hour
  Closed ro-ro and vehicle spaces other than special category spaces for ships carrying not more than 36 passengers	6 air changes per hour

• .2

  Cargo ships

  6 air changes per hour

The Administration may require an increased number of air changes when vehicles are being loaded and unloaded.

3.1.2 Performance of ventilation systems

3.1.2.1 In passenger ships, the power ventilation system required in paragraph 3.1.1 shall be separate from other ventilation systems and shall be in operation at all times when vehicles are in such spaces. Ventilation ducts serving such cargo spaces capable of being effectively sealed shall be separated for each such space. The system shall be capable of being controlled from a position outside such spaces.

3.1.2.2 In cargo ships, ventilation fans shall normally be run continuously whenever vehicles are on board. Where this is impracticable, they shall be operated for a limited period daily as weather permits and in any case for a reasonable period prior to discharge, after which period the ro-ro or vehicle space shall be proved gas-free. One or more portable combustible gas detecting instruments shall be carried for this purpose. The system shall be entirely separate from other ventilating systems. Ventilation ducts serving ro-ro or vehicle spaces shall be capable of being effectively sealed for each cargo space. The system shall be capable of being controlled from a position outside such spaces.

3.1.2.3 The ventilation system shall be such as to prevent air stratification and the formation of air pockets.

3.1.3 Indication of ventilation systems

Means shall be provided on the navigation bridge to indicate any loss of the required ventilating capacity.

3.1.4 Closing appliances and ducts

3.1.4.1 Arrangements shall be provided to permit a rapid shutdown and effective closure of the ventilation system from outside of the space in case of fire, taking into account the weather and sea conditions.

3.1.4.2 Ventilation ducts, including dampers, within a common horizontal zone shall be made of steel. In passenger ships, ventilation ducts that pass through other horizontal zones or machinery spaces shall be “A-60” class steel ducts constructed in accordance with Regulations 9.7.2.1.1 and 9.7.2.1.2.

3.1.5 Permanent openings

Permanent openings in the side plating, the ends or deckhead of the space shall be so situated that a fire in the cargo space does not endanger stowage areas and embarkation stations for survival craft and accom-modation spaces, service spaces and control stations in superstructures and deckhouses above the cargo spaces.

3.2 Electrical equipment and wiring

3.2.1 Except as provided in paragraph 3.2.2, electrical equipment and wiring shall be of a type suitable for use in an explosive petrol and air mixture.

3.2.2 In case of other than special category spaces below the bulkhead deck, notwithstanding the provisions in paragraph 3.2.1, above a height of 450 mm from the deck and from each platform for vehicles, if fitted, except platforms with openings of sufficient size permitting penetration of petrol gases downwards, electrical equipment of a type so enclosed and protected as to prevent the escape of sparks shall be permitted as an alternative on condition that the ventilation system is so designed and operated as to provide continuous ventilation of the cargo spaces at the rate of at least ten air changes per hour whenever vehicles are on board.

3.3 Electrical equipment and wiring in exhaust ventilation ducts

Electrical equipment and wiring, if installed in an exhaust ventilation duct, shall be of a type approved for use in explosive petrol and air mixtures and the outlet from any exhaust duct shall be sited in a safe position, having regard to other possible sources of ignition.

3.4 Other ignition sources

Other equipment which may constitute a source of ignition of flammable vapours shall not be permitted.

3.5 Scuppers and discharges

Scuppers shall not be led to machinery or other spaces where sources of ignition may be present.

4 Detection and alarm

4.1 Fixed fire detection and fire alarm systems

Except as provided in paragraph 4.3.1, there shall be provided a fixed fire detection and fire alarm system complying with the requirements of the Fire Safety Systems Code. The fixed fire detection system shall be capable of rapidly detecting the onset of fire. The type of detectors and their spacing and location shall be to the satisfaction of the Administration taking into account the effects of ventilation and other relevant factors. After being installed the system shall be tested under normal ventilation conditions and shall give an overall response time to the satisfaction of the Administration.

4.2 Sample extraction smoke detection systems

Except open ro-ro spaces, open vehicle spaces and special category spaces, a sample extraction smoke detection system complying with the requirements of the Fire Safety Systems Code may be used as an alternative of the fixed fire detection and fire alarm system required in paragraph 4.1.

4.3 Special category spaces

4.3.1 An efficient fire patrol system shall be maintained in special category spaces. If an efficient fire patrol system is maintained by a continuous fire watch at all times during the voyage, a fixed fire detection and fire alarm system is not required.

4.3.2 Manually operated call points shall be spaced so that no part of the space is more than 20 m from a manually operated call point, and one shall be placed close to each exit from such spaces.

5 Structural protection

Notwithstanding the provisions of regulation 9.2.2, in passenger ships carrying more than 36 passengers, the boundary bulkheads and decks of special category spaces and ro-ro spaces shall be insulated to “A-60” class standard. However, where a category (5), (9) and (10) space, as defined in regulation 9.2.2.3, is on one side of the division the standard may be reduced to “A-0”. Where fuel oil tanks are below a special category space or a ro-ro space, the integrity of the deck between such spaces, may be reduced to “A-0” standard.

6 Fire-extinction

6.1 Fixed fire-extinguishing systems

6.1.1 Vehicle spaces and ro-ro spaces which are not special category spaces and are capable of being sealed from a location outside of the cargo spaces shall be fitted with a fixed gas fire-extinguishing system which shall comply with the provisions of the Fire Safety Systems Code, except that:

• .1 if a carbon dioxide fire-extinguishing system is fitted, the quantity of gas available shall be at least sufficient to give a minimum volume of free gas equal to 45% of the gross volume of the largest such cargo space which is capable of being sealed, and the arrangements shall be such as to ensure that at least two thirds of the gas required for the relevant space shall be introduced within 10 min;

• .2 any other fixed inert gas fire-extinguishing system or fixed high-expansion foam fire-extinguishing system may be fitted provided the Administration is satisfied that an equivalent protection is achieved; and

• .3 as an alternative, a fire-extinguishing system meeting the requirements of paragraph 6.1.2 may be fitted.

6.1.2 Ro-ro and vehicle spaces not capable of being sealed and special category spaces shall be fitted with an approved fixed pressure water spraying system for manual operation which shall protect all parts of any deck and vehicle platform in such spaces. Such water-spray systems shall have:

• .1 a pressure gauge on the valve manifold;

• .2 clear marking on each manifold valve indicating the spaces served;

• .3 instructions for maintenance and operation located in the valve room; and

• .4 a sufficient number of drainage valves.

6.1.3 The Administration may permit the use of any other fixed fire-extinguishing system that has been shown that it is not less effective by a full-scale test in conditions simulating a flowing petrol fire in a vehicle space or a ro-ro space in controlling fires likely to occur in such a space.

6.1.4 When fixed pressure water-spraying systems are provided, in view of the serious loss of stability which could arise due to large quantities of water accumulating on the deck or decks during the operation of the fixed pressure water-spraying system, the following arrangements shall be provided:

• .1 in passenger ships:

  • .1.1  in the spaces above the bulkhead deck, scuppers shall be fitted so as to ensure that such water is rapidly discharged directly overboard;

  • .1.2.1 in ro-ro passenger ships discharge valves for scuppers, fitted with positive means of closing operable from a position above the bulkhead deck in accordance with the requirements of the International Convention on Load Lines in force, shall be kept open while the ships are at sea;

  • .1.2.2 any operation of valves referred to in paragraph 6.1.4.1.2.1 shall be recorded in the log-book;

  • .1.3  in the spaces below the bulkhead deck, the Administration may require pumping and drainage facilities to be provided additional to the requirements of regulation II-1/21. In such case, the drainage system shall be sized to remove no less than 125% of the combined capacity of both the water spraying system pumps and the required number of fire hose nozzles. The drainage system valves shall be operable from outside the protected space at a position in the vicinity of the extinguishing system controls. Bilge wells shall be of sufficient holding capacity and shall be arranged at the side shell of the ship at a distance from each other of not more than 40 m in each watertight compartment;

• .2 in cargo ships, the drainage and pumping arrangements shall be such as to prevent the build-up of free surfaces. In such case, the drainage system shall be sized to remove no less than 125% of the combined capacity of both the water-spraying system pumps and the required number of fire hose nozzles. The drainage system valves shall be operable from outside the protected space at a position in the vicinity of the extinguishing system controls. Bilge wells shall be of sufficient holding capacity and shall be arranged at the side shell of the ship at a distance from each other of not more than 40 m in each watertight compartment. If this is not possible the adverse effect upon stability of the added weight and free surface of water shall be taken into account to the extent deemed necessary by the Administration in its approval of the stability information. Such information shall be included in the stability information supplied to the master as required by regulation II-1/22.

6.2 Portable fire-extinguishers

6.2.1 Portable fire-extinguishers shall be provided at each deck level in each hold or compartment where vehicles are carried, spaced not more than 20 m apart on both sides of the space. At least one portable fire-extinguisher shall be located at each access to such a cargo space.

6.2.2 In addition to the provision of paragraph 6.2.1, the following fire-extinguishing appliances shall be provided in vehicle, ro-ro and special category spaces intended for the carriage of motor vehicles with fuel in their tanks for their own propulsion:

• .1 at least three water-fog applicators; and

• .2 one portable foam applicator unit complying with the provisions of the Fire Safety Systems Code, provided that at least two such units are available in the ship for use in such spaces.

CHAPTER III. LIFE-SAVING APPLIANCES AND ARRANGEMENTS

PART A. GENERAL

Regulation 1. Application

• 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 July 1998.

• 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 1% of the estimated mass of all structural material, whichever is less.

• 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 July 1998; the expressions all passenger ships and all cargo ships shall be construed accordingly;

  • .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 For ships constructed before 1 July 1998, the Administration shall:

  • .1 ensure that, subject to the provisions of paragraph 4.2, the requirements which are applicable under chapter III of the International Convention for the Safety of Life at Sea, 1974, in force prior to 1 July 1998 to new or existing ships as prescribed by that chapter are complied with; and

  • .2 ensure that when life-saving appliances or arrangements on such ships are replaced or such ships undergo repairs, alterations or modifications of a major character which involve replacement of, or any addition to, their existing life-saving appliances or arrangements, such life-saving appliances or arrangements, in so far as is reasonable and practicable, comply with the requirements of this chapter. However, if a survival craft other than an inflatable liferaft is replaced without replacing its launching appliance, or vice versa, the survival craft or launching appliance may be of the same type as that replaced.

Regulation 2. Exemptions

• 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 which, in the course of their voyage, do not proceed more than 20 miles from the nearest land.

• 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 such ships 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 3. Definitions

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

• 1. Anti-exposure suit is a protective suit designed for use by rescue boat crews and marine evacuation system parties.

• 2. Certificated person is a person who holds a certificate of proficiency in survival craft issued under the authority of, or recognized as valid by, the Administration in accordance with the requirements of the International Convention on Standards of Training, Certification and Watchkeeping for Seafarers, in force: or a person who holds a certificate issued or recognized by the Administration of a State not a Party to that Convention for the same purpose as the convention certificate.

• 3. Detection is the determination of the location of survivors or survival craft.

• 4. Embarkation ladder is the ladder provided at survival craft embarkation stations to permit safe access to survival craft after launching.

• 5. Float-free launching is that method of launching a survival craft whereby the craft is automatically released from a sinking ship and is ready for use.

• 6. Free-fall launching is that method of launching a survival craft whereby the craft with its complement of persons and equipment on board is released and allowed to fall into the sea without any restraining apparatus.

• 7. Immersion suit is a protective suit which reduces the body heatloss of a person wearing it in cold water.

• 8. Inflatable appliance is an appliance which depends upon non-rigid, gas-filled chambers for buoyancy and which is normally kept uninflated until ready for use.

• 9. Inflated appliance is an appliance which depends upon non-rigid, gas-filled chambers for buoyancy and which is kept inflated and ready for use at all times.

• 10. International Life-Saving Appliance (LSA) Code (referred to as “the Code” in this chapter) means the International Life-Saving Appliance (LSA) Code adopted by the Maritime Safety Committee of the Organization by resolution MSC.48(66), as it 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.

• 11. Launching appliance or arrangement is a means of transferring a survival craft or rescue boat from its stowed position safely to the water.

• 12. Length is 96% of the total length on a waterline at 85% of the least moulded depth measured from the top of the keel, or the length from the fore-side of the stem to the axis of the rudder stock on that waterline, if that be greater. In ships designed with a rake of keel the waterline on which this is measured shall be parallel to the designed waterline.

• 13. Lightest sea-going condition is the loading condition with the ship on even keel, without cargo, with 10% stores and fuel remaining and in the case of a passenger ship with the full number of passengers and crew and their luggage.

• 14. Marine evacuation system is an appliance for the rapid transfer of persons from the embarkation deck of a ship to a floating survival craft.

• 15. Moulded depth

  • .1 The moulded depth is the vertical distance measured from the top of the keel to the top of the freeboard deck beam at side. In wood and composite ships the distance is measured from the lower edge of the keel rabbet. Where the form at the lower part of the midship section is of a hollow character, or where thick garboards are fitted, the distance is measured from the point where the line of the flat of the bottom continued inwards cuts the side of the keel.

  • .2 In ships having rounded gunwales, the moulded depth shall be measured to the point of intersection of the moulded lines of the deck and side shell plating, the lines extending as though the gunwale were of angular design.

  • .3 Where the freeboard deck is stepped and the raised part of the deck extends over the point at which the moulded depth is to be determined, the moulded depth shall be measured to a line of reference extending from the lower part of the deck along a line parallel with the raised part.

• 16. Novel life-saving appliance or arrangement is a life-saving appliance or arrangement which embodies new features not fully covered by the provisions of this chapter or the Code but which provides an equal or higher standard of safety.

• 17. Positive stability is the ability of a craft to return to its original position after the removal of a heeling moment.

• 18. Recovery time for a rescue boat is the time required to raise the boat to a position where persons on board can disembark to the deck of the ship. Recovery time includes the time required to make preparations for recovery on board the rescue boat such as passing and securing a painter, connecting the rescue boat to the launching appliance, and the time to raise the rescue boat. Recovery time does not include the time needed to lower the launching appliance into position to recover the rescue boat.

• 19. Rescue boat is a boat designed to rescue persons in distress and to marshal survival craft.

• 20. Retrieval is the safe recovery of survivors.

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

• 22. Short international voyage is an international voyage in the course of which a ship is not more than 200 miles from a port or place in which the passengers and crew could be placed in safety. Neither the distance between the last port of call in the country in which the voyage begins and the final port of destination nor the return voyage shall exceed 600 miles. The final port of destination is the last port of call in the scheduled voyage at which the ship commences its return voyage to the country in which the voyage began.

• 23. Survival craft is a craft capable of sustaining the lives of persons in distress from the time of abandoning the ship.

• 24. Thermal protective aid is a bag or suit made of waterproof material with low thermal conductance.

Regulation 4. Evaluation, testing and approval of life-saving appliances and arrangements

• 1 Except as provided in paragraphs 5 and 6, life-saving appliances and arrangements required by this chapter shall be approved by the Administration.

• 2 Before giving approval to life-saving appliances and arrangements, the Administration shall ensure that such life-saving appliances and arrangements:

  • .1 are tested, to confirm that they comply with the requirements of this chapter and the Code, in accordance with the recommendations of the Organization; or

  • .2 have successfully undergone, to the satisfaction of the Administration, tests which are substantially equivalent to those specified in those recommendations.

• 3 Before giving approval to novel life-saving appliances or arrangements, the Administration shall ensure that such appliances or arrangements:

  • .1 provide safety standards at least equivalent to the requirements of this chapter and the Code and have been evaluated and tested in accordance with the recommendations of the Organization; or

  • .2 have successfully undergone, to the satisfaction of the Administration, evaluation and tests which are substantially equivalent to those recommendations.

• 4 Procedures adopted by the Administration for approval shall also include the conditions whereby approval would continue or would be withdrawn.

• 5 Before accepting life-saving appliances and arrangements that have not been previously approved by the Administration, the Administration shall be satisfied that life-saving appliances and arrangements comply with the requirements of this chapter and the Code.

• 6 Life-saving appliances required by this chapter for which detailed specifications are not included in the Code shall be to the satisfaction of the Administration.

Regulation 5. Production tests

The Administration shall require life-saving appliances to be subjected to such production tests as are necessary to ensure that the life-saving appliances are manufactured to the same standard as the approved prototype.

PART B. REQUIREMENTS FOR SHIPS AND LIFE-SAVING APPLIANCES

SECTION I. PASSENGER SHIPS AND CARGO SHIPS

Regulation 6. Communications

• 1 Paragraph 2 applies to all passenger ships and to all cargo ships of 300 gross tonnage and upwards.

• 2 Radio life-saving appliances

  • 2.1. Two-way VHF radiotelephone apparatus

    • 2.1.1. At least three two-way VHF radiotelephone apparatus shall be provided on every passenger ship and on every cargo ship of 500 gross tonnage and upwards. At least two two-way VHF radiotelephone apparatus shall be provided on every cargo ship of 300 gross tonnage and upwards but less than 500 gross tonnage. Such apparatus shall conform to performance standards not inferior to those adopted by the Organization. If a fixed two-way VHF radiotelephone apparatus is fitted in a survival craft it shall conform to performance standards not inferior to those adopted by Organization.

    • 2.1.2. Two-way VHF radiotelephone apparatus provided on board ships prior to 1 February 1992 and not complying fully with the performance standards adopted by the Organization may be accepted by the Administration until 1 February 1999 provided the Administration is satisfied that they are compatible with approved two-way VHF radiotelephone apparatus.

  • 2.2. Radar transponders

    At least one radar transponder shall be carried on each side of every passenger ship and of every cargo ship of 500 gross tonnage and upwards. At least one radar transponder shall be carried on every cargo ship of 300 gross tonnage and upwards but less than 500 gross tonnage. Such radar transponders shall conform to performance standards not inferior to those adopted by the Organization. The radar transponders shall be stowed in such locations that they can be rapidly placed in any survival craft other than the liferaft or liferafts required by regulation 31.1.4. Alternatively, one radar transponder shall be stowed in each survival craft other than those required by regulation 31.1.4. On ships carrying at least two radar transponders and equipped with free-fall lifeboats one of the radar transponders shall be stowed in a free-fall lifeboat and the other located in the immediate vicinity of the navigation bridge so that it can be utilized on board and ready for transfer to any of the other survival craft.

• 3 Distress flares

  Not less than 12 rocket parachute flares, complying with the requirements of section 3.1 of the Code, shall be carried and be stowed on or near the navigation bridge.

• 4 On-board communications and alarm systems

  • 4.1. An emergency means comprised of either fixed or portable equipment or both shall be provided for two-way communications between emergency control stations, muster and embarkation stations and strategic positions on board.

  • 4.2. A general emergency alarm system complying with the requirements of paragraph 7.2.1 of the Code shall be provided and shall be used for summoning passengers and crew to muster stations and to initiate the actions included in the muster list. The system shall be supplemented by either a public address system complying with the requirements of paragraph 7.2.2 of the Code or other suitable means of communication. Entertainment sound systems shall automatically be turned off when the general emergency alarm system is activated.

  • 4.3. The general emergency alarm system shall be audible throughout all the accommodation and normal crew working spaces. On passenger ships, the system shall also be audible on all open decks.

  • 4.4. On ships fitted with a marine evacuation system communication between the embarkation station and the platform or the survival craft shall be ensured.

• 5 Public address systems on passenger ships

  • 5.1. In addition to the requirements of regulation II–2/40.5 or regulation II–2/41.2, as appropriate, and of paragraph 6.4.2, all passenger ships shall be fitted with a public address system. With respect to passenger ships constructed before 1 July 1997 the requirements of paragraphs 5.2 and 5.4, subject to the provisions of paragraph 5.5, shall apply not later than the date of the first periodical survey after 1 July 1997.

  • 5.2. The public address system shall be clearly audible above the ambient noise in all spaces, prescribed by paragraph 7.2.2.1 of the Code, and shall be provided with an override function controlled from one location on the navigation bridge and such other places on board as the Administration deems necessary, so that all emergency messages will be broadcast if any loudspeaker in the spaces concerned has been switched off, its volume has been turned down or the public address system is used for other purposes.

  • 5.3. On passenger ships constructed on or after 1 July 1997:

    • .1 the public address system shall have at least two loops which shall be sufficiently separated throughout their length and have two separate and independent amplifiers; and

    • .2 the public address system and its performance standards shall be approved by the Administration having regard to the recommendations adopted by the Organization.

  • 5.4. The public address system shall be connected to the emergency source of electrical power required by regulation 11–1/42.2.2.

  • 5.5. Ships constructed before 1 July 1997 which are already fitted with the public address system approved by the Administration which complies substantially with those required by paragraphs 5.2 and 5.4 above and paragraph 7.2.2.1 of the Code are not required to change their system.

Regulation 7. Personal life-saving appliances

• 1 Lifebuoys

  • 1.1. Lifebuoys complying with the requirements of paragraph 2.1.1 of the Code shall be:

    • .1 so distributed as to be readily available on both sides of the ship and as far as practicable on all open decks extending to the ship's side; at least one shall be placed in the vicinity of the stern; and

    • .2 so stowed as to be capable of being rapidly cast loose, and not permanently secured in any way.

  • 1.2. At least one lifebuoy on each side of the ship shall be fitted with a buoyant lifeline complying with the requirements of paragraph 2.1.4 of the Code equal in length to not less than twice the height at which it is stowed above the waterline in the lightest seagoing condition, or 30 m, whichever is the greater.

  • 1.3. Not less than one half of the total number of lifebuoys shall be provided with lifebuoy self-igniting lights complying with the requirements of paragraph 2.1.2 of the Code; not less than two of these shall also be provided with lifebuoy self-activating smoke signals complying with the requirements of paragraph 2.1.3 of the Code and be capable of quick release from the navigation bridge: lifebuoys with lights and those with lights and smoke signals shall be equally distributed on both sides of the ship and shall not be the lifebuoys provided with lifelines in compliance with the requirements of paragraph 1.2.

  • 1.4. Each lifebuoy shall be marked in block capitals of the Roman alphabet with the name and port of registry of the ship on which it is carried.

• 2 Lifejackets

  • 2.1. A lifejacket complying with the requirements of paragraph 2.2.1 or 2.2.2 of the Code shall be provided for every person on board the ship and, in addition:

    • .1 a number of lifejackets suitable for children equal to at least 10% of the number of passengers on board shall be provided or such greater number as may be required to provide a lifejacket for each child; and

    • .2 a sufficient number of lifejackets shall be carried for persons on watch and for use at remotely located survival craft stations. The lifejackets carried for persons on watch should be stowed on the bridge, in the engine control room and at any other manned watch station.

  • 2.2. Lifejackets shall be so placed as to be readily accessible and their position shall be plainly indicated. Where, due to the particular arrangements of the ship, the lifejackets provided in compliance with the requirements of paragraph 2.1 may become inaccessible, alternative provisions shall be made to the satisfaction of the Administration which may include an increase in the number of lifejackets to be carried.

  • 2.3. The lifejackets used in totally enclosed lifeboats, except free-fall lifeboats, shall not impede entry into the lifeboat or seating, including operation of the seat belts in the lifeboat.

  • 2.4. Lifejackets selected for free-fall lifeboats, and the manner in which they are carried or worn, shall not interfere with entry into the lifeboat, occupant safety or operation of the lifeboat.

• 3 Immersion suits and anti-exposure suits

  An immersion suit, complying with the requirements of section 2.3 of the Code or an anti-exposure suit complying with section 2.4 of the Code, of an appropriate size, shall be provided for every person assigned to crew the rescue boat or assigned to the marine evacuation system party. If the ship is constantly engaged in warm climates where, in the opinion of the Administration, thermal protection is unnecessary, this protective clothing need not be carried.

Regulation 8. Muster list and emergency instructions

• 1 This regulation applies to all ships.

• 2 Clear instructions to be followed in the event of an emergency shall be provided for every person on board. In the case of passenger ships these instructions shall be drawn up in the language or languages required by the ship's flag State and in the English language.

• 3 Muster lists and emergency instructions complying with the requirements of regulation 37 shall be exhibited in conspicuous places throughout the ship including the navigation bridge, engine-room and crew accommodation spaces.

• 4 Illustrations and instructions in appropriate languages shall be posted in passenger cabins and be conspicuously displayed at muster stations and other passenger spaces to inform passengers of:

  • .1 their muster station;

  • .2 the essential actions they must take in an emergency; and

  • .3 the method of donning lifejackets.

Regulation 9. Operating instructions

• 1 This regulation applies to all ships.

• 2 Posters or signs shall be provided on or in the vicinity of survival craft and their launching controls and shall:

  • .1 illustrate the purpose of controls and the procedures for operating the appliance and give relevant instructions or warnings;

  • .2 be easily seen under emergency lighting conditions; and

  • .3 use symbols in accordance with the recommendations of the Organization.

Regulation 10. Manning of survival craft and supervision

• 1 This regulation applies to all ships.

• 2 There shall be a sufficient number of trained persons on board for mustering and assisting untrained persons.

• 3 There shall be a sufficient number of crew members, who may be deck officers or certificated persons, on board for operating the survival craft and launching arrangements required for abandonment by the total number of persons on board.

• 4 A deck officer or certificated person shall be placed in charge of each survival craft to be used. However, the Administration, having due regard to the nature of the voyage, the number of persons on board and the characteristics of the ship, may permit persons practised in the handling and operation of liferafts to be placed in charge of liferafts in lieu of persons qualified as above. A second-in-command shall also be nominated in the case of lifeboats.

• 5 The person in charge of the survival craft shall have a list of the survival craft crew and shall see that the crew under his command are acquainted with their duties. In lifeboats the second-in-command shall also have a list of the lifeboat crew.

• 6 Every motorized survival craft shall have a person assigned who is capable of operating the engine and carrying out minor adjustments.

• 7 The master shall ensure the equitable distribution of persons referred to in paragraphs 2, 3 and 4 among the ship's survival craft.

Regulation 11. Survival craft muster and embarkation arrangements

• 1 Lifeboats and liferafts for which approved launching appliances are required shall be stowed as close to accommodation and service spaces as possible.

• 2 Muster stations shall be provided close to the embarkation stations. Each muster station shall have suffiicient clear deck space to accommodate all persons assigned to muster at that station, but at least 0.35 m² per person.

• 3 Muster and embarkation stations shall be readily accessible from accommodation and work areas.

• 4 Muster and embarkation stations shall be adequately illuminated by lighting supplied from the emergency source of electrical power required by regulation II–1/42 or II–1/43, as appropriate.

• 5 Alleyways, stairways and exits giving access to the muster and embarkation stations shall be lighted. Such lighting shall be capable of being supplied by the emergency source of electrical power required by regulation II–1/42 or II–1/43, as appropriate. In addition to and as part of the markings required under regulation II–2/28.1.10, routes to muster stations shall be indicated with the muster station symbol, intended for that purpose, in accordance with the Recommendations of the Organization.

• 6 Davit-launched and free-fall launched survival craft muster and embarkation stations shall be so arranged as to enable stretcher cases to be placed in survival craft.

• 7 An embarkation ladder complying with the requirements of paragraph 6.1.6 of the Code extending, in a single length, from the deck to the waterline in the lightest seagoing condition under all conditions of a trim of up to 10° and a list of up to 20° either way shall be provided at each embarkation station or at every two adjacent embarkation stations for survival craft launched down the side of the ship. However, the Administration may permit such ladders to be replaced by approved devices to afford access to the survival craft when waterborne, provided that there shall be at least one embarkation ladder on each side of the ship. Other means of embarkation enabling descent to the water in a controlled manner may be permitted for the liferafts required by regulation 31.1.4.

• 8 Where necessary, means shall be provided for bringing the davit-launched survival craft against the ship's side and holding them alongside so that persons can be safely embarked.

Regulation 12. Launching stations

Launching stations shall be in such positions as to ensure safe launching having particular regard to clearance from the propeller and steeply overhanging portions of the hull and so that, as far as possible, survival craft, except survival craft specially designed for free-fall launching, can be launched down the straight side of the ship. If positioned forward, they shall be located abaft the collision bulkhead in a sheltered position and, in this respect, the Administration shall give special consideration to the strength of the launching appliance.

Regulation 13. Stowage of survival craft

• 1 Each survival craft shall be stowed:

  • .1 so that neither the survival craft nor its stowage arrangements will interfere with the operation of any other survival craft or rescue boat at any other launching station;

  • .2 as near the water surface as is safe and practicable and, in the case of a survival craft other than a liferaft intended for throw-overboard launching, in such a position that the survival craft in the embarkation position is not less than 2 m above the waterline with the ship in the fully loaded condition under unfavourable conditions of a trim of up to 10° and a list of up to 20° either way, or to the angle at which the ship's weather deck edge becomes submerged, whichever is less;

  • .3 in a state of continuous readiness so that two crew members can carry out preparations for embarkation and launching in less than 5 min;

  • .4 fully equipped as required by this chapter and the Code; and

  • .5 as far as practicable, in a secure and sheltered position and protected from damage by fire and explosion. In particular, survival craft on tankers, other than the liferafts required by regulation 31.1.4, shall not be stowed on or above a cargo tank, slop tank, or other tank containing explosive or hazardous cargoes.

• 2 Lifeboats for lowering down the ship's side shall be stowed as far forward of the propeller as practicable. On cargo ships of 80 m in length and upwards but less than 120 m in length, each lifeboat shall be so stowed that the after end of the lifeboat is not less than the length of the lifeboat forward of the propeller. On cargo ships of 120 m in length and upwards and passenger ships of 80 m in length and upwards, each lifeboat shall be so stowed that the after end of the lifeboat is not less than 1.5 times the length of the lifeboat forward of the propeller. Where appropriate, the ship shall be so arranged that lifeboats, in their stowed positions, are protected from damage by heavy seas.

• 3 Lifeboats shall be stowed attached to launching appliances.

• 4.1 Every liferaft shall be stowed with its painter permanently attached to the ship.

• 4.2 Each liferaft or group of liferafts shall be stowed with a float-free arrangement complying with the requirements of paragraph 4.1.6 of the Code so that each floats free and, if inflatable, inflates automatically when the ship sinks.

• 4.3 Liferafts shall be so stowed as to permit manual release of one raft or container at a time from their securing arrangements.

• 4.4 Paragraphs 4.1 and 4.2 do not apply to liferafts required by regulation 31.1.4.

• 5 Davit-launched liferafts shall be stowed within reach of the lifting hooks, unless some means of transfer is provided which is not rendered inoperable within the limits of trim and list prescribed in paragraph 1.2 or by ship motion or power failure.

• 6 Liferafts intended for throw-overboard launching shall be so stowed as to be readily transferable for launching on either side of the ship unless liferafts, of the aggregate capacity required by regulation 31.1 to be capable of being launched on either side, are stowed on each side of the ship.

Regulation 14. Stowage of rescue boats

Rescue boats shall be stowed:

• .1 in a state of continuous readiness for launching in not more than 5 min, and if the inflated type, in a fully inflated condition at all times;

• .2 in a position suitable for launching and recovery;

• .3 so that neither the rescue boat nor its stowage arrangements will interfere with the operation of any survival craft at any other launching station; and

• .4 if it is also a lifeboat, in compliance with the requirements of regulation 13.

Regulation 15. Stowage of marine evacuation systems

• 1 The ship's side shall not have any openings between the embarkation station of the marine evacuation system and the waterline in the lightest seagoing condition and means shall be provided to protect the system from any projections.

• 2 Marine evacuation systems shall be in such positions as to ensure safe launching having particular regard to clearance from the propeller and steeply overhanging portions of the hull and so that, as far as practicable, the system can be launched down the straight side of the ship.

• 3 Each marine evacuation system shall be stowed so that neither the passage nor platform nor its stowage or operational arrangements will interfere with the operation of any other life-saving appliance at any other launching station.

• 4 Where appropriate, the ship shall be so arranged that the marine evacuation systems in their stowed positions are protected from damage by heavy seas.

Regulation 16. Survival craft launching and recovery arrangements

• 1 Unless expressly provided otherwise, launching and embarkation appliances complying with the requirements of section 6.1 of the Code shall be provided for all survival craft except those which are:

  • .1 boarded from a position on deck less than 4.5 m above the waterline in the lightest seagoing condition and which have a mass of not more than 185 kg; or

  • .2 boarded from a position on deck less than 4.5 m above the waterline in the lightest seagoing condition and which are stowed for launching directly from the stowed position under unfavourable conditions of a trim of up to 10° and a list of up to 20° either way; or

  • .3 carried in excess of the survival craft for 200% of the total number of persons on board the ship and which have a mass of not more than 185 kg; or

  • .4 carried in excess of the survival craft for 200% of the total number of persons on board the ship, are stowed for launching directly from the stowed position under unfavourable conditions of a trim of up to 10° and a list of up to 20° either way; or

  • .5 provided for use in conjunction with a marine evacuation system, complying with the requirements of section 6.2 of the Code and stowed for launching directly from the stowed position under unfavourable conditions of a trim of up to 10° and a list of up to 20° either way.

• 2 Each lifeboat shall be provided with an appliance which is capable of launching and recovering the lifeboat. In addition, there shall be provision for hanging-off the lifeboat to free the release gear for maintenance.

• 3 Launching and recovery arrangements shall be such that the appliance operator on the ship is able to observe the survival craft at all times during launching and for lifeboats during recovery.

• 4 Only one type of release mechanism shall be used for similar survival craft carried on board the ship.

• 5 Preparation and handling of survival craft at any one launching station shall not interfere with the prompt preparation and handling of any other survival craft or rescue boat at any other station.

• 6 Falls, where used, shall be long enough for the survival craft to reach the water with the ship in its lightest seagoing condition, under unfavourable conditions of a trim of up to 10° and a list of up to 20° either way.

• 7 During preparation and launching, the survival craft, its launching appliance, and the area of water into which it is to be launched shall be adequately illuminated by lighting supplied from the emergency source of electrical power required by regulation II–1/42 or II–1/43, as appropriate.

• 8 Means shall be available to prevent any discharge of water on to survival craft during abandonment.

• 9 If there is a danger of the survival craft being damaged by the ship's stabilizer wings, means shall be available, powered by an emergency source of energy, to bring the stabilizer wings inboard: indicators operated by an emergency source of energy shall be available on the navigation bridge to show the position of the stabilizer wings.

• 10 If partially enclosed lifeboats complying with the requirements of section 4.5 of the Code are carried, a davit span shall be provided, fitted with not less than two lifelines of sufficient length to reach the water with the ship in its lightest seagoing condition, under unfavourable conditions of a trim of up to 10° and a list of up 20° either way.

Regulation 17. Rescue boat embarkation, launching and recovery arrangements

• 1 The rescue boat embarkation and launching arrangements shall be such that the rescue boat can be boarded and launched in the shortest possible time.

• 2 If the rescue boat is one of the ship's survival craft, the embarkation arrangements and launching station shall comply with the requirements of regulations 11 and 12.

• 3 Launching arrangements shall comply with the requirements of regulation 16. However, all rescue boats shall be capable of being launched, where necessary utilizing painters, with the ship making headway at speeds up to 5 knots in calm water.

• 4 Recovery time of the rescue boat shall be not more than 5 min in moderate sea conditions when loaded with its full complement of persons and equipment. If the rescue boat is also a lifeboat, this recovery time shall be possible when loaded with its lifeboat equipment and the approved rescue boat complement of at least six persons.

• 5 Rescue boat embarkation and recovery arrangements shall allow for safe and efficient handling of a stretcher case. Foul weather recovery strops shall be provided for safety if heavy fall blocks constitute a danger.

Regulation 18. Line-throwing appliances

A line-throwing appliance complying with the requirements of section 7.1 of the Code shall be provided.

Regulation 19. Emergency training and drills

• 1 This regulation applies to all ships.

• 2 Familiarity with safety installations and practice musters

  • 2.1. Every crew member with assigned emergency duties shall be familiar with these duties before the voyage begins.

  • 2.2. On a ship engaged on a voyage where passengers are scheduled to be on board for more than 24 h, musters of the passengers shall take place within 24 h after their embarkation. Passengers shall be instructed in the use of the lifejackets and the action to take in an emergency.

  • 2.3. Whenever new passengers embark, a passenger safety briefing shall be given immediately before sailing, or immediately after sailing. The briefing shall include the instructions required by regulations 8.2 and 8.4, and shall be made by means of an announcement, in one or more languages likely to be understood by the passengers. The announcement shall be made on the ship's public address system, or by other equivalent means likely to be heard at least by the passengers who have not yet heard it during the voyage. The briefing may be included in the muster required by paragraph 2.2 if the muster is held immediately upon departure. Information cards or posters or video programmes displayed on ships video displays may be used to supplement the briefing, but may not be used to replace the announcement.

• 3 Drills

  • 3.1. Drills shall, as far as practicable, be conducted as if there were an actual emergency.

  • 3.2. Every crew member shall participate in at least one abandon ship drill and one fire drill every month. The drills of the crew shall take place within 24 h of the ship leaving a port if more than 25% of the crew have not participated in abandon ship and fire drills on board that particular ship in the previous month. When a ship enters service for the first time, after modification of a major character or when a new crew is engaged, these drills shall be held before sailing. The Administration may accept other arrangements that are at least equivalent for those classes of ships for which this is impracticable.

  • 3.3. Abandon ship drill

    • 3.3.1. Each abandon ship drill shall include:

      • .1 summoning of passengers and crew to muster stations with the alarm required by regulation 6.4.2 followed by drill announcement on the public address or other communication system and ensuring that they are made aware of the order to abandon ship;

      • .2 reporting to stations and preparing for the duties described in the muster list;

      • .3 checking that passengers and crew are suitably dressed;

      • .4 checking that lifejackets are correctly donned;

      • .5 lowering of at least one lifeboat after any necessary preparation for launching;

      • .6 starting and operating the lifeboat engine;

      • .7 operation of davits used for launching liferafts;

      • .8 a mock search and rescue of passengers trapped in their staterooms; and

      • .9 instruction in the use of radio life-saving appliances.

    • 3.3.2. Different lifeboats shall, as far as practicable, be lowered in compliance with the requirements of paragraph 3.3.1.5 at successive drills.

    • 3.3.3. Except as provided in paragraphs 3.3.4 and 3.3.5, each lifeboat shall be launched, and manoeuvred in the water by its assigned operating crew, at least once every three months during an abandon ship drill.

    • 3.3.4. In the case of a lifeboat arranged for free-fall launching, at least once every three months during an abandon ship drill the crew shall board the lifeboat, properly secure themselves in their seats and commence launch procedures up to but not including the actual release of the lifeboat (i.e., the release hook shall not be released). The lifeboat shall then either be free-fall launched with only the required operating crew on board, or lowered into the water by means of the secondary means of launching with or without the operating crew on board. In both cases the lifeboat shall thereafter be manoeuvred in the water by the operating crew. At intervals of not more than six months, the lifeboat shall either be launched by free-fall with only the operating crew on board, or simulated launching shall be carried out in accordance with the guidelines developed by the Organization .

    • 3.3.5. The Administration may allow ships operating on short international voyages not to launch the lifeboats on one side if their berthing arrangements in port and their trading patterns do not permit launching of lifeboats on that side. However, all such lifeboats shall be lowered at least once every 3 months and launched at least annually.

    • 3.3.6. As far as is reasonable and practicable, rescue boats other than lifeboats which are also rescue boats, shall be launched each month with their assigned crew aboard and manoeuvred in the water. In all cases this requirement shall be complied with at least once every 3 months.

    • 3.3.7. If lifeboat and rescue boat launching drills are carried out with the ship making headway, such drills shall, because of the dangers involved, be practised in sheltered waters only and under the supervision of an officer experienced in such drills.

    • 3.3.8. If a ship is fitted with marine evacuation systems, drills shall include exercising of the procedures required for the deployment of such a system up to the point immediately preceding actual deployment of the system. This aspect of drills should be augmented by regular instruction using the on-board training aids required by regulation 35.4. Additionally every system party member shall, as far as practicable, be further trained by participation in a full deployment of a similar system into water, either on board a ship or ashore, at intervals of not longer than 2 years, but in no case longer than 3 years. This training can be associated with the deployments required by regulation 20.8.2.

    • 3.3.9. Emergency lighting for mustering and abandonment shall be tested at each abandon ship drill.

  • 3.4. Fire drills

    • 3.4.1. Fire drills should be planned in such a way that due consideration is given to regular practice in the various emergencies that may occur depending on the type of ships and the cargo.

    • 3.4.2. Each fire drill shall include:

      • .1 reporting to stations and preparing for the duties described in the muster list required by regulation 8;

      • .2 starting of a fire pump, using at least the two required jets of water to show that the system is in proper working order;

      • .3 checking of fireman's outfit and other personal rescue equipment;

      • .4 checking of relevant communication equipment;

      • .5 checking the operation of watertight doors, fire doors, fire dampers and main inlets and outlets of ventilation systems in the drill area; and

      • .6 checking the necessary arrangements for subsequent abandoning of the ship.

    • 3.4.3. The equipment used during drills shall immediately be brought back to its fully operational condition and any faults and defects discovered during the drills shall be remedied as soon as possible.

• 4 On-board training and instructions

  • 4.1. On-board training in the use of the ship's life-saving appliances, including survival craft equipment, and in the use of the ship's fire-extinguishing appliances shall be given as soon as possible but not later than 2 weeks after a crew member joins the ship. However, if the crew member is on a regularly scheduled rotating assignment to the ship, such training shall be given not later than 2 weeks after the time of first joining the ship. Instructions in the use of the ship's fire-extinguishing appliances, life-saving appliances, and in survival at sea shall be given at the same interval as the drills. Individual instruction may cover different parts of the ship's life-saving and fire-extinguishing appliances, but all the ship's life-saving and fire-extinguishing appliances shall be covered within any period of 2 months.

  • 4.2. Every crew member shall be given instructions which shall include but not necessarily be limited to:

    • .1 operation and use of the ship's inflatable liferafts;

    • .2 problems of hypothermia, first-aid treatment for hypothermia and other appropriate first-aid procedures;

    • .3 special instructions necessary for use of the ship's life-saving appliances in severe weather and severe sea conditions; and

    • .4 operation and use of fire-extinguishing appliances.

  • 4.3. On-board training in the use of davit-launched liferafts shall take place at intervals of not more than 4 months on every ship fitted with such appliances. Whenever practicable this shall include the inflation and lowering of a liferaft. This liferaft may be a special liferaft intended for training purposes only, which is not part of the ship's life-saving equipment: such a special liferaft shall be conspicuously marked.

• 5 Records

  The date when musters are held, details of abandon ship drills and fire drills, drills of other life-saving appliances and on board training shall be recorded in such log-book as may be prescribed by the Administration. If a full muster, drill or training session is not held at the appointed time, an entry shall be made in the log-book stating the circumstances and the extent of the muster, drill or training session held.

Regulation 20. Operational readiness, maintenance and inspections

• 1 This regulation applies to all ships. The requirements of paragraphs 3.2, 3.3 and 6.2 shall be complied with, as far as is practicable, on ships constructed before 1 July 1986.

• 2 Operational readiness

  Before the ship leaves port and at all times during the voyage, all life-saving appliances shall be in working order and ready for immediate use.

• 3 Maintenance

  • 3.1. Maintenance, testing and inspections of life–saving appliances shall be carried out based on the guidelines developed by the Organization and in a manner having due regard to ensuring reliability of such appliances.

  • 3.2. Instructions for on-board maintenance of life-saving appliances complying with regulation 36 shall be provided and maintenance shall be carried out accordingly.

  • 3.3. The Administration may accept, in compliance with the requirements of paragraph 3.2, a shipboard planned maintenance programme, which includes the requirements of regulation 36.

• 4 Maintenance of falls

  Falls used in launching shall be inspected periodically13 with special regard for areas passing through sheaves, and renewed when necessary due to deterioration of the falls or at intervals of not more than 5 years, whichever is the earlier.

• 5 Spares and repair equipment

  Spares and repair equipment shall be provided for life-saving appliances and their components which are subject to excessive wear or consumption and need to be replaced regularly.

• 6 Weekly inspection

  The following tests and inspections shall be carried out weekly and a report of the inspection shall be entered in the log-book:

  • .1. all survival craft, rescue boats and launching appliances shall be visually inspected to ensure that they are ready for use. The inspection shall include, but is not limited to, the condition of hooks, their attachment to the lifeboat and the on-load release gear being properly and completely reset;

  • .2. all engines in lifeboats and rescue boats shall be run for a total period of not less than 3 min, provided the ambient temperature is above the minimum temperature required for starting and running the engine. During this period of time, it should be demonstrated that the gear box and gear box train are engaging satisfactorily. If the special characteristics of an outboard motor fitted to a rescue boat would not allow it to be run other than with its propeller submerged for a period of 3 min, a suitable water supply may be provided. In special cases, the Administration may waive this requirement for ships constructed before 1 July 1986;

  • .3. lifeboats, except free-fall lifeboats, on cargo ships shall be moved from their stowed position, without any persons on board, to the extent necessary to demonstrate satisfactory operation of launching appliances, if weather and sea conditions so allow; and

  • .4. the general emergency alarm shall be tested.

• 7.1 All lifeboats, except free-fall lifeboats, shall be turned out from their stowed position, without any persons on board if weather and sea conditions so allow.

• 7.2 Monthly inspections

  Inspection of the life-saving appliances, including lifeboat equipment, shall be carried out monthly using the checklist required by regulation 36.1 to ensure that they are complete and in good order. A report of the inspection shall be entered in the log-book.

• 8 Servicing of inflatable liferafts, inflatable lifejackets, marine evacuation systems and maintenance and repair of inflated rescue boats

  • 8.1. Every inflatable liferaft, inflatable lifejacket and marine evacuation system shall be serviced:

    • .1 at intervals not exceeding 12 months, provided where in any case this is impracticable, the Administration may extend this period to 17 months; and

    • .2 at an approved servicing station which is competent to service them, maintains proper servicing facilities and uses only properly trained personnel.

  • 8.2. Rotational deployment of marine evacuation systems

    In addition to, or in conjunction with, the servicing intervals of marine evacuation systems required by paragraph 8.1, each marine evacuation system should be deployed from the ship on a rotational basis at intervals to be agreed by the Administration provided that each system is to be deployed at least once every 6 years.

  • 8.3. An Administration which approves new and novel inflatable liferaft arrangements pursuant to regulation 4 may allow for extended service intervals on the following conditions:

    • 8.3.1. The new and novel liferaft arrangement has proved to maintain the same standard, as required by testing procedure, during extended service intervals.

    • 8.3.2. The liferaft system shall be checked on board by certified personnel according to paragraph 8.1.1.

    • 8.3.3. Service at intervals not exceeding 5 years shall be carried out in accordance with the recommendations of the Organization.

  • 8.4. All repairs and maintenance of inflated rescue boats shall be carried out in accordance with the manufacturer's instructions. Emergency repairs may be carried out on board the ship; however, permanent repairs shall be effected at an approved servicing station.

  • 8.5. An Administration which permits extension of liferaft service intervals in accordance with paragraph 8.3 shall notify the Organization of such action in accordance with regulation I/5(b).

• 9 Periodic servicing of hydrostatic release units

  Hydrostatic release units, other than disposable hydrostatic release units, shall be serviced:

  • .1 at intervals not exceeding 12 months, provided where in any case this is impracticable, the Administration may extend this period to 17 months; and

  • .2 at a servicing station which is competent to service them, maintains proper servicing facilities and uses only properly trained personnel.

• 10 Marking of stowage locations

  Containers, brackets, racks, and other similar stowage locations for life-saving equipment shall be marked with symbols in accordance with the recommendations of the Organization, indicating the devices stowed in that location for that purpose. If more than one device is stowed in that location, the number of devices shall also be indicated.

• 11 Periodic servicing of launching appliances and on-load release gear

  • 11.1. Launching appliances shall be:

    • .1. maintained in accordance with instructions for on-board maintenance as required by regulation 36;

    • .2. subject to a thorough examination at the annual surveys required by regulations I/7 or I/8, as applicable; and

    • .3. upon completion of the examination referred to in .2 subjected to a dynamic test of the winch brake at maximum lowering speed. The load to be applied shall be the mass of the survival craft or rescue boat without persons on board, except that, at intervals not exceeding five years, the test shall be carried out with a proof load equal to 1.1 times the weight of the survival craft or rescue boat and its full complement of persons and equipment.

  • 11.2. Lifeboat or rescue boat on-load release gear, including free-fall lifeboat release systems, shall be:

    • .1. maintained in accordance with instructions for on-board maintenance as required by regulation 36;

    • .2. subject to a thorough examination and operational test during the annual surveys required by regulations I/7 and I/8 by properly trained personnel familiar with the system; and

    • .3. operationally tested under a load of 1.1 times the total mass of the boat when loaded with its full complement of persons and equipment whenever the release gear is overhauled. Such over-hauling and test shall be carried out at least once every five years.

  • 11.3 Davit-launched liferaft automatic release hooks shall be:

    • .1. maintained in accordance with instructions for on-board maintenance as required by regulation 36;

    • .2. subject to a thorough examination and operational test during the annual surveys required by regulations I/7 and I/8 by properly trained personnel familiar with the system; and

    • .3. operationally tested under a load of 1.1 times the total mass of the liferaft when loaded with its full complement of persons and equipment whenever the automatic release hook is overhauled. Such over-hauling and test shall be carried out at least once every five years.

SECTION II. PASSENGER SHIPS (ADDITIONAL REQUIREMENTS)

Regulation 21. Survival craft and rescue boats

• 1 Survival craft

  • 1.1. Passenger ships engaged on international voyages which are not short international voyages shall carry:

    • .1 partially or totally enclosed lifeboats complying with the requirements of section 4.5 or 4.6 of the Code on each side of such aggregate capacity as will accommodate not less than 50% of the total number of persons on board. The Administration may permit the substitution of lifeboats by liferafts of equivalent total capacity provided that there shall never be less than sufficient lifeboats on each side of the ship to accommodate 37.5% of the total number of persons on board. The inflatable or rigid liferafts shall comply with the requirements of section 4.2 or 4.3 of the Code and shall be served by launching appliances equally distributed on each side of the ship; and

    • .2 in addition, inflatable or rigid liferafts complying with the requirements of section 4.2 or 4.3 of the Code of such aggregate capacity as will accommodate at least 25% of the total number of persons on board. These liferafts shall be served by at least one launching appliance on each side which may be those provided in compliance with the requirements of paragraph 1.1.1 or equivalent approved appliances capable of being used on both sides. However, stowage of these liferafts need not comply with the requirements of regulation 13.5.

  • 1.2. Passenger ships engaged on short international voyages shall carry:

    • .1 partially or totally enclosed lifeboats complying with the requirements of section 4.5 or 4.6 of the Code of such aggregate capacity as will accommodate at least 30% of the total number of persons on board. The lifeboats shall, as far as practicable, be equally distributed on each side of the ship. In addition inflatable or rigid liferafts complying with the requirements of section 4.2 or 4.3 of the Code shall be carried of such aggregate capacity that, together with the lifeboat capacity, the survival craft will accommodate the total number of persons on board. The liferafts shall be served by launching appliances equally distributed on each side of the ship; and

    • .2 in addition, inflatable or rigid liferafts complying with the requirements of section 4.2 or 4.3 of the Code of such aggregate capacity as will accommodate at least 25% of the total number of persons on board. These liferafts shall be served by at least one launching appliance on each side which may be those provided in compliance with the requirements of paragraph 1.2.1 or equivalent approved appliances capable of being used on both sides. However, stowage of these liferafts need not comply with the requirements of regulation 13.5.

  • 1.3. All survival craft required to provide for abandonment by the total number of persons on board shall be capable of being launched with their full complement of persons and equipment within a period of 30 min. from the time the abandon ship signal is given after all persons have been assembled, with lifejackets donned.

  • 1.4. In lieu of meeting the requirements of paragraph 1.1, 1.2 or 1.3, passenger ships of less than 500 gross tonnage where the total number of persons on board is less than 200, may comply with the following:

    • .1 they shall carry on each side of the ship, inflatable or rigid liferafts complying with the requirements of section 4.2 or 4.3 of the Code and of such aggregate capacity as will accommodate the total number of persons on board.

    • .2 unless the liferafts required by paragraph 1.5.1 are stowed in a position providing for easy side-to-side transfer at a single open deck level, additional liferafts shall be provided so that the total capacity available on each side will accommodate 150% of the total number of persons on board;

    • .3 if the rescue boat required by paragraph 2.2 is also a partially or totally enclosed lifeboat complying with the requirements of section 4.5 or 4.6 of the Code, it may be included in the aggregate capacity required by paragraph 1.5.1, provided that the total capacity available on either side of the ship is at least 150% of the total number of persons on board; and

    • .4 in the event of any one survival craft being lost or rendered unserviceable, there shall be sufficient survival craft available for use on each side, including those which are stowed in a position providing for easy side-to-side transfer at a single open deck level, to accommodate the total number of persons on board.

  • 1.5. A marine evacuation system or systems complying with section 6.2 of the Code may be substituted for the equivalent capacity of liferafts and launching appliances required by paragraph 1.1.1 or 1.2.1.

• 2 Rescue boats

  • 2.1. Passenger ships of 500 gross tonnage and over shall carry at least one rescue boat complying with the requirements of section 5.1 of the Code on each side of the ship.

  • 2.2. Passenger ships of less than 500 gross tonnage shall carry at least one rescue boat complying with the requirements of section 5.1 of the Code.

  • 2.3. A lifeboat may be accepted as a rescue boat provided that it and its launching and recovery arrangements also comply with the requirements for a rescue boat.

• 3 Marshalling of liferafts

  • 3.1. The number of lifeboats and rescue boats that are carried on passenger ships shall be sufficient to ensure that in providing for abandonment by the total number of persons on board not more than six liferafts need be marshalled by each lifeboat or rescue boat.

  • 3.2. The number of lifeboats and rescue boats that are carried on passenger ships engaged on short international voyages shall be sufficient to ensure that in providing for abandonment by the total number of persons on board not more than nine liferafts need be marshalled by each lifeboat or rescue boat.

Regulation 22. Personal life-saving appliances

• 1 Lifebuoys

  • 1.1. A passenger ship shall carry not less than the number of lifebuoys complying with the requirements of regulation 7.1 and section 2.1 of the Code prescribed in the following table:

    Length of ship in metres	Minimum number of lifebuoys
    Under 60	8
    60 and under 120	12
    120 and under 180	18
    180 and under 240	24
    240 and over	30

  • 1.2. Notwithstanding regulation 7.1.3, passenger ships of under 60 m in length shall carry not less than six lifebuoys provided with self-igniting lights.

• 2 Lifejackets

  • 2.1. In addition to the lifejackets required by regulation 7.2, every passenger ship shall carry lifejackets for not less than 5% of the total number of persons on board. These lifejackets shall be stowed in conspicuous places on deck or at muster stations.

  • 2.2. Where lifejackets for passengers are stowed in staterooms which are located remotely from direct routes between public spaces and muster stations, the additional lifejackets for these passengers required under regulation 7.2.2, shall be stowed either in the public spaces, the muster stations, or on direct routes between them. The lifejackets shall be stowed so that their distribution and donning does not impede orderly movement to muster stations and survival craft embarkation stations.

• 3 Lifejacket lights

  • 3.1. On all passenger ships each lifejacket shall be fitted with a light complying with the requirements of paragraph 2.2.3 of the Code.

  • 3.2. Lights fitted on lifejackets on board passenger ships prior to 1 July 1998 and not complying fully with paragraph 2.2.3 of the Code may be accepted by the Administration until the lifejacket light would normally be replaced or until the first periodical survey after 1 July 2002, whichever is the earliest.

• 4 Immersion suits and thermal protective aids

  • 4.1. All passenger ships shall carry for each lifeboat on the ship at least three immersion suits complying with the requirements of section 2.3 of the Code and, in addition, a thermal protective aid complying with the requirements of section 2.5 of the Code for every person to be accommodated in the lifeboat and not provided with an immersion suit. These immersion suits and thermal protective aids need not be carried:

    • .1 for persons to be accommodated in totally or partially enclosed lifeboats; or

    • .2 if the ship is constantly engaged on voyages in warm climates where, in the opinion of the Administration, they are unnecessary.

  • 4.2. The provisions of paragraph 4.1.1 also apply to partially or totally enclosed lifeboats not complying with the requirements of section 4.5 or 4.6 of the Code, provided they are carried on ships constructed before 1 July 1986.

Regulation 23. Survival craft and rescue boat embarkation arrangements

• 1 On passenger ships, survival craft embarkation arrangements shall be designed for:

  • .1 all lifeboats to be boarded and launched either directly from the stowed position or from an embarkation deck but not both; and

  • .2 davit-launched liferafts to be boarded and launched from a position immediately adjacent to the stowed position or from a position to which, in compliance with the requirements of regulation 13.5, the liferaft is transferred prior to launching.

• 2 Rescue boat arrangements shall be such that the rescue boat can be boarded and launched directly from the stowed position with the number of persons assigned to crew the rescue boat on board. Notwithstanding the requirements of paragraph 1.1, if the rescue boat is also a lifeboat and the other lifeboats are boarded and launched from an embarkation deck, the arrangements shall be such that the rescue boat can also be boarded and launched from the embarkation deck.

Regulation 24. Stowage of survival craft

The stowage height of a survival craft on a passenger ship shall take into account the requirements of regulation 13.1.2, the escape provisions of regulation 11–2/28, the size of the ship, and the weather conditions likely to be encountered in its intended area of operation. For a davit-launched survival craft, the height of the davit head with the survival craft in embarkation position, shall, as far as practicable, not exceed 15 m to the waterline when the ship is in its lightest seagoing condition.

Regulation 25. Muster stations

Every passenger ship shall, in addition to complying with the requirements of regulation 11, have passenger muster stations which shall:

• .1 be in the vicinity of, and permit ready access for the passengers to, the embarkation stations unless in the same location; and

• .2 have ample room for marshalling and instruction of the passengers, but at least 0.35 m² per passenger.

Regulation 26. Additional requirements for ro-ro passenger ships

• 1 This regulation applies to all ro-ro passenger ships. Ro-ro passenger ships constructed:

  • .1 on or after 1 July 1998 shall comply with the requirements of paragraphs 2.3, 2.4, 3.1, 3.2, 3.3, 4 and 5;

  • .2 on or after 1 July 1986 and before 1 July 1998 shall comply with the requirements of paragraph 5 not later than the first periodical survey after 1 July 1998 and with the requirements of paragraphs 2.3, 2.4, 3 and 4 not later than the first periodical survey after 1 July 2000; and

  • .3 before 1 July 1986 shall comply with the requirements of paragraph 5 not later than the first periodical survey after 1 July 1998 and with the requirements of paragraphs 2.1, 2.2, 2.3, 2.4, 3 and 4 not later than the first periodical survey after 1 July 2000.

  • .4 before 1 July 2004 shall comply with the requirements of paragraph 2.5 not later than the first survey on or after that date.

• 2 Liferafts

  • 2.1. The ro-ro passenger ship's liferafts shall be served by marine evacuation systems complying with the requirements of section 6.2 of the Code or launching appliances complying with the requirements of paragraph 6.1.5 of the Code, equally distributed on each side of the ship.

  • 2.2. Every liferaft on ro-ro passenger ships shall be provided with float-free stowage arrangements complying with the requirements of regulation 13.4.

  • 2.3. Every liferaft on ro-ro passenger ships shall be of a type fitted with a boarding ramp complying with the requirements of paragraph 4.2.4.1 or 4.3.4.1 of the Code, as appropriate.

  • 2.4. Every liferaft on ro-ro passenger ships shall either be automatically self-righting or be a canopied reversible liferaft which is stable in a seaway and is capable of operating safely whichever way up it is floating. Alternatively, the ship shall carry automatically self-righting liferafts or canopied reversible liferafts, in addition to its normal complement of liferafts, of such aggregate capacity as will accommodate at least 50% of the persons not accommodated in lifeboats. This additional liferaft capacity shall be determined on the basis of the difference between the total number of persons on board and the number of persons accommodated in lifeboats. Every such liferaft shall be approved by the Administration having regard to the recommendations adopted by the Organization.

  • .5 Liferafts carried on ro-ro passenger ships shall be fitted with a radar transponder14 in the ratio of one transponder for every four liferafts. The transponder shall be mounted inside the liferaft so its antenna is more than one metre above the sea level when the liferaft is deployed, except that for canopied reversible liferafts the transponder shall be so arranged as to be readily accessed and erected by survivors. Each transponder shall be arranged to be manually erected when the liferaft is deployed. Containers of liferafts fitted with transponders shall be clearly marked.

• 3 Fast rescue boats

  • 3.1. At least one of the rescue boats on a ro-ro passenger ship shall be a fast rescue boat complying with section 5.1.4 of the Code.

  • 3.2. Each fast rescue boat shall be served by a suitable launching appliance complying with section 6.1.7 of the Code.

  • 3.3. At least two crews of each fast rescue boat shall be trained and drilled regularly having regard to the Seafarers Training, Certification and Watchkeeping (STCW) Code and recommendations adopted by the Organization, including all aspects of rescue, handling, manoeuvring, operating these craft in various conditions, and righting them after capsize.

  • 3.4. In the case where the arrangement or size of a ro-ro passenger ship, constructed before 1 July 1997, is such as to prevent the installation of the fast rescue boat required by paragraph 3.1, the fast rescue boat may be installed in place of an existing lifeboat which is accepted as a rescue boat or, in the case of ships constructed prior to 1 July 1986, boats for use in an emergency, provided that all of the following conditions are met:

    • .1 the fast rescue boat installed is served by a launching appliance complying with the provisions of paragraph 3.2:

    • .2 the capacity of the survival craft lost by the above substitution is compensated by the installation of liferafts capable of carrying at least an equal number of persons served by the lifeboat replaced; and

    • .3 such liferafts are served by the existing launching appliances or marine evacuation systems.

• 4 Means of rescue

  • 4.1. Each ro-ro passenger ship shall be equipped with efficient means for rapidly recovering survivors from the water and transferring survivors from rescue units or survival craft to the ship.

  • 4.2. The means of transfer of survivors to the ship may be part of a marine evacuation system, or may be part of a system designed for rescue purposes.

  • 4.3. If the slide of a marine evacuation system is intended to provide the means of transfer of survivors to the deck of the ship, the slide shall be equipped with handlines or ladders to aid in climbing up the slide.

• 5 Lifejackets

  • 5.1. Notwithstanding the requirements of regulations 7.2 and 22.2, a sufficient number of lifejackets shall be stowed in the vicinity of the muster stations so that passengers do not have to return to their cabins to collect their lifejackets.

  • 5.2. In ro-ro passenger ships, each lifejacket shall be fitted with a light complying with the requirements of paragraph 2.2.3 of the Code.

Regulation 27. Information on passengers

• 1 All persons on board all passenger ships shall be counted prior to departure.

• 2 Details of persons who have declared a need for special care or assistance in emergency situations shall be recorded and communicated to the master prior to departure.

• 3 In addition, not later than 1 January 1999, the names and gender of all persons on board, distinguishing between adults, children and infants shall be recorded for search and rescue purposes.

• 4 The information required by paragraphs 1, 2 and 3 shall be kept ashore and made readily available to search and rescue services when needed.

• 5 Administrations may exempt passenger ships from the requirements of paragraph 3, if the scheduled voyages of such ships render it impracticable for them to prepare such records.

Regulation 28. Helicopter landing and pick-up areas

• 1 All ro-ro passenger ships, shall be provided with a helicopter pick-up area approved by the Administration having regard to the recommendations adopted by the Organization.

• 2 Ro-ro passenger ships of 130 m in length and upwards, constructed on or after 1 July 1999, shall be fitted with a helicopter landing area approved by the Administration having regard to the recommendations adopted by the Organization.

Regulation 29. Decision support system for masters of passenger ships

• 1 This regulation applies to all passenger ships. Passenger ships constructed before 1 July 1997 shall comply with the requirements of this regulation not later than the date of the first periodical survey after 1 July 1999.

• 2 In all passenger ships, a decision support system for emergency management shall be provided on the navigation bridge.

• 3 The system shall, as a minimum, consist of a printed emergency plan or plans. All foreseeable emergency situations shall be identified in the emergency plan or plans, including, but not limited to, the following main groups of emergencies:

  • .1 fire;

  • .2 damage to ship;

  • .3 pollution;

  • .4 unlawful acts threatening the safety of the ship and the security of its passengers and crew;

  • .5 personnel accidents;

  • .6 cargo-related accidents; and

  • .7 emergency assistance to other ships.

• 4 The emergency procedures established in the emergency plan or plans shall provide decision support to masters for handling any combination of emergency situations.

• 5 The emergency plan or plans shall have a uniform structure and be easy to use. Where applicable, the actual loading condition as calculated for the passenger ship's voyage stability shall be used for damage control purposes.

• 6 In addition to the printed emergency plan or plans, the Administration may also accept the use of a computer-based decision-support system on the navigation bridge which provides all the information contained in the emergency plan or plans, procedures, checklists, etc., which is able to present a list of recommended actions to be carried out in foreseeable emergencies.

Regulation 30. Drills

• 1 This regulation applies to all passenger ships.

• 2 On passenger ships, an abandon ship drill and fire drill shall take place weekly. The entire crew need not be involved in every drill, but each crew member must participate in an abandon ship drill and a fire drill each month as required in regulation 19.3.2. Passengers shall be strongly encouraged to attend these drills.

SECTION III. CARGO SHIPS (ADDITIONAL REQUIREMENTS)

Regulation 31. Survival craft and rescue boats

• 1 Survival craft

  • 1.1. Cargo ships shall carry:

    • .1 one or more totally enclosed lifeboats complying with the requirements of section 4.6 of the Code of such aggregate capacity on each side of the ship as will accommodate the total number of persons on board; and

    • .2 in addition, one or more inflatable or rigid liferafts, complying with the requirements of section 4.2 or 4.3 of the Code, of a mass of less than 185 kg and stowed in a position providing for easy side-to-side transfer at a single open deck level, and of such aggregate capacity as will accommodate the total number of persons on board. If the liferaft or liferafts are not of a mass of less than 185 kg and stowed in a position providing for easy side-to-side transfer at a single open deck level, the total capacity available on each side shall be sufficient to accommodate the total number of persons on board.

  • 1.2. In lieu of meeting the requirements of paragraph 1.1, cargo ships may carry:

    • .1 one or more free-fall lifeboats, complying with the requirements of section 4.7 of the Code, capable of being free-fall launched over the stern of the ship of such aggregate capacity as will accommodate the total number of persons on board; and

    • .2 in addition, one or more inflatable or rigid liferafts complying with the requirements of section 4.2 or 4.3 of the Code, on each side of the ship, of such aggregate capacity as will accommodate the total number of persons on board.

    The liferafts on at least one side of the ship shall be served by launching appliances.

  • 1.3. In lieu of meeting the requirements of paragraph 1.1 or 1.2, cargo ships of less than 85 m in length other than oil tankers, chemical tankers and gas carriers, may comply with the following:

    • .1 they shall carry on each side of the ship, one or more inflatable or rigid liferafts complying with the requirements of section 4.2 or 4.3 of the Code and of such aggregate capacity as will accommodate the total number of persons on board;

    • .2 unless the liferafts required by paragraph 1.3.1 are of a mass of less than 185 kg and stowed in a position providing for easy side-to-side transfer at a single open deck level, additional liferafts shall be provided so that the total capacity available on each side will accommodate 150% of the total number of persons on board;

    • .3 if the rescue boat required by paragraph 2 is also a totally enclosed lifeboat complying with the requirements of section 4.6 of the Code, it may be included in the aggregate capacity required by paragraph 1.3.1, provided that the total capacity available on either side of the ship is at least 150% of the total number of persons on board; and

    • .4 in the event of any one survival craft being lost or rendered unserviceable, there shall be sufficient survival craft available for use on each side, including any which are of a mass of less than 185 kg and stowed in a position providing for easy side-to-side transfer at a single open deck level, to accommodate the total number of persons on board.

  • 1.4. Cargo ships where the horizontal distance from the extreme end of the stem or stern of the ship to the nearest end of the closest survival craft is more than 100 m shall carry, in addition to the liferafts required by paragraphs 1.1.2 and 1.2.2, a liferaft stowed as far forward or aft, or one as far forward and another as far aft, as is reasonable and practicable. Such liferaft or liferafts may be securely fastened so as to permit manual release and need not be of the type which can be launched from an approved launching device.

  • 1.5. With the exception of the survival craft referred to in regulation 16.1.1, all survival craft required to provide for abandonment by the total number of persons on board shall be capable of being launched with their full complement of persons and equipment within a period of 10 min from the time the abandon ship signal is given.

  • 1.6. Chemical tankers and gas carriers carrying cargoes emitting toxic vapours or gases shall carry, in lieu of totally enclosed lifeboats complying with the requirements of section 4.6 of the Code, lifeboats with a self-contained air support system complying with the requirements of section 4.8 of the Code.

  • 1.7. Oil tankers, chemical tankers and gas carriers carrying cargoes having a flashpoint not exceeding 60°C (closed cup test) shall carry, in lieu of totally enclosed lifeboats complying with the requirements of section 4.6 of the Code, fire-protected lifeboats complying with the requirements of section 4.9 of the Code.

  • 1.8 Notwithstanding the requirements of paragraph 1.1, bulk carriers as defined in regulation IX/1.6 constructed on or after 1 July 2006 shall comply with the requirements of paragraph 1.2.

• 2 Rescue boats

  Cargo ships shall carry at least one rescue boat complying with the requirements of section 5.1 of the Code. A lifeboat may be accepted as a rescue boat, provided that it and its launching and recovery arrangements also comply with the requirements for a rescue boat.

• 3 In addition to their lifeboats, all cargo ships constructed before 1 July 1986 shall carry:

  • .1 One or more liferafts capable of being launched on either side of the ship and of such aggregate capacity as will accommodate the total number of persons on board. The liferaft or liferafts shall be equipped with a lashing or an equivalent means of securing the liferaft which will automatically release it from a sinking ship; and

  • .2 where the horizontal distance from the extreme end of the stem or stern of the ship to the nearest end of the closest survival craft is more than 100 m, in addition to the liferafts required by paragraph 3.1, a liferaft stowed as far forward or aft, or one as far forward and another as far aft, as is reasonable and practicable. Notwithstanding the requirements of paragraph 3.1, such liferaft or liferafts may be securely fastened so as to permit manual release.

Regulation 32. Personal life-saving appliances

• 1 Lifebuoys

  • 1.1. Cargo ships shall carry not less than the number of lifebuoys complying with the requirements of regulation 7.1 and section 2.1 of the Code prescribed in the following table:

    Length of ship in metres	Minimum number of lifebuoys
    Under 100	8
    100 and under 150	10
    150 and under 200	12
    200 and over	14

  • 1.2. Self-igniting lights for lifebuoys on tankers required by regulation 7.1.3 shall be of an electric battery type.

• 2 Lifejacket lights

  • 2.1. This paragraph applies to all cargo ships.

  • 2.2. On cargo ships, each lifejacket shall be fitted with a lifejacket light complying with the requirements of paragraph 2.2.3 of the Code.

  • 2.3. Lights fitted on lifejackets on board cargo ships prior to 1 July 1998 and not complying fully with paragraph 2.2.3 of the Code may be accepted by the Administration until the lifejacket light would normally be replaced or until the first periodical survey after 1 July 2001, whichever is the earliest.

• 3 Immersion suits

  • 3.1. This paragraph applies to all cargo ships. However, with respect to cargo ships constructed before 1 July 2006, paragraphs 3.2 to 3.5 shall be complied with not later than the first safety equipment survey on or after 1 July 2006.

  • 3.2. An immersion suit of an appropriate size, complying with the requirements of section 2.3 of the Code shall be provided for every person on board the ship. However, for ships other than bulk carriers, as defined in regulation IX/1, these immersion suits need not be required if the ship is constantly engaged on voyages in warm climates where, in the opinion of the Administration, immersion suits are unnecessary.

  • 3.3. If a ship has any watch or work stations which are located remotely from the place or places where immersion suits are normally stowed, including remotely located survival craft carried in accordance with regulation 31.1.4 additional immersion suits of an appropriate size shall be provided at these locations for the number of persons normally on watch or working at those locations at any time.

  • 3.4. Immersion suits shall be so placed as to be readily accessible and their position shall be plainly indicated.

  • 3.5. The immersion suits required by this regulation may be used to comply with the requirements of regulation 7.3.

Regulation 33. Survival craft embarkation and launching arrangements

• 1 Cargo ship survival craft embarkation arrangements shall be so designed that lifeboats can be boarded and launched directly from the stowed position and davit-launched liferafts can be boarded and launched from a position immediately adjacent to the stowed position or from a position to which the liferaft is transferred prior to launching in compliance with the requirements of regulation 13.5.

• 2 On cargo ships of 20,000 gross tonnage and upwards, lifeboats shall be capable of being launched, where necessary utilizing painters, with the ship making headway at speeds up to 5 knots in calm water.

SECTION IV. LIFE-SAVING APPLIANCES AND ARRANGEMENTS REQUIREMENTS

Regulation 34

All life-saving appliances and arrangements shall comply with the applicable requirements of the Code.

SECTION V. MISCELLANEOUS

Regulation 35. Training manual and on-board training aids

• 1 This regulation applies to all ships.

• 2 A training manual complying with the requirements of paragraph 3 shall be provided in each crew mess room and recreation room or in each crew cabin.

• 3 The training manual, which may comprise several volumes, shall contain instructions and information, in easily understood terms illustrated wherever possible, on the life-saving appliances provided in the ship and on the best methods of survival. Any part of such information may be provided in the form of audio-visual aids in lieu of the manual. The following shall be explained in detail:

  • .1 donning of lifejackets, immersion suits and anti-exposure suits, as appropriate;

  • .2 muster at the assigned stations;

  • .3 boarding, launching, and clearing the survival craft and rescue boats, including, where applicable, use of marine evacuation systems;

  • .4 method of launching from within the survival craft;

  • .5 release from launching appliances;

  • .6 methods and use of devices for protection in launching areas, where appropriate;

  • .7 illumination in launching areas;

  • .8 use of all survival equipment;

  • .9 use of all detection equipment;

  • .10 with the assistance of illustrations, the use of radio life-saving appliances;

  • .11 use of drogues;

  • .12 use of engine and accessories;

  • .13 recovery of survival craft and rescue boats including stowage and securing;

  • .14 hazards of exposure and the need for warm clothing;

  • .15 best use of the survival craft facilities in order to survive;

  • .16 methods of retrieval, including the use of helicopter rescue gear (slings, baskets, stretchers), breeches-buoy and shore life-saving apparatus and ship's line-throwing apparatus;

  • .17 all other functions contained in the muster list and emergency instructions; and

  • .18 instructions for emergency repair of the life-saving appliances.

• 4 Every ship fitted with a marine evacuation system shall be provided with on-board training aids in the use of the system.

• 5 The training manual shall be written in the working language of the ship.

Regulation 36. Instructions for on-board maintenance

Instructions for on-board maintenance of life-saving appliances shall be easily understood, illustrated wherever possible, and, as appropriate, shall include the following for each appliance:

• .1 a checklist for use when carrying out the inspections required by regulation 20.7;

• .2 maintenance and repair instructions;

• .3 schedule of periodic maintenance;

• .4 diagram of lubrication points with the recommended lubricants;

• .5 list of replaceable parts;

• .6 list of sources of spare parts; and

• .7 log for records of inspections and maintenance.

Regulation 37. Muster list and emergency instructions

• 1 The muster list shall specify details of the general emergency alarm and public address system prescribed by section 7.2 of the Code and also action to be taken by crew and passengers when this alarm is sounded. The muster list shall also specify how the order to abandon ship will be given.

• 2 Each passenger ship shall have procedures in place for locating and rescuing passengers trapped in their staterooms.

• 3 The muster list shall show the duties assigned to the different members of the crew including:

  • .1 closing of the watertight doors, fire doors, valves, scuppers, sidescuttles, skylights, portholes and other similar openings in the ship;

  • .2 equipping of the survival craft and other life-saving appliances;

  • .3 preparation and launching of survival craft;

  • .4 general preparations of other life-saving appliances;

  • .5 muster of passengers;

  • .6 use of communication equipment;

  • .7 manning of fire parties assigned to deal with fires; and

  • .8 special duties assigned in respect to the use of fire-fighting equipment and installations.

• 4 The muster list shall specify which officers are assigned to ensure that life-saving and fire appliances are maintained in good condition and are ready for immediate use.

• 5 The muster list shall specify substitutes for key persons who may become disabled, taking into account that different emergencies may call for different actions.

• 6 The muster list shall show the duties assigned to members of the crew in relation to passengers in case of emergency. These duties shall include:

  • .1 warning the passengers;

  • .2 seeing that they are suitably clad and have donned their lifejackets correctly;

  • .3 assembling passengers at muster stations;

  • .4 keeping order in the passageways and on the stairways and generally controlling the movements of the passengers; and

  • .5 ensuring that a supply of blankets is taken to the survival craft.

• 7 The muster list shall be prepared before the ship proceeds to sea. After the muster list has been prepared, if any change takes place in the crew which necessitates an alteration in the muster list, the master shall either revise the list or prepare a new list.

• 8 The format of the muster list used on passenger ships shall be approved.

CHAPTER IV. RADIOCOMMUNICATIONS

PART A. - GENERAL

Regulation 1. Application

• 1 Unless expressly provided otherwise, this chapter applies to all ships to which the present regulations apply and to cargo ships of 300 tons gross tonnage and upwards.

• 2 This chapter does not apply to ships to which the present regulations would otherwise apply while such ships are being navigated within the Great Lakes of North America and their connecting and tributary waters as far east as the lower exit of the St. Lambert Lock at Montreal in the Province of Quebec, Canada15.

• 3 No provision in this chapter shall prevent the use by any ship, survival craft or person in distress, of any means at their disposal to attract attention, make known their position and obtain help.

Regulation 2. Terms and definitions

• 1 For the purpose of this chapter, the following terms shall have the meanings defined below:

  • .1 “Bridge-to-bridge communications” means safety communications between ships from the position from which the ships are normally navigated.

  • .2 “Continuous watch” means that the radio watch concerned shall not be interrupted other than for brief intervals when the ship's receiving capability is impaired or blocked by its own communications or when the facilities are under periodical maintenance or checks.

  • .3 “Digital selective calling (DSC)” means a technique using digital odes which enables a radio station to establish contact with, and transfer information to, another station or group of stations, and complying with the relevant recommendations of the International Radio Consultative Committee (CCIR).

  • .4 “Direct-printing telegraphy” means automated telegraphy techniques which comply with the relevant recommendations of the International Radio Consultative Committee (CCIR).

  • .5 “General radiocommunications” means operational and public correspondence traffic, other than distress, urgency and safety messages, conducted by radio.

  • .6 “INMARSAT” means the Organization established by the Convention on the International Maritime Satellite Organization (INMARSAT) adopted on 3 September 1976.

  • .7 “International NAVTEX Service” means the co-ordinated broadcast and automatic reception on 518 kHz of maritime safety information by means of narrow-band direct-printing telegraphy using the English language16.

  • .8 “Locating” means the finding of ships, aircraft, units or persons in distress.

  • .9 “Maritime safety information” means navigational and meteorological warnings, meteorological forecasts and other urgent safety related messages broadcast to ships.

  • .10 “Polar orbiting satellite service” means a service which is based on polar orbiting satellites which receive and relay distress alerts from satellite EPIRBs and which provides their position.

  • .11 “Radio Regulations” means the Radio Regulations annexed to, or regarded as being annexed to, the most recent International Telecommunication Convention which is in force at any time.

  • .12 “Sea area Al” means an area within the radiotelephone coverage of at least one VHF coast station in which continuous DSC alerting is available, as may be defined by a Contracting Government17

  • .13 “Sea area A2” means an area, excluding sea area Al, within the radiotelephone coverage of at least one MF coast station in which continuous DSC alerting is available, as may be defined by a Contracting Government18.

  • .14 “Sea area A3” means an area, excluding sea areas Al and A2, within the coverage of an INMARSAT geostationary satellite in which continuous alerting is available.

  • .15 “Sea area A4” means an area outside sea areas Al, A2 and A3.

  • .16 Global Maritime Distress and Safety System (GMDSS) identities means maritime mobile services identity, the ship's call sign, Inmarsat identities and serial number identity which may be transmitted by the ship's equipment and used to identify the ship.

• 2 All other terms and abbreviations which are used in this chapter and which are defined in the Radio regulations and in the International Convention on Maritime Search and Rescue (SAR), 1979, as may be amended, shall have the meanings as defined in those regulations and the SAR Convention.

Regulation 3. Exemptions

• 1 The Contracting Governments consider it highly desirable not to deviate from the requirements of this chapter; nevertheless the Administration may grant partial or conditional exemptions to individual ships from the requirements of regulations 7 to 11 provided:

  • .1 such ships comply with the functional requirements of regulation 4; and

  • .2 the Administration has taken into account the effect such exemptions may have upon the general efficiency of the service for the safety of all ships.

• 2 An exemption may be granted under paragraph 1 only:

  • .1 if the conditions affecting safety are such as to render the full application of regulations 7 to 11 unreasonable or unnecessary;

  • .2 in exceptional circumstances, for a single voyage outside the sea area or sea areas for which the ship is equipped.

• 3 Each Administration shall submit to the Organization, as soon as possible after the first of January in each year, a report showing all exemptions granted under paragraphs 1 and 2 during the previous calendar year and giving the reasons for granting such exemptions.

Regulation 4. Functional requirements

Every ship, while at sea, shall be capable:

• .1 except as provided in regulations 8.1.1 and 10.1.4.3, of transmitting ship-to-shore distress alerts by at least two separate and independent means, each using a different radiocommunication service;

• .2 of receiving shore-to-ship distress alerts;

• .3 of transmitting and receiving ship-to-ship distress alerts;

• .4 of transmitting and receiving search and rescue co-ordinating communications;

• .5 of transmitting and receiving on-scene communications;

• .6 of transmitting and, as required by regulation V/19.2.3.2, receiving signals for locating19;

• .7 of transmitting and receiving20 maritime safety information;

• .8 of transmitting and receiving general radiocommunications to and from shore-based radio systems or networks subject to regulation 15.8; and

• .9 of transmitting and receiving bridge-to-bridge communications.

PART B. - UNDERTAKINGS BY CONTRACTING GOVERNMENTS21

Regulation 5. Provisions of radiocommunication services

• 1 Each Contracting Government undertakes to make available, as it deems practical and necessary either individually or in co-operation with other Contracting Governments, appropriate shore-based facilities for space and terrestrial radiocommunication services having due regard to the recommendations of the Organization22. These services are:

  • .1 a radiocommunication service utilizing geostationary satellites in the Maritime Mobile-Satellite Service;

  • .2 a radiocommunication service utilizing polar orbiting satellites in the Mobile-Satellite Service;

  • .3 the Maritime Mobile Service in the bands between 156 MHz and 174 MHz;

  • .4 the Maritime Mobile Service in the bands between 4,000 kHz and 27,500 kHz; and

  • .5 the Maritime Mobile Service in the bands between 415 kHz and 535 kHz and between 1,605 kHz and 4,000 kHz.

• 2 Each Contracting Government undertakes to provide the Organization with pertinent information concerning the shore-based facilities in the Martime Mobile Service, Mobile-Satellite Service and Maritime Mobile-Satellite Service, established for sea areas which it has designated off its coasts.

Regulation 5-1. Global Maritime Distress and Safety System identities

• 1 This Regulation applies to all ships on all voyages.

• 2 Each Contracting Government undertakes to ensure that suitable arrangements are made for registering Global Maritime Distress and Safety System (GMDSS) identities and for making information on these identities available to rescue co-ordination centres on a 24-hour basis. Where appropriate, international organizations maintaining a registry of these identities shall be notified by the Contracting Government of these assignments.

PART C. - SHIP REQUIREMENTS

Regulation 6. Radio installations

• 1 Every ship shall be provided with radio installations capable of complying with the functional requirements prescribed by regulation 4 throughout its intended voyage and, unless exempted under regulation 3, complying with the requirements of regulation 7 and, as appropriate for the sea area or areas through which it will pass during its intended voyage, the requirements of either regulation 8, 9, 10 or 11.

• 2 Every radio installation shall:

  • .1 be so located that no harmful interference of mechanical, electrical or other origin affects its proper use, and so as to ensure electromagnetic compatibility and avoidance of harmful interaction with other equipment and systems;

  • .2 be so located as to ensure the greatest possible degree of safety and operational availability;

  • .3 be protected against harmful effects of water, extremes of temperature and other adverse environmental conditions;

  • .4 be provided with reliable, permanently arranged electrical lighting, independent of the main and emergency sources of electrical power, for the adequate illumination of the radio controls for operating the radio installation; and

  • .5 be clearly marked with the call sign, the ship station identity and other codes as applicable for the use of the radio installation.

• 3 Control of the VHF radiotelephone channels, required for navigational safety, shall be immediately available on the navigating bridge convenient to the conning position and, where necessary, facilities should be available to permit radiocommunications from the wings of the navigating bridge. Portable VHF equipment may be used to meet the latter provision.

• 4 In passenger ships, a distress panel shall be installed at the conning position. This panel shall contain either one single button which, when pressed, initiates a distress alert using all radiocommunication installations required on board for that purpose or one button for each individual installation. The panel shall clearly and visually indicate whenever any button or buttons have been pressed. Means shall be provided to prevent inadvertent activation of the button or buttons. If the satellite EPIRB is used as the secondary means of distress alerting and is not remotely activated, it shall be acceptable to have an additional EPIRB installed in the wheelhouse near the conning position.

• 5 In passenger ships, information on the ship's position shall be continuously and automatically provided to all relevant radiocommunication equipment to be included in the initial distress alert when the button or buttons on the distress panel is pressed.

• 6 In passenger ships, a distress alarm panel shall be installed at the conning position. The distress alarm panel shall provide visual and aural indication of any distress alert or alerts received on board and shall also indicate through which radiocommunication service the distress alerts have been received.

Regulation 7. Radio equipment - General

• 1 Every ship shall be provided with:

  • .1 a VHF radio installation capable of transmitting and receiving:

    • .1.1 DSC23 on the frequency 156.525 MHz (channel 70). It shall be possible to initiate the transmission of distress alerts on channel 70 from the position from which the ship is normally navigated24; and

    • .1.2 radiotelephony on the frequencies 156.300 MHz (channel 6), 156.650 MHz (channel 13) and 156.800 MHz (channel 16);

  • .2 a radio installation capable of maintaining a continuous DSC watch on VHF channel 70 which may be separate from, or combined with, that required by subparagraph .1.125;

  • .3 a radar transponder capable of operating in the 9 GHz band, which:

    • .3.1 shall be so stowed that it can be easily utilized; and

    • .3.2 may be one of those required by regulation III/6.2.2 for a survival craft;

  • .4 a receiver capable of receiving International NAVTEX service broadcasts if the ship is engaged on voyages in any area in which an International NAVTEX service is provided;

  • .5 a radio facility for reception of maritime safety information by the INMARSAT enhanced group calling system if the ship is engaged on voyages in any area of INMARSAT coverage but in which an international NAVTEX service is not provided. However, ships engaged exclusively on voyages in areas where an HF direct-printing telegraphy26 maritime safety information service is provided and fitted with equipment capable of receiving such service, may be exempt from this requirement27.

  • .6 subject to the provisions of regulation 8.3, a satellite emergency position-indicating radio beacon (satellite EPIRB) which shall be:

    • .6.1 capable of transmitting a distress alert either through the polar orbiting satellite service operating in the 406 MHz band or, if the ship is engaged only on voyages within INMARSAT coverage, through the INMARSAT geostationary satellite service operating in the 1.6 GHz band28;

    • .6.2 installed in an easily accessible position;

    • .6.3 ready to be manually released and capable of being carried by one person into a survival craft;

    • .6.4 capable of floating free if the ship sinks and of being automatically activated when afloat; and

    • .6.5 capable of being activated manually.

• 2 Every passenger ship shall be provided with means for two-way on-scene radiocommunications for search and rescue purposes using the aeronautical frequencies 121.5 MHz and 123.1 MHz from the position from which the ship is normally navigated.

Regulation 8. Radio equipment - Sea area A1

• 1 In addition to meeting the requirements of regulation 7, every ship engaged on voyages exclusively in sea area Al shall be provided with a radio installation capable of initiating the transmission of ship-to-shore distress alerts from the position from which the ship is normally navigated, operating either:

  • .1 on VHF using DSC; this requirement may be fulfilled by the EPIRB prescribed by paragraph 3, either by installing the EPIRB close to, or by remote activation from, the position from which the ship is normally navigated; or

  • .2 through the polar orbiting satellite service on 406 MHz; this requirement may be fulfilled by the satellite EPIRB, required by regulation 7.1.6, either by installing the satellite EPIRB close to, or by remote activation from, the position from which the ship is normally navigated; or

  • .3 if the ship is engaged on voyages within coverage of MF coast stations equipped with DSC, on MF using DSC; or

  • .4 on HFusing DSC; or

  • .5 through the INMARSAT geostationary satellite service; this requirement may be fulfilled by:

    • .5.1 an INMARSAT ship earth station29; or

    • .5.2 the satellite EPIRB, required by regulation 7.1.6, either by installing the satellite EPIRB close to, or by remote activation from, the position from which the ship is normally navigated.

• 2 The VHF radio installation, required by regulation 7.1.1, shall also be capable of transmitting and receiving general radiocommunications using radiotelephony.

• 3 Ships engaged on voyages exclusively in sea area Al may carry, in lieu of the satellite EPIRB required by regulation 7.1.6, an EPIRB which shall be:

  • .1 capable of transmitting a distress alert using DSC on VHF channel 70 and providing for locating by means of a radar transponder operating in the 9 GHz band;

  • .2 installed in an easily accessible position;

  • .3 ready to be manually released and capable of being carried by one person into a survival craft;

  • .4 capable of floating free if the ship sinks and being automatically activated when afloat: and

  • .5 capable of being activated manually.

Regulation 9. Radio equipment - Sea areas A1 and A2

• 1 In addition to meeting the requirements of regulation 7, every ship engaged on voyages beyond sea area A1, but remaining within sea area A2, shall be provided with:

  • .1 an MF radio installation capable of transmitting and receiving, for distress and safety purposes, on the frequencies:

    • .1.1 2,187.5kHz using DSC;and

    • .1.2 2,182 kHz using radiotelephony;

  • .2 a radio installation capable of maintaining a continuous DSC watch on the frequency 2,187.5 kHz which may be separate from, or combined with, that required by subparagraph .1.1;

    and

  • .3 means of initiating the transmission of ship-to-shore distress alerts by a radio service other than MF operating either:

    • .3.1 through the polar orbiting satellite service on 406 MHz; this requirement may be fulfilled by the satellite EPIRB, required by regulation 7.1.6, either by installing the satellite EPIRB close to, or by remote activation from, the position from which the ship is normally navigated; or

    • .3.2 on HF using DSC; or

    • .3.3 through the INMARSAT geostationary satellite service; this requirement may be fulfilled by:

      • .3.3.1 the equipment specified in paragraph 3.2; or

      • .3.3.2 the satellite EPIRB, required by regulation 7.1.6, either by installing the satellite EPIRB close to, or by remote activation from, the position from which the ship is normally navigated.

• 2 It shall be possible to initiate transmission of distress alerts by the radio installations specified in paragraphs 1.1 and 1.3 from the position from which the ship is normally navigated.

• 3 The ship shall, in addition, be capable of transmitting and receiving general radiocommunications using radiotelephony or direct-printing telegraphy by either:

  • .1 a radio installation operating on working frequencies in the bands between 1,605 kHz and 4,000 kHz or between 4,000 kHz and 27,500 kHz. This requirement may be fulfilled by the addition of this capability in the equipment required by paragraph 1.1; or

  • .2 in INMARSAT ship earth station.

• 4 The Administration may exempt ships constructed before 1 February 1997, which are engaged exclusively on voyages within sea area A2, from the requirements of regulations 7.1.1.1 and 7.1.2 provided such ships maintain, when practicable, a continuous listening watch on VHF channel 16. This watch shall be kept at the position from which the ship is normally navigated.

Regulation 10. Radio equipment - Sea areas A1, A2 and A3

• 1 In addition to meeting the requirements of regulation 7, every ship engaged on voyages beyond sea areas A1 and A2, but remaining within sea area A3, shall, if it does not comply with the requirements of paragraph 2, be provided with:

  • .1 an INMARSAT ship earth station capable of:

    • .1.1 transmitting and receiving distress and safety communications using direct-printing telegraphy;

    • .1.2 initiating and receiving distress priority calls;

    • .1.3 maintaining watch for shore-to-ship distress alerts, including those directed to specifically defined geographical areas;

    • .1.4 transmitting and receiving general radiocommunications, using either radiotelephony or direct-printing telegraphy; and

  • .2 an MF radio installation capable of transmitting and receiving, for distress and safety purposes, on the frequencies:

    • .2.1 2,187.5 kHz using DSC; and

    • .2.2 2,182 kHz using radiotelephony; and

  • .3 a radio installation capable of maintaining a continuous DSC watch on the frequency 2,187.5 kHz which may be separate from or combined with that required by subparagraph .2.1; and

  • .4 means of initiating the transmission of ship-to-shore distress alerts by a radio service operating either:

    • .4.1 through the polar orbiting satellite service on 406 MHz; this requirement may be fulfilled by the satellite EPIRB, required by regulation 7.1.6, either by installing the satellite EPIRB close to, or by remote activation from, the position from which the ship is normally navigated; or

    • .4.2 on HF using DSC; or

    • .4.3 through the INMARSAT geostationary satellite service, by an additional ship earth station or by the satellite EPIRB required by regulation 7.1.6, either by installing the satellite EPIRB close to, or by remote activation from, the position from which the ship is normally navigated;

• 2 In addition to meeting the requirements of regulation 7, every ship engaged on voyages beyond sea areas A1 and A2, but remaining within sea area A3, shall, if it does not comply with the requirements of paragraph 1, be provided with:

  • .1 an MF/HF radio installation capable of transmitting and receiving, for distress and safety purposes, on all distress and safety frequencies in the bands between 1,605 kHz and 4,000 kHz and between 4,000 kHz and 27,500 kHz:

    • .1.1 using DSC;

    • .1.2 using radiotelephony; and

    • .1.3 using direct-printing telegraphy; and

  • .2 equipment capable of maintaining DSC watch on 2,187.5 kHz, 8,414.5 kHz and on at least one of the distress and safety DSC frequencies 4,207.5 kHz, 6312 kHz, 12,577 kHz or 16,804.5 kHz; at any time, it shall be possible to select any of these DSC distress and safety frequencies. This equipment may be separate from, or combined with, the equipment required by subparagraph. 1; and

  • .3 means of initiating the transmission of ship-to-shore distress alerts by a radiocommunication service other than HF operating either:

    • .3.1 through the polar orbiting satellite service on 406 MHz; this requirement may be fulfilled by the satellite EPIRB, required by regulation 7.1.6, either by installing the satellite EPIRB close to, or by remote activation from, the position from which the ship is normally navigated; or

    • .3.2 through the INMARSAT geostationary satellite service;

      this requirement may be fulfilled by:

      • .3.2.1 an INMARSAT ship earth station; or

      • .3.2.2 the satellite EPIRB, required by regulation 7.1.6, either by installing the satellite EPIRB close to, or by remote activation from, the position from which the ship is normally navigated; and

  • .4 in addition, ships shall be capable of transmitting and receiving general radiocommunications using radiotelephony or direct-printing telegraphy by an MF/HF radio installation operating on working frequencies in the bands between 1,605 kHz and 4,000 kHz and between 4,000 kHz and 27,500 kHz. This requirement may be fulfilled by the addition of this capability in the equipment required by subparagraph. 1.

• 3 It shall be possible to initiate transmission of distress alerts by the radio installations specified in subparagraphs 1.1, 1.2, 1.4, 2.1 and 2.3 from the position from which the ship is normally navigated.

• 4 The Administration may exempt ships constructed before 1 February 1997, and engaged exclusively on voyages within sea areas A2 and A3, from the requirements of regulations 7.1.1.1 and 7.1.2 provided such ships maintain, when practicable, a continuous listening watch on VHF channel 16. This watch shall be kept at the position from which the ship is normally navigated.

Regulation 11. Radio equipment - Sea areas A1, A2, A3 and A4

• 1 In addition to meeting the requirements of regulation 7, ships engaged on voyages in all sea areas shall be provided with the radio installations and equipment required by regulation 10.2, except that the equipment required by regulation 10.2.3.2 shall not be accepted as an alternative to that required by regulation 10.2.3.1, which shall always be provided. In addition, ships engaged on voyages in all sea areas shall comply with the requirements of regulation 10.3.

• 2 The Administration may exempt ships constructed before 1 February 1997, and engaged exclusively on voyages within sea areas A2, A3 and A4, from the requirements of regulations 7.1.1.1 and 7.1.2 provided such ships maintain, when practicable, a continuous listening watch on VHF channel 16. This watch shall be kept at the position from which the ship is normally navigated.

Regulation 12. Watches

• 1 Every ship, while at sea, shall maintain a continuous watch:

  • .1 on VHF DSC channel 70, if the ship, in accordance with the requirements of regulation 7.1.2, is fitted with a VHF radio installation;

  • .2 on the distress and safety DSC frequency 2,187.5 kHz, if the ship, in accordance with the requirements of regulation 9.1.2 or 10.1.3, is fitted with an MF radio installation;

  • .3 on the distress and safety DSC frequencies 2,187.5 kHz and 8,414.5 kHz and also on at least one of the distress and safety DSC frequencies 4,207.5 kHz, 6,312 kHz, 12,577 kHz or 16,804.5 kHz, appropriate to the time of day and the geographical position of the ship, if the ship, in accordance with the requirements of regulation 10.2.2 or 11.1, is fitted with an MF/HF radio installation. This watch may be kept by means of a scanning receiver;

  • .4 for satellite shore-to-ship distress alerts, if the ship, in accordance with the requirements of regulation 10.1.1, is fitted with an INMARSAT ship earth station.

• 2 Every ship, while at sea, shall maintain a radio watch for broadcasts of maritime safety information on the appropriate frequency or frequencies on which such information is broadcast for the area in which the ship is navigating.

• 3 Until 1 February 1999 or until such other date as may be determined by the Maritime Safety Committee, every ship while at sea shall maintain, when practicable, a continuous listening watch on VHF channel 16. This watch shall be kept at the position from which the ship is normally navigated.

Regulation 13. Sources of energy

• 1 There shall be available at all times, while the ship is at sea, a supply of electrical energy sufficient to operate the radio installations and to charge any batteries used as part of a reserve source or sources of energy for the radio installations.

• 2 A reserve source or sources of energy shall be provided on every ship, to supply radio installations, for the purpose of conducting distress and safety radiocommunications, in the event of failure of the ship's main and emergency sources of electrical power. The reserve source or sources of energy shall be capable of simultaneously operating the VHF radio installation required by regulation 7.1.1 and, as appropriate for the sea area or sea areas for which the ship is equipped, either the MF radio installation required by regulation 9.1.1, the MF/HF radio installation required by regulation 10.2.1 or 11.1, or the INMARSAT ship earth station required by regulation 10.1.1 and any of the additional loads mentioned in paragraphs 4, 5 and 8 for a period of at least:

  • .1 one hour on ships provided with an emergency source of electrical power, if such source of power complies fully with all relevant provisions of regulation II-l/42 or 43, including the supply of such power to the radio installations; and

  • .2 six hours on ships not provided with an emergency source of electrical power complying fully with all relevant provisions of regulation II-1/42 or 43, including the supply of such power to the radio installations.

• 3 The reserve source or sources of energy shall be independent of the propelling power of the ship and the ship's electrical system.

• 4 Where, in addition to the VHF radio installation, two or more of the other radio installations, referred to in paragraph 2, can be connected to the reserve source or sources of energy, they shall be capable of simultaneously supplying, for the period specified, as appropriate, in paragraph 2.1 or 2.2, the VHF radio installation and:

  • .1 all other radio installations which can be connected to the reserve source or sources of energy at the same time; or

  • .2 whichever of the other radio installations will consume the most power, if only one of the other radio installations can be connected to the reserve source or sources of energy at the same time as the VHF radio installation.

• 5 The reserve source or sources of energy may be used to supply the electrical lighting required by regulation 6.2.4.

• 6 Where a reserve source of energy consists of a rechargeable accumulator battery or batteries:

  • .1 a means of automatically charging such batteries shall be provided which shall be capable of recharging them to minimum capacity requirements within 10 hours; and

  • .2 the capacity of the battery or batteries shall be checked, using an appropriate method30, at intervals not exceeding 12 months, when the ship is not at sea.

• 7 The siting and installation of accumulator batteries which provide a reserve source of energy shall be such as to ensure:

  • .1 the highest degree of service;

  • .2 a reasonable lifetime;

  • .3 reasonable safety;

  • .4 that battery temperatures remain within the manufacturer's specifications whether under charge or idle; and

  • .5 that when fully charged, the batteries will provide at least the minimum required hours of operation under all weather conditions.

• 8 If an uninterrupted input of information from the ship's navigational or other equipment to a radio installation required by this chapter, including the navigation receiver referred to in regulation 18, is needed to ensure its proper performance, means shall be provided to ensure the continuous supply of such information in the event of failure of the ship's main or emergency source of electrical power.

Regulation 14. Performance standards

• 1 All equipment to which this chapter applies shall be of a type approved by the Administration. Such equipment shall conform to appropriate performance standards not inferior to those adopted by the Organization31.

Regulation 15. Maintenance requirements

• 1 Equipment shall be so designed that the main units can be replaced readily, without elaborate recalibration or readjustment.

• 2 Where applicable, equipment shall be so constructed and installed that it is readily accessible for inspection and on-board maintenance purposes.

• 3 Adequate information shall be provided to enable the equipment to be properly operated and maintained, taking into account the recommendations of the Organization32.

• 4 Adequate tools and spares shall be provided to enable the equipment to be maintained.

• 5 The Administration shall ensure that radio equipment required by this chapter is maintained to provide the availability of the functional requirements specified in regulation 4 and to meet the recommended performance standards of such equipment.

• 6 On ships engaged on voyages in sea areas A1 and A2, the availability shall be ensured by using such methods as duplication of equipment, shore-based maintenance or at-sea electronic maintenance capability, or a combination of these, as may be approved by the Administration.

• 7 On ships engaged on voyages in sea areas A3 and A4, the availability shall be ensured by using a combination of at least two methods such as duplication of equipment, shore-based maintenance or at-sea electronic maintenance capability, as may be approved by the Administration, taking into account the recommendations of the Organization.

• 8 While all reasonable steps shall be taken to maintain the equipment in efficient working order to ensure compliance with all the functional requirements specified in regulation 4, malfunction of the equipment for providing the general radiocommunications required by regulation 4.8 shall not be considered as making a ship unseaworthy or as a reason for delaying the ship in ports where repair facilities are not readily available, provided the ship is capable of performing all distress and safety functions.

• 9 Satellite EPIRBs shall be:

  • .1. annually tested for all aspects of operational efficiency, with special emphasis on checking the emission on operational frequencies, coding and registration, at intervals as specified below:

    • .1. on passenger ships, within 3 months before the expiry date of the Passenger Ship Safety Certificate; and

    • .2. on cargo ships, within 3 months before the expiry date, or 3 months before or after the anniversary date, of the Cargo Ship Safety Radio Certificate.

    The test may be conducted on board the ship or at an approved testing station; and

  • .2. subject to maintenance at intervals not exceeding five years, to be performed at an approved shore-based maintenance facility.

Regulation 16. Radio personnel

• 1 Every ship shall carry personnel qualified for distress and safety radiocommunication purposes to the satisfaction of the Administra tion. The personnel shall be holders of certificates specified in the Radio Regulations as appropriate, any one of whom shall be designated to have primary responsibility for radiocommunications during distress incidents.

• 2 In passenger ships, at least one person qualified in accordance with paragraph 1 shall be assigned to perform only radiocommunication duties during distress incidents.

Regulation 17. Radio records

A record shall be kept, to the satisfaction of the Administration and as required by the Radio Regulations, of all incidents connected with the radiocommunication service which appear to be of importance to safety of life at sea.

Regulation 18. Position-updating

All two-way communication equipment carried on board a ship to which this chapter applies which is capable of automatically including the ship's position in the distress alert shall be automatically provided with this information from an internal or external navigation receiver, if either is installed. If such a receiver is not installed, the ship's position and the time at which the position was determined shall be manually updated at intervals not exceeding four hours, while the ship is underway, so that it is always ready for transmission by the equipment.

CHAPTER V. SAFETY OF NAVIGATION

Regulation 1. Application

• 1 Unless expressly provided otherwise, this chapter shall apply to all ships on all voyages, except:

  • .1 warships, naval auxiliaries and other ships owned or operated by a Contracting Government and used only on government non-commercial service; and

  • .2 ships solely navigating the Great Lakes of North America and their connecting and tributary waters as far east as the lower exit of the St. Lambert Lock at Montreal in the Province of Quebec, Canada.

  However, warships, naval auxiliaries or other ships owned or operated by a Contracting Government and used only on government non-commercial service are encouraged to act in a manner consistent, so far as reasonable and practicable, with this chapter.

• 2. The Administration may decide to what extent this chapter shall apply to ships operating solely in waters landward of the baselines which are established in accordance with international law.

• 3 A rigidly connected composite unit of a pushing vessel and associated pushed vessel, when designed as a dedicated and integrated tug and barge combination, shall be regarded as a single ship for the purpose of this chapter.

• 4 The Administration shall determine to what extent the provisions of regulations 15, 16, 17, 18, 19, 20, 21, 22, 23, 24, 25, 26, 27 and 28 do not apply to the following categories of ships:

  • .1 ships below 150 gross tonnage engaged on any voyage;

  • .2 ships below 500 gross tonnage not engaged on international voyages; and

  • .3 fishing vessels.

Regulation 2. Definitions

For the purpose of this chapter:

• 1 Constructed in respect of a ship means a stage of construction where:

  • .1 the keel is laid; or

  • .2 construction identifiable with a specific ship begins; or

  • .3 assembly of the ship has commenced comprising at least 50 tonnes or 1% of the estimated mass of all structural material whichever is less.

• 2. Nautical chart or nautical publication is a special-purpose map or book, or a specially compiled database from which such a map or book is derived, that is issued officially by or on the authority of a Government, authorized Hydrographic Office or other relevant government institution and is designed to meet the requirements of marine navigation.

• 3 All ships means any ship, vessel or craft irrespective of type and purpose.

• 4 Length of a ship means its length overall.

• 5. Search and rescue service. The performance of distress monitoring, communication, co-ordination and search and rescue functions, including provision of medical advice, initial medical assistance, or medical evacuation, through the use of public and private resources including co-operating aircraft, ships, vessels and other craft and installations.

• 6. High-speed craft means a craft as defined in regulation X/1.3.

• 7. Mobile offshore drilling unit means a mobile offshore drilling unit as defined in regulation XI-2/1.1.5.

Regulation 3. Exemptions and equivalents

• 1 The Administration may grant general exemptions to ships without mechanical means of propulsion from the requirements of regulations 15, 17, 18, 19 (except 19.2.1.7), 20, 22, 24, 25, 26, 27 and 28.

• 2 The Administration may grant to individual ships exemptions or equivalents of a partial or conditional nature, when any such ship is engaged on a voyage where the maximum distance of the ship from the shore, the length and nature of the voyage, the absence of general navigational hazards, and other conditions affecting safety are such as to render the full application of this chapter unreasonable or unnecessary, provided that the Administration has taken into account the effect such exemptions and equivalents may have upon the safety of all other ships.

• 3 Each Administration shall submit to the Organization, as soon as possible after 1 January in each year, a report summarising all new exemptions and equivalents granted under paragraph 2 of this regulation during the previous calendar year and giving the reasons for granting such exemptions and equivalents. The Organization shall circulate such particulars to other Contracting Governments for information.

Regulation 4. Navigational warnings

Each Contracting Government shall take all steps necessary to ensure that, when intelligence of any dangers is received from whatever reliable source, it shall be promptly brought to the knowledge of those concerned and communicated to other interested Governments.

Regulation 5. Meteorological services and warnings

• 1 Contracting Governments undertake to encourage the collection of meteorological data by ships at sea and to arrange for their examination, dissemination and exchange in the manner most suitable for the purpose of aiding navigation. Administrations shall encourage the use of meteorological instruments of a high degree of accuracy, and shall facilitate the checking of such instruments upon request. Arrangements may be made by appropriate national meteorological services for this checking to be undertaken, free of charge to the ship.

• 2. In particular, Contracting Governments undertake to carry out, in co-operation, the following meteorological arrangements:

  • .1 to warn ships of gales, storms and tropical cyclones by the issue of information in text and, as far as practicable graphic form, using the appropriate shore-based facilities for terrestrial and space radiocommunications services.

  • .2 to issue, at least twice daily, by terrestrial and space radiocommunication services, as appropriate, weather information suitable for shipping containing data, analyses, warnings and forecasts of weather, waves and ice. Such information shall be transmitted in text and, as far as practicable, graphic form including meteorological analysis and prognosis charts transmitted by facsimile or in digital form for reconstitution on board the ship's data processing system.

  • .3 to prepare and issue such publications as may be necessary for the efficient conduct of meteorological work at sea and to arrange, if practicable, for the publication and making available of daily weather charts for the information of departing ships.

  • .4 to arrange for a selection of ships to be equipped with tested marine meteorological instruments (such as a barometer, a barograph, a psychrometer, and suitable apparatus for measuring sea temperature) for use in this service, and to take, record and transmit meteorological observations at the main standard times for surface synoptic observations (i.e. at least four times daily, whenever circumstances permit) and to encourage other ships to take, record and transmit observations in a modified form, particularly when in areas where shipping is sparse.

  • .5 to encourage companies to involve as many of their ships as practicable in the making and recording of weather observations; these observations to be transmitted using the ship's terrestrial or space radiocommunications facilities for the benefit of the various national meteorological services.

  • .6 the transmission of these weather observations is free of charge to the ships concerned.

  • .7 when in the vicinity of a tropical cyclone, or of a suspected tropical cyclone, ships should be encouraged to take and transmit their observations at more frequent intervals whenever practicable, bearing in mind navigational preoccupations of ships' officers during storm conditions.

  • .8 to arrange for the reception and transmission of weather messages from and to ships, using the appropriate shore-based facilities for terrestrial and space radiocommunications services.

  • .9 to encourage masters to inform ships in the vicinity and also shore stations whenever they experience a wind speed of 50 knots or more (force 10 on the Beaufort scale).

  • .10 to endeavour to obtain a uniform procedure in regard to the international meteorological services already specified, and as far as practicable, to conform to the technical regulations and recommendations made by the World Meteorological Organization, to which Contracting Governments may refer, for study and advice, any meteorological question which may arise in carrying out the present Convention.

• 3 The information provided for in this regulation shall be furnished in a form for transmission and be transmitted in the order of priority prescribed by the Radio Regulations. During transmission “to all stations” of meteorological information, forecasts and warnings, all ship stations must conform to the provisions of the Radio Regulations.

• 4 Forecasts, warnings, synoptic and other meteorological data intended for ships shall be issued and disseminated by the national meteorological service in the best position to serve various coastal and high seas areas, in accordance with mutual arrangements made by Contracting Governments, in particular as defined by the World Meteorological Organization's System for the Preparation and Dissemination of Meteorological Forecasts and Warnings for the High Seas under the Global Maritime Distress and Safety System (GMDSS).

Regulation 6. Ice Patrol Service

• 1 The Ice Patrol contributes to safety of life at sea, safety and efficiency of navigation and protection of the marine environment in the North Atlantic. Ships transiting the region of icebergs guarded by the Ice Patrol during the ice season are required to make use of the services provided by the Ice Patrol.

• 2 The Contracting Governments undertake to continue an ice patrol and a service for study and observation of ice conditions in the North Atlantic. During the whole of the ice season, i.e. for the period from February 15th through July 1st of each year, the southeastern, southern and south-western limits of the region of icebergs in the vicinity of the Grand Banks of Newfoundland shall be guarded for the purpose of informing passing ships of the extent of this dangerous region; for the study of ice conditions in general; and for the purpose of affording assistance to ships and crews requiring aid within the limits of operation of the patrol ships and aircraft. During the rest of the year the study and observation of ice conditions shall be maintained as advisable.

• 3 Ships and aircraft used for the ice patrol service and the study and observation of ice conditions may be assigned other duties provided that such other duties do not interfere with the primary purpose or increase the cost of this service.

• 4 The Government of the United States of America agrees to continue the overall management of the ice patrol service and the study and observation of ice conditions, including the dissemination of information therefrom.

• 5 The terms and conditions governing the management, operation and financing of the Ice Patrol are set forth in the Rules for the management, operation and financing of the North Atlantic Ice Patrol appended to this chapter which shall form an integral part of this chapter.

• 6 If, at any time, the United States and/or Canadian Governments should desire, to discontinue providing these services, it may do so and the Contracting Governments shall settle the question of continuing these services in accordance with their mutual interests. The United States and/or Canadian Governments shall provide 18 months written notice to all Contracting Governments whose ships entitled to fly their flag and whose ships registered in territories to which those Contracting Governments have extended this Regulation benefit from these services before discontinuing providing these services.

Regulation 7. Search and rescue services

• 1 Each Contracting Government undertakes to ensure that necessary arrangements are made for distress communication and co-ordination in their area of responsibility and for the rescue of persons in distress at sea around its coasts. These arrangements shall include the establishment, operation and maintenance of such search and rescue facilities as are deemed practicable and necessary, having regard to the density of the seagoing traffic and the navigational dangers and shall, so far as possible, provide adequate means of locating and rescuing such persons.

• 2 Each Contracting Government undertakes to make available information to the Organization concerning its existing search and rescue facilities and the plans for changes therein, if any.

• 3 Passenger ships to which chapter I applies shall have on board a plan for co-operation with appropriate search and rescue services in event of an emergency. The plan shall be developed in co-operation between the ship, the company, as defined in Regulation IX/1 and the search and rescue services. The plan shall include provisions for periodic exercises to be undertaken to test its effectiveness. The plan shall be developed based on the guidelines developed by the Organization.

Regulation 8. Life-saving signals

Contracting Governments undertake to arrange that life-saving signals are used by search and rescue facilities engaged in search and rescue operations when communicating with ships or persons in distress.

Regulation 9. Hydrographic services

• 1 Contracting Governments undertake to arrange for the collection and compilation of hydrographic data and the publication, dissemination and keeping up to date of all nautical information necessary for safe navigation.

• 2 In particular, Contracting Governments undertake to co-operate in carrying out, as far as possible, the following nautical and hydrographic services, in the manner most suitable for the purpose of aiding navigation:

  • .1 to ensure that hydrographic surveying is carried out, as far as possible, adequate to the requirements of safe navigation;

  • .2 to prepare and issue nautical charts, sailing directions, lists of lights, tide tables and other nautical publications, where applicable, satisfying the needs of safe navigation;

  • .3 to promulgate notices to mariners in order that nautical charts and publications are kept, as far as possible, up to date; and

  • .4 to provide data management arrangements to support these services.

• 3 Contracting Governments undertake to ensure the greatest possible uniformity in charts and nautical publications and to take into account, whenever possible, relevant international resolutions and recommendations.

• 4 Contracting Governments undertake to co-ordinate their activities to the greatest possible degree in order to ensure that hydrographic and nautical information is made available on a world-wide scale as timely, reliably, and unambiguously as possible.

Regulation 10. Ships' routeing

• 1 Ships' routeing systems contribute to safety of life at sea, safety and efficiency of navigation and/or protection of the marine environment. Ships' routeing systems are recommended for use by, and may be made mandatory for, all ships, certain categories of ships or ships carrying certain cargoes, when adopted and implemented in accordance with the guidelines and criteria developed by the Organization.

• 2 The Organization is recognized as the only international body for developing guidelines, criteria and regulations on an international level for ships' routeing systems. Contracting Governments shall refer proposals for the adoption of ships' routeing systems to the Organization. The Organization will collate and disseminate to Contracting Governments all relevant information with regard to any adopted ships' routeing systems.

• 3 The initiation of action for establishing a ships' routeing system is the responsibility of the Government or Governments concerned. In developing such systems for adoption by the Organization, the guidelines and criteria developed by the Organization shall be taken into account.

• 4 Ships' routeing systems should be submitted to the Organization for adoption. However, a Government or Governments implementing ships' routeing systems not intended to be submitted to the Organization for adoption or which have not been adopted by the Organization are encouraged to take into account, wherever possible, the guidelines and criteria developed by the Organization.

• 5 Where two or more Governments have a common interest in a particular area, they should formulate joint proposals for the delineation and use of a routeing system therein on the basis of an agreement between them. Upon receipt of such proposal and before proceeding with consideration of it for adoption, the Organization shall ensure details of the proposal are disseminated to the Governments which have a common interest in the area, including countries in the vicinity of the proposed ships' routeing system.

• 6 Contracting Governments shall adhere to the measures adopted by the Organization concerning ships' routeing. They shall promulgate all information necessary for the safe and effective use of adopted ships' routeing systems. A Government or Governments concerned may monitor traffic in those systems. Contracting Governments shall do everything in their power to secure the appropriate use of ships' routeing systems adopted by the Organization.

• 7 A ship shall use a mandatory ships' routeing system adopted by the Organization as required for its category or cargo carried and in accordance with the relevant provisions in force unless there are compelling reasons not to use a particular ships' routeing system. Any such reason shall be recorded in the ships' log.

• 8 Mandatory ships' routeing systems shall be reviewed by the Contracting Government or Governments concerned in accordance with the guidelines and criteria developed by the Organization.

• 9 All adopted ships' routeing systems and actions taken to enforce compliance with those systems shall be consistent with international law, including the relevant provisions of the 1982 United Nations Convention on the Law of the Sea.

• 10 Nothing in this regulation nor its associated guidelines and criteria shall prejudice the rights and duties of Governments under international law or the legal regimes of straits used for international navigation and archipelagic sea lanes.

Regulation 11. Ship reporting systems

• 1 Ship reporting systems contribute to safety of life at sea, safety and efficiency of navigation and/or protection of the marine environment. A ship reporting system, when adopted and implemented in accordance with the guidelines and criteria developed by the Organization pursuant to this regulation, shall be used by all ships, or certain categories of ships or ships carrying certain cargoes in accordance with the provisions of each system so adopted.

• 2 The Organization is recognized as the only international body for developing guidelines, criteria and regulations on an international level for ship reporting systems. Contracting Government shall refer proposals for the adoption of ship reporting systems to the Organization. The Organization will collate and disseminate to Contracting Governments all relevant information with regard to any adopted ship reporting system.

• 3 The initiation of action for establishing a ship reporting system is the responsibility of the Government or Governments concerned. In developing such systems provision of the guidelines and criteria developed by the Organization shall be taken into account.

• 4 Ship reporting systems not submitted to the Organization for adoption do not necessarily need to comply with this regulation. However, Governments implementing such systems are encouraged to follow, wherever possible, the guidelines and criteria developed by the Organization. Contracting Governments may submit such systems to the Organization for recognition.

• 5 Where two or more Governments have a common interest in a particular area, they should formulate proposals for a co-ordinated ship reporting system on the basis of agreement between them. Before proceeding with a proposal for adoption of a ship reporting system, the Organization shall disseminate details of the proposal to those Governments which have a common interest in the area covered by the proposed system. Where a co-ordinated ship reporting system is adopted and established, it shall have uniform procedures and operations.

• 6 After adoption of a ship reporting system in accordance with this regulation, the Government or Governments concerned shall take all measures necessary for the promulgation of any information needed for the efficient and effective use of the system. Any adopted ship reporting system shall have the capability of interaction and the ability to assist ships with information when necessary. Such systems shall be operated in accordance with the guidelines and criteria developed by the Organization pursuant to this regulation.

• 7 The master of a ship shall comply with the requirements of adopted ship reporting systems and report to the appropriate authority all information required in accordance with the provisions of each such system.

• 8 All adopted ship reporting systems and actions taken to enforce compliance with those systems shall be consistent with international law, including the relevant provisions of the United Nations Convention on the Law of the Sea.

• 9 Nothing in this regulation or its associated guidelines and criteria shall prejudice the rights and duties of Governments under international law or the legal regimes of straits used for international navigation and archipelagic sea lanes.

• 10 The participation of ships in accordance with the provisions of adopted ship reporting systems shall be free of charge to the ships concerned.

• 11 The Organization shall ensure that adopted ship reporting systems are reviewed under the guidelines and criteria developed by the Organization.

Regulation 12. Vessel traffic services

• 1 Vessel traffic services (VTS) contribute to safety of life at sea, safety and efficiency of navigation and protection of the marine environment, adjacent shore areas, work sites and offshore installations from possible adverse effects of maritime traffic.

• 2 Contracting Governments undertake to arrange for the establishment of VTS where, in their opinion, the volume of traffic or the degree of risk justifies such services.

• 3 Contracting Governments planning and implementing VTS shall, wherever possible, follow the guidelines developed by the Organization. The use of VTS may only be made mandatory in sea areas within the territorial seas of a coastal State.

• 4 Contracting Governments shall endeavour to secure the participation in, and compliance with, the provisions of vessel traffic services by ships entitled to fly their flag.

• 5 Nothing in this regulation or the guidelines adopted by the Organization shall prejudice the rights and duties of Governments under international law or the legal regimes of straits used for international navigation and archipelagic sea lanes.

Regulation 13. Establishment and operation of aids to navigation

• 1 Each Contracting Government undertakes to provide, as it deems practical and necessary either individually or in co-operation with other Contracting Governments, such aids to navigation as the volume of traffic justifies and the degree of risk requires.

• 2 In order to obtain the greatest possible uniformity in aids to navigation, Contracting Governments undertake to take into account the international recommendations and guidelines when establishing such aids.

• 3 Contracting Governments undertake to arrange for information relating to aids to navigation to be made available to all concerned. Changes in the transmissions of position-fixing systems which could adversely affect the performance of receivers fitted in ships shall be avoided as far as possible and only be effected after timely and adequate notice has been promulgated.

Regulation 14. Ships' manning

• 1 Contracting Governments undertake, each for its national ships, to maintain, or, if it is necessary, to adopt, measures for the purpose of ensuring that, from the point of view of safety of life at sea, all ships shall be sufficiently and efficiently manned.

• 2 Every ship to which chapter I applies shall be provided with an appropriate minimum safe manning document or equivalent issued by the Administration as evidence of the minimum safe manning considered necessary to comply with the provisions of paragraph 1.

• 3 On all ships, to ensure effective crew performance in safety matters, a working language shall be established and recorded in the ship's log-book. The company, as defined in regulation IX/1, or the master, as appropriate, shall determine the appropriate working language. Each seafarer shall be required to understand and, where appropriate, give orders and instructions and to report back in that language. If the working language is not an official language of the State whose flag the ship is entitled to fly, all plans and lists required to be posted shall include a translation into the working language.

• 4 On ships to which chapter I applies, English shall be used on the bridge as the working language for bridge-to-bridge and bridge-to-shore safety communications as well as for communications on board between the pilot and bridge watchkeeping personnel, unless those directly involved in the communication speak a common language other than English.

Regulation 15. Principles relating to bridge design, design and arrangement of navigational systems and equipment and bridge procedures

All decisions which are made for the purpose of applying the requirements of Regulations 19, 22, 24, 25, 27 and 28 and which affect bridge design, the design and arrangement of navigational systems and equipment on the bridge and bridge procedures shall be taken with the aim of:

• .1 facilitating the tasks to be performed by the bridge team and the pilot in making full appraisal of the situation and in navigating the ship safely under all operational conditions;

• .2 promoting effective and safe bridge resource management;

• .3 enabling the bridge team and the pilot to have convenient and continuous access to essential information which is presented in a clear and unambiguous manner, using standardized symbols and coding systems for controls and displays;

• .4 indicating the operational status of automated functions and integrated components, systems and/or sub-systems;

• .5 allowing for expeditious, continuous and effective information processing and decision-making by the bridge team and the pilot;

• .6 preventing or minimizing excessive or unnecessary work and any conditions or distractions on the bridge which may cause fatigue or interfere with the vigilance of the bridge team and the pilot; and

• .7 minimizing the risk of human error and detecting such error if it occurs, through monitoring and alarm systems, in time for the bridge team and the pilot to take appropriate action.

Regulation 16. Maintenance of equipment

• 1 The Administration shall be satisfied that adequate arrangements are in place to ensure that the performance of the equipment required by this chapter is maintained.

• 2 Except as provided in regulations I/7(b)(ii), I/8 and I/9, while all reasonable steps shall be taken to maintain the equipment required by this chapter in efficient working order, malfunctions of that equipment shall not be considered as making the ship unseaworthy or as a reason for delaying the ship in ports where repair facilities are not readily available, provided suitable arrangements are made by the master to take the inoperative equipment or unavailable information into account in planning and executing a safe voyage to a port where repairs can take place.

Regulation 17. Electromagnetic compatibility

• 1 Administrations shall ensure that all electrical and electronic equipment on the bridge or in the vicinity of the bridge, on ships constructed on or after 1 July 2002, is tested for electromagnetic compatibility taking into account the recommendations developed by the Organization.

• 2 Electrical and electronic equipment shall be so installed that electromagnetic interference does not affect the proper function of navigational systems and equipment.

• 3 Portable electrical and electronic equipment shall not be operated on the bridge if it may affect the proper function of navigational systems and equipment.

Regulation 18. Approval, surveys and performance standards of navigational systems and equipment and voyage data recorder

• 1 Systems and equipment required to meet the requirements of regulations 19 and 20 shall be of a type approved by the Administration.

• 2 Systems and equipment, including associated back-up arrangements, where applicable, installed on or after 1 July 2002 to perform the functional requirements of regulations 19 and 20 shall conform to appropriate performance standards not inferior to those adopted by the Organization.

• 3 When systems and equipment are replaced or added to on ships constructed before 1 July 2002, such systems and equipment shall, in so far as is reasonable and practicable, comply with the requirements of paragraph 2.

• 4 Systems and equipment installed prior to the adoption of performance standards by the Organization may subsequently be exempted from full compliance with such standards at the discretion of the Administration, having due regard to the recommended criteria adopted by the Organization. However, for an electronic chart display and information system (ECDIS) to be accepted as satisfying the chart carriage requirement of Regulation 19.2.1.4, that system shall conform to the relevant performance standards not inferior to those adopted by the Organization in effect on the date of installation, or, for systems installed before 1 January 1999, not inferior to the performance standards adopted by the Organization on 23 November 1995.

• 5 The Administration shall require that the manufacturers have a quality control system audited by a competent authority to ensure continuous compliance with the type approval conditions. Alternatively, the Administration may use final product verification procedures where the compliance with the type approval certificate is verified by a competent authority before the product is installed on board ships.

• 6 Before giving approval to systems or equipment embodying new features not covered by this chapter, the Administration shall ensure that such features support functions at least as effective as those required by this chapter.

• 7 When equipment, for which performance standards have been developed by the Organization, is carried on ships in addition to those items of equipment required by Regulations 19 and 20, such equipment shall be subject to approval and shall as far as practicable comply with performance standards not inferior to those adopted by the Organization.

• 8 The voyage data recorder system, including all sensors, shall be subjected to an annual performance test. The test shall be conducted by an approved testing or servicing facility to verify the accuracy, duration and recoverability of the recorded data. In addition, tests and inspections shall be conducted to determine the serviceability of all protective enclosures and devices fitted to aid location. A copy of the certificate of compliance issued by the testing facility, stating the date of compliance and the applicable performance standards, shall be retained on board the ship.

Regulation 19. Carriage requirements for shipborne navigational systems and equipment

• 1 Application and requirements

  Subject to the provisions of regulation 1.4:

  • 1.1 Ships constructed on or after 1 July 2002 shall be fitted with navigational systems and equipment which will fulfil the requirements prescribed in paragraphs 2.1 to 2.9.

  • 1.2 Ships constructed before 1 July 2002 shall:

    • .1 subject to the provisions of paragraphs 1.2.2 and 1.2.3, unless they comply fully with this regulation, continue to be fitted with equipment which fulfils the requirements prescribed in regulations V/11, V/12 and V/20 of the International Convention for the Safety of Life at Sea, 1974 in force prior to 1 July 2002;

    • .2 be fitted with the equipment or systems required in paragraph 2.1.6 not later than the first survey after 1 July 2002 at which time the radio direction-finding apparatus referred to in V/12 (p) of the International Convention for the Safety of Life at Sea, 1974 in force prior to 1 July 2002 shall no longer be required; and

    • .3 be fitted with the system required in paragraph 2.4 not later than the dates specified in paragraphs 2.4.2 and 2.4.3.

• 2 Shipborne navigational equipment and systems

  • 2.1 All ships irrespective of size shall have:

    • .1 a properly adjusted standard magnetic compass, or other means, independent of any power supply to determine the ship's heading and display the reading at the main steering position;

    • .2 a pelorus or compass bearing device, or other means, independent of any power supply to take bearings over an arc of the horizon of 360°;

    • .3 means of correcting heading and bearings to true at all times;

    • .4 nautical charts and nautical publications to plan and display the ship's route for the intended voyage and to plot and monitor positions throughout the voyage; an electronic chart display and information system (ECDIS) may be accepted as meeting the chart carriage requirements of this subparagraph;

    • .5 back-up arrangements to meet the functional requirements of subparagraph .4, if this function is partly or fully fulfilled by electronic means;

    • .6 a receiver for a global navigation satellite system or a terrestrial radionavigation system, or other means, suitable for use at all times throughout the intended voyage to establish and update the ship's position by automatic means;

    • .7 if less than 150 gross tonnage and if practicable, a radar reflector, or other means, to enable detection by ships navigating by radar at both 9 and 3 GHz;

    • .8 when the ship's bridge is totally enclosed and unless the Administration determines otherwise, a sound reception system, or other means, to enable the officer in charge of the navigational watch to hear sound signals and determine their direction;

    • .9 a telephone, or other means, to communicate heading information to the emergency steering position, if provided.

  • 2.2 All ships of 150 gross tonnage and upwards and passenger ships irrespective of size shall, in addition to the requirements of paragraph 2.1, be fitted with:

    • .1 a spare magnetic compass interchangeable with the magnetic compass, as referred to in paragraph 2.1.1, or other means to perform the function referred to in paragraph 2.1.1 by means of replacement or duplicate equipment;

    • .2 a daylight signalling lamp, or other means to communicate by light during day and night using an energy source of electrical power not solely dependent upon the ship's power supply.

  • 2.3 All ships of 300 gross tonnage and upwards and passenger ships irrespective of size shall, in addition to meeting the requirements of paragraph 2.2, be fitted with:

    • .1 an echo sounding device, or other electronic means, to measure and display the available depth of water;

    • .2 a 9 GHz radar, or other means to determine and display the range and bearing of radar transponders and of other surface craft, obstructions, buoys, shorelines and navigational marks to assist in navigation and in collision avoidance;

    • .3 an electronic plotting aid, or other means, to plot electronically the range and bearing of targets to determine collision risk;

    • .4 speed and distance measuring device, or other means, to indicate speed and distance through the water;

    • .5 a properly adjusted transmitting heading device, or other means to transmit heading information for input to the equipment referred to in paragraphs 2.3.2, 2.3.3 and 2.4.

  • 2.4 All ships of 300 gross tonnage and upwards engaged on international voyages and cargo ships of 500 gross tonnage and upwards not engaged on international voyages and passenger ships irrespective of size shall be fitted with an automatic identification system (AIS), as follows:

    • .1 ships constructed on or after 1 July 2002;

    • .2 ships engaged on international voyages constructed before 1 July 2002:

      • .2.1 in the case of passenger ships, not later than 1 July 2003;

      • .2.2 in the case of tankers, not later than the first survey for safety equipment on or after 1 July 2003;

      • .2.3 in the case of ships, other than passenger ships and tankers, of 50,000 gross tonnage and upwards, not later than 1 July 2004;

      • .2.4 in the case of ships, other than passenger ships and tankers, of 300 gross tonnage and upwards but less than 50,000 gross tonnage, not later than the first safety equipment survey33

    • .3 ships not engaged on international voyages constructed before 1 July 2002, not later than 1 July 2008;

    • .4 the Administration may exempt ships from the application of the requirements of this paragraph when such ships will be taken permanently out of service within two years after the implementation date specified in subparagraphs .2 and .3;

    • .5 AIS shall:

      • .1 provide automatically to appropriately equipped shore stations, other ships and aircraft information, including the ship's identity, type, position, course, speed, navigational status and other safety-related information;

      • .2 receive automatically such information from similarly fitted ships;

      • .3 monitor and track ships; and

      • .4 exchange data with shore-based facilities;

    • .6 the requirements of paragraph 2.4.5 shall not be applied to cases where international agreements, rules or standards provide for the protection of navigational information; and

    • .7 AIS shall be operated taking into account the guidelines adopted by the Organization. Ships fitted with AIS shall maintain AIS in operation at all times except where international agreements, rules or standards provide for the protection of navigational information

  • 2.5 All ships of 500 gross tonnage and upwards shall, in addition to meeting the requirements of paragraph 2.3 with the exception of paragraphs 2.3.3 and 2.3.5, and the requirements of paragraph 2.4, have:

    • .1 a gyro compass, or other means, to determine and display their heading by shipborne non-magnetic means, being clearly readable by the helmsman at the main steering position. These means shall also transmit heading information for input to the equipment referred in paragraphs 2.3.2, 2.4 and 2.5.5;

    • .2 a gyro compass heading repeater, or other means, to supply heading information visually at the emergency steering position if provided;

    • .3 a gyro compass bearing repeater, or other means, to take bearings, over an arc of the horizon of 360°, using the gyro compass or other means referred to in subparagraph .1. However ships less than 1,600 gross tonnage shall be fitted with such means as far as possible;

    • .4 rudder, propeller, thrust, pitch and operational mode indicators, or other means to determine and display rudder angle, propeller revolutions, the force and direction of thrust and, if applicable, the force and direction of lateral thrust and the pitch and operational mode, all to be readable from the conning position; and

    • .5 an automatic tracking aid, or other means, to plot automatically the range and bearing of other targets to determine collision risk.

  • 2.6 On all ships of 500 gross tonnage and upwards, failure of one piece of equipment should not reduce the ship's ability to meet the requirements of paragraphs 2.1.1, 2.1.2 and 2.1.4.

  • 2.7 All ships of 3000 gross tonnage and upwards shall, in addition to meeting the requirements of paragraph 2.5, have:

    • .1 a 3 GHz radar or where considered appropriate by the Administration a second 9 GHz radar, or other means to determine and display the range and bearing of other surface craft, obstructions, buoys, shorelines and navigational marks to assist in navigation and in collision avoidance, which are functionally independent of those referred to in paragraph 2.3.2; and

    • .2 a second automatic tracking aid, or other means to plot automatically the range and bearing of other targets to determine collision risk which are functionally independent of those referred to in paragraph 2.5.5.

  • 2.8 All ships of 10,000 gross tonnage and upwards shall, in addition to meeting the requirements of paragraph 2.7 with the exception of paragraph 2.7.2, have:

    • .1 an automatic radar plotting aid, or other means, to plot automatically the range and bearing of at least 20 other targets, connected to a device to indicate speed and distance through the water, to determine collision risks and simulate a trial manoeuvre; and

    • .2 a heading or track control system, or other means, to automatically control and keep to a heading and/or straight track.

  • 2.9 All ships of 50,000 gross tonnage and upwards shall, in addition to meeting the requirements of paragraph 2.8, have:

    • .1 a rate of turn indicator, or other means, to determine and display the rate of turn; and

    • .2 a speed and distance measuring device, or other means, to indicate speed and distance over the ground in the forward and athwartships direction.

• 3 When “other means” are permitted under this regulation, such means must be approved by Administration in accordance with regulation 18.

• 4 The navigational equipment and systems referred to in this regulation shall be so installed, tested and maintained as to minimize malfunction.

• 5 Navigational equipment and systems offering alternative modes of operation shall indicate the actual mode of use.

• 6 Integrated bridge systems shall be so arranged that failure of one sub-system is brought to immediate attention of the officer in charge of the navigational watch by audible and visual alarms, and does not cause failure to any other sub-system. In case of failure in one part of an integrated navigational system, it shall be possible to operate each other individual item of equipment or part of the system separately.

Regulation 19-1. Long-range identification and tracking of ships

• 1 Nothing in this regulation or the provisions of performance standards and functional requirements adopted by the Organization in relation to the long-range identification and tracking of ships shall prejudice the rights, jurisdiction or obligations of States under international law, in particular, the legal regimes of the high seas, the exclusive economic zone, the contiguous zone, the territorial seas or the straits used for international navigation and archipelagic sea lanes.

• 2.1 Subject to the provisions of paragraphs 4.1 and 4.2, this regulation shall apply to the following types of ships engaged on international voyages:

  • .1. passenger ships, including high-speed passenger craft;

  • .2. cargo ships, including high-speed craft, of 300 gross tonnage and upwards; and

  • .3. mobile offshore drilling units.

• 2.2 The term “ship”, when used in paragraphs 3 to 11.2, includes the passenger and cargo ships, the high-speed craft and the mobile offshore drilling units which are subject to the provisions of this regulation.

• 3 This regulation establishes provisions to enable Contracting Governments to undertake the long-range identification and tracking of ships.

• 4.1 Ships shall be fitted with a system to automatically transmit the information specified in paragraph 5 as follows:

  • .1. ships constructed on or after 31 December 2008;

  • .2. ships constructed before 31 December 2008 and certified for operations:

    • .1. in sea areas A1 and A2, as defined in regulations IV/2.1.12 and IV/2.1.13; or

    • .2. in sea areas Al, A2 and A3, as defined in regulations IV/2.1.12, IV/2.1.13 and IV/2.1.14;

      not later than the first survey of the radio installation after 31 December 2008;

  • .3. ships constructed before 31 December 2008 and certified for operations in sea areas Al, A2, A3 and A4, as defined in regulations IV/2.1.12, IV/2.1.13, IV/2.1.14 and IV/2.1.15, not later than the first survey of the radio installation after 1 July 2009. However, these ships shall comply with the provisions of subparagraph .2 above whilst they operate within sea areas A1, A2 and A3.

• 4.2 Ships, irrespective of the date of construction, fitted with an automatic identification system (AIS), as defined in regulation 19.2.4, and operated exclusively within sea area A1, as defined in regulation IV/2.1.12, shall not be required to comply with the provisions of this regulation.

• 5 Subject to the provisions of paragraph 4.1, ships shall automatically transmit the following long-range identification and tracking information:

  • .1. the identity of the ship;

  • .2. the position of the ship (latitude and longitude); and

  • .3. the date and time of the position provided.

• 6 Systems and equipment used to meet the requirements of this regulation shall conform to performance standards and functional requirements not inferior to those adopted by the Organization. Any shipboard equipment shall be of a type approved by the Administration.

• 7 Systems and equipment used to meet the requirements of this regulation shall be capable of being switched off on board or be capable of ceasing the distribution of long-range identification and tracking information:

  • .1. where international agreements, rules or standards provide for the protection of navigational information; or

  • .2. in exceptional circumstances and for the shortest duration possible where the operation is considered by the master to compromise the safety or security of the ship. In such a case, the master shall inform the Administration without undue delay and make an entry in the record of navigational activities and incidents maintained in accordance with regulation 28 setting out the reasons for the decision and indicating the period during which the system or equipment was switched off.

• 8.1 Subject to the provisions of paragraphs 8.2 to 11.2, Contracting Governments shall be able to receive long-range identification and tracking information about ships, for security and other purposes as agreed by the Organization, as follows:

  • .1. the Administration shall be entitled to receive such information about ships entitled to fly its flag irrespective of where such ships may be located;

  • .2. a Contracting Government shall be entitled to receive such information about ships which have indicated their intention to enter a port facility, as defined in regulation XI-2/1.1.9, or a place under the jurisdiction of that Contracting Government, irrespective of where such ships may be located provided they are not located within the waters landward of the baselines,established in accordance with international law, of another Contracting Government; and

  • .3. a Contracting Government shall be entitled to receive such information about ships entitled to fly the flag of other Contracting Governments, not intending to enter a port facility or a place under the jurisdiction of that Contracting Government, navigating within a distance not exceeding 1,000 nautical miles of its coast provided such ships are not located within the waters landward of the baselines, established in accordance with international law, of another Contracting Government; and

  • .4. a Contracting Government shall not be entitled to receive, pursuant to subparagraph .3, such information about a ship located within the territorial sea of the Contracting Government whose flag the ship is entitled to fly.

• 8.2 Contracting Governments shall specify and communicate to the Organization relevant details, taking into account the performance standards and functional requirements adopted by the Organization , to enable long-range identification and tracking information to be made available pursuant to the provisions of paragraph 8.1.

  The Contracting Government concerned may, at any time thereafter, amend or withdraw such communication. The Organization shall inform all Contracting Governments upon receipt of such communication together with the particulars thereof.

• 9.1 Notwithstanding the provisions of paragraph 8.1.3, the Administration shall be entitled, in order to meet security or other concerns, at any time, to decide that long-range identification and tracking information about ships entitled to fly its flag shall not be provided pursuant to the provisions of paragraph 8.1.3 to Contracting Governments. The Administration concerned may, at any time thereafter, amend, suspend or annul such decisions.

• 9.2 The Administration concerned shall communicate, pursuant to paragraph 9.1, such decisions to the Organization. The Organization shall inform all Contracting Governments upon receipt of such communication together with the particulars thereof.

• 9.3 The rights, duties and obligations, under international law, of the ships whose Administration invoked the provisions of paragraph 9.1 shall not be prejudiced as a result of such decisions.

• 10 Contracting Governments shall, at all times:

  • .1. recognize the importance of long-range identification and tracking information;

  • .2. recognize and respect the commercial confidentiality and sensitivity of any long-range identification and tracking information they may receive;

  • .3. protect the information they may receive from unauthorized access or disclosure; and

  • .4. use the information they may receive in a manner consistent with international law.

• 11.1 Contracting Governments shall bear all costs associated with any long-range identification and tracking information they request and receive. Notwithstanding the provisions of paragraph 11.2, Contracting Governments shall not impose any charges on ships in relation to the long-range identification and tracking information they may seek to receive.

• 11.2 Unless the national legislation of the Administration provides otherwise, ships entitled to fly its flag shall not incur any charges for transmitting long-range identification and tracking information in compliance with the provisions of this regulation.

• 12 Notwithstanding the provisions of paragraph 8.1, the search and rescue services of Contracting Governments shall be entitled to receive, free of any charges, long-range identification and tracking information in relation to the search and rescue of persons in distress at sea.

• 13 Contracting Governments may report to the Organization any case where they consider that provisions of this regulation or of any other related requirements established by the Organization have not been or are not being observed or adhered to.

• 14 The Maritime Safety Committee shall determine the criteria, procedures and arrangements for the establishment, review and audit of the provision of long-range identification and tracking information to Contracting Governments pursuant to the provisions of this regulation.

Regulation 20. Voyage data recorders

• 1 To assist in casualty investigations, ships, when engaged on international voyages, subject to the provisions of regulation 1.4, shall be fitted with a voyage data recorder (VDR) as follows:

  • .1 passenger ships constructed on or after 1 July 2002;

  • .2 ro-ro passenger ships constructed before 1 July 2002 not later than the first survey on or after 1 July 2002;

  • .3 passenger ships other than ro-ro passenger ships constructed before 1 July 2002 not later than 1 January 2004; and

  • .4 ships, other than passenger ships, of 3,000 gross tonnage and upwards constructed on or after 1 July 2002.

• 2 To assist in casualty investigations, cargo ships, when engaged on international voyages, shall be fitted with a VDR which may be a simplified voyage data recorder (S-VDR) as follows:

  • .1. in the case of cargo ships of 20,000 gross tonnage and upwards constructed before 1 July 2002, at the first scheduled dry-docking after 1 July 2006 but not later than 1 July 2009;

  • .2. in the case of cargo ships of 3,000 gross tonnage and upwards but less than 20,000 gross tonnage constructed before 1 July 2002, at the first scheduled dry-docking after 1 July 2007 but not later than 1 July 2010; and

  • .3. Administrations may exempt cargo ships from the application of the requirements of subparagraphs .1 and .2 when such ships will be taken permanently out of service within two years after the implementation date specified in subparagraphs .1 and .2 above.

• 3 Administrations may exempt ships, other than ro-ro passenger ships, constructed before 1 July 2002 from being fitted with a VDR where it can be demonstrated that interfacing a VDR with the existing equipment on the ship is unreasonable and impracticable.

Regulation 21. International Code of Signals and IAMSAR Manual.

• 1 All ships which, in accordance with the present Convention, are required to carry a radio installation shall carry the International Code of Signals as may be amended by the Organization. The Code shall also be carried by any other ship which, in the opinion of the Administration, has a need to use it.

• 2 All ships shall carry an up-to-date copy of Volume III of the International Aeronautical and Maritime Search and Rescue (IAMSAR) Manual.

Regulation 22. Navigation bridge visibility

• 1 Ships of not less than 55 m in length, as defined in regulation 2.4, constructed on or after 1 July 1998, shall meet the following requirements:

  • .1 The view of the sea surface from the conning position shall not be obscured by more than two ship lengths, or 500 m, whichever is the less, forward of the bow to 10° on either side under all conditions of draught, trim and deck cargo;

  • .2 No blind sector caused by cargo, cargo gear or other obstructions outside of the wheelhouse forward of the beam which obstructs the view of the sea surface as seen from the conning position, shall exceed 10°. The total arc of blind sectors shall not exceed 20°. The clear sectors between blind sectors shall be at least 5°. However, in the view described in .1, each individual blind sector shall not exceed 5°;

  • .3 The horizontal field of vision from the conning position shall extend over an arc of not less than 225°, that is from right ahead to not less than 22.5°, abaft the beam on either side of the ship;

  • .4 From each bridge wing the horizontal field of vision shall extend over an arc at least 225°, that is from at least 45° on the opposite bow through right ahead and then from right ahead to right astern through 180° on the same side of the ship;

  • .5 From the main steering position the horizontal field of vision shall extend over an arc from right ahead to at least 60° on each side of the ship;

  • .6 The ship's side shall be visible from the bridge wing;

  • .7 The height of the lower edge of the navigation bridge front windows above the bridge deck shall be kept as low as possible. In no case shall the lower edge present an obstruction to the forward view as described in this regulation;

  • .8 The upper edge of the navigation bridge front windows shall allow a forward view of the horizon, for a person with a height of eye of 1,800 mm above the bridge deck at the conning position, when the ship is pitching in heavy seas. The Administration, if satisfied that a 1,800 mm height of eye is unreasonable and impractical, may allow reduction of the height of eye but not less than 1,600 mm;

  • .9 Windows shall meet the following requirements:

  • .9.1 To help avoid reflections, the bridge front windows shall be inclined from the vertical plane top out, at an angle of not less than 10° and not more than 25°.

  • .9.2 Framing between navigation bridge windows shall be kept to a minimum and not be installed immediately forward of any work station.

  • .9.3 Polarized and tinted windows shall not be fitted.

  • .9.4 A clear view through at least two of the navigation bridge front windows and, depending on the bridge configuration, an additional number of clear-view windows shall be provided at all times, regardless of weather conditions.

• 2 Ships constructed before 1 July 1998 shall, where practicable, meet the requirements of paragraphs 1.1 and 1.2. However, structural alterations or additional equipment need not be required.

• 3 On ships of unconventional design which, in the opinion of the Administration, cannot comply with this regulation, arrangements shall be provided to achieve a level of visibility that is as near as practical to that prescribed in this regulation.

Regulation 23. Pilot transfer arrangements

1 Application

• 1.1 Ships engaged on voyages in the course of which pilots are likely to be employed shall be provided with pilot transfer arrangements.

• 1.2 Equipment and arrangements for pilot transfer which are installed on or after 1 January 1994 shall comply with the requirements of this regulation, and due regard shall be paid to the standards adopted by the Organization.

• 1.3 Equipments and arrangements for pilot transfer which are provided on ships before 1 January 1994 shall at least comply with the requirements of regulation 17 of the International Convention for the Safety of Life at Sea, 1974 in force prior to that date, and due regard shall be paid to the standards adopted by the Organization prior to that date.

• 1.4 Equipment and arrangements which are replaced after 1 January 1994 shall, in so far as is reasonable and practicable, comply with the requirements of this regulation.

2 General

• 2.1 All arrangements used for pilot transfer shall efficiently fulfill their purpose of enabling pilots to embark and disembark safely. The appliances shall be kept clean, properly maintained and stowed and shall be regularly inspected to ensure that they are safe to use. They shall be used solely for the embarkation and disembarkation of personnel.

• 2.2 The rigging of the pilot transfer arrangements and the embarkation of a pilot shall be supervised by a responsible officer having means of communication with the navigation bridge who shall also arrange for the escort of the pilot by a safe route to and from the navigation bridge. Personnel engaged in rigging and operating any mechanical equipment shall be instructed in the safe procedures to be adopted and the equipment shall be tested prior to use.

3 Transfer arrangements

• 3.1 Arrangements shall be provided to enable the pilot to embark and disembark safely on either side of the ship.

• 3.2 In all ships where the distance from sea level to the point of access to, or egress from, the ship exceeds 9 m, and when it is intended to embark and disembark pilots by means of the accommodation ladder, or by means of mechanical pilot hoists or other equally safe and convenient means in conjunction with a pilot ladder, the ship shall carry such equipment on each side, unless the equipment is capable of being transferred for use on either side.

• 3.3 Safe and convenient access to, and egress from, the ship shall be provided by either:

  • .1 a pilot ladder requiring a climb of not less than 1.5 m and not more than 9 m above the surface of the water so positioned and secured that:

    • .1.1 it is clear of any possible discharges from the ship;

    • .1.2 it is within the parallel body length of the ship and, as far as is practicable, within the mid-ship half length of the ship;

    • .1.3 each step rests firmly against the ship's side; where constructional features, such as rubbing bands, would prevent the implementation of this provision, special arrangements shall, to the satisfaction of the Administration, be made to ensure that persons are able to embark and disembark safely;

    • .1.4 the single length of pilot ladder is capable of reaching the water from the point of access to, or egress from, the ship and due allowance is made for all conditions of loading and trim of the ship, and for an adverse list of 15°; the securing strong point, shackles and securing ropes shall be at least as strong as the side ropes;

  • .2 an accommodation ladder in conjunction with the pilot ladder, or other equally safe and convenient means, whenever the distance from the surface of the water to the point of access to the ship is more than 9 m. The accommodation ladder shall be sited leading aft. When in use, the lower end of the accommodation ladder shall rest firmly against the ship's side within the parallel body length of the ship and, as far as is practicable, within the mid-ship half length and clear of all discharges; or

  • .3 a mechanical pilot hoist so located that it is within the parallel body length of the ship and, as far as is practicable, within the mid-ship half length of the ship and clear of all discharges.

4 Access to the ship's deck

Means shall be provided to ensure safe, convenient and unobstructed passage for any person embarking on, or disembarking from, the ship between the head of the pilot ladder, or of any accommodation ladder or other appliance, and the ship's deck. Where such passage is by means of:

• .1 a gateway in the rails or bulwark, adequate handholds shall be provided;

• .2 a bulwark ladder, two handhold stanchions rigidly secures to the ship's structure at or near their bases and at higher points shall be fitted. The bulwark ladder shall be securely attached to the ship to prevent overturning.

5 Shipside doors

Shipside doors used for pilot transfer shall not open outwards.

6 Mechanical pilot hoists

• 6.1 The mechanical pilot hoist and its ancillary equipment shall be of a type approved by the Administration. The pilot hoist shall be designed to operate as a moving ladder to lift and lower one person on the side of the ship, or as a platform to lift and lower one or more persons on the side of the ship. It shall be of such design and construction as to ensure that the pilot can be embarked and disembarked in a safe manner, including a safe access from the hoist to the deck and vice versa. Such access shall be gained directly by a platform securely guarded by handrails.

• 6.2 Efficient hand gear shall be provided to lower or recover the person or persons carried, and kept ready for use in the event of power failure.

• 6.3 The hoist shall be securely attached to the structure of the ship. Attachment shall not be solely by means of the ship's side rails. Proper and strong attachment points shall be provided for hoists of the portable type on each side of the ship.

• 6.4 If belting is fitted in the way of the hoist position, such belting shall be cut back sufficiently to allow the hoist to operate against the ship's side.

• 6.5 A pilot ladder shall be rigged adjacent to the hoist and available for immediate use so that access to it is available from the hoist at any point of its travel. The pilot ladder shall be capable of reaching the sea level from its own point of access to the ship.

• 6.6 The position on the ship's side where the hoist will be lowered shall be indicated.

• 6.7 An adequate protected stowage position shall be provided for the portable hoist. In very cold weather, to avoid the danger of ice formation, the portable hoist shall not be rigged until its use is imminent.

7 Associated equipment

• 7.1 The following associated equipment shall be kept at hand ready for immediate use when persons are being transferred;

  • .1 two man-ropes of not less than 28 mm in diameter properly secured to the ship if required by the pilot;

  • .2 a lifebuoy equipped with a self-igniting light;

  • .3 a heaving line.

• 7.2 When required by paragraph 4, stanchions and bulwark ladders shall be provided.

8 Lighting

Adequate lighting shall be provided to illuminate the transfer arrangements overside, the position on deck where a person embarks or disembarks and the controls of the mechanical pilot hoist.

Regulation 24. Use of heading and/or track control systems

• 1 In areas of high traffic density, in conditions of restricted visibility and in all other hazardous navigational situations where heading and/or track control systems are in use, it shall be possible to establish manual control of the ship's steering immediately.

• 2 In circumstances as above, the officer in charge of the navigational watch shall have available without delay the services of a qualified helmsperson who shall be ready at all times to take over steering control.

• 3 The change-over from automatic to manual steering and vice versa shall be made by or under the supervision of a responsible officer.

• 4 The manual steering shall be tested after prolonged use of heading and/or track control systems, and before entering areas where navigation demands special caution.

Regulation 25. Operation of steering gear

In areas where navigation demands special caution, ships shall have more than one steering gear power unit in operation when such units are capable of simultaneous operation.

Regulation 26. Steering gear: Testing and drills

• 1 Within 12 hours before departure, the ship's steering gear shall be checked and tested by the ship's crew. The test procedure shall include, where applicable, the operation of the following:

  • .1 the main steering gear;

  • .2 the auxiliary steering gear;

  • .3 the remote steering gear control systems;

  • .4 the steering positions located on the navigation bridge;

  • .5 the emergency power supply;

  • .6 the rudder angle indicators in relation to the actual position of the rudder;

  • .7 the remote steering gear control system power failure alarms;

  • .8 the steering gear power unit failure alarms; and

  • .9 automatic isolating arrangements and other automatic equipment.

• 2 The checks and tests shall include:

  • .1 the full movement of the rudder according to the required capabilities of the steering gear;

  • .2 a visual inspection for the steering gear and its connecting linkage; and

  • .3 the operation of the means of communication between the navigation bridge and steering gear compartment.

• 3.1 Simple operating instructions with a block diagram showing the change-over procedures for remote steering gear control systems and steering gear power units shall be permanently displayed on the navigation bridge and in the steering compartment.

• 3.2 All ships' officers concerned with the operation and/or maintenance of steering gear shall be familiar with the operation of the steering systems fitted on the ship and with the procedures for changing from one system to another.

• 4 In addition to the routine checks and tests prescribed in paragraphs 1 and 2, emergency steering drills shall take place at least once every three months in order to practise emergency steering procedures. These drills shall include direct control within the steering gear compartment, the communications procedure with the navigation bridge and, where applicable the operation of alternative power supplies.

• 5 The Administration may waive the requirements to carry out the checks and tests prescribed in paragraphs 1 and 2 for ships which regularly engage on voyages of short duration. Such ships shall carry out these checks and tests at least once every week.

• 6 The date upon which the checks and tests prescribed in paragraphs 1 and 2 are carried out and the date and details of emergency steering drills carried out under paragraph 4, shall be recorded.

Regulation 27. Nautical charts and nautical publications

Nautical charts and nautical publications, such as sailing directions, lists of lights, notices to mariners, tide tables and all other nautical publications necessary for the intended voyage, shall be adequate and up to date.

Regulation 28. Records of navigational activities and daily reporting

• .1 All ships engaged on international voyages shall keep on board a record of navigational activities and incidents which are of importance to safety of navigation and which must contain sufficient detail to restore a complete record of the voyage, taking into account the recommendations adopted by the Organization. When such information is not maintained in the ship's log-book, it shall be maintained in another form approved by the Administration.

• .2 Each ship of 500 gross tonnage and above, engaged on international voyages exceeding 48 hours, shall submit a daily report to its company, as defined in regulation IX/1, which shall retain it and all subsequent daily reports for the duration of the voyage. Daily reports may be transmitted by any means, provided that they are transmitted to the company as soon as practicable after determination of the position named in the report. Automated reporting systems may be used, provided that they include a recording function of their transmission and that those functions and interfaces with position-fixing equipment are subjected to regular verification by the ship's master. The report shall contain the following:

  • .1 ship's position;

  • .2 ship's course and speed; and

  • .3 details of any external or internal conditions that are affecting the ship's voyage or the normal safe operation of the ship.

Regulation 29. Life-saving signals to be used by ships, aircraft or persons in distress

An illustrated table describing the life-saving signals shall be readily available to the officer of the watch of every ship to which this chapter applies. The signals shall be used by ships or persons in distress when communicating with life-saving stations, maritime rescue units and aircraft engaged in search and rescue operations.

Regulation 30. Operational limitations

• 1 This regulation applies to all passenger ships to which chapter I applies.

• 2 A list of all limitations on the operation of a passenger ship including exemptions from any of these regulations, restrictions in operating areas, weather restrictions, sea state restrictions, restrictions in permissible loads, trim, speed and any other limitations, whether imposed by the Administration or established during the design or the building stages, shall be compiled before the passenger ship is put in service. The list, together with any necessary explanations, shall be documented in a form acceptable to the Administration, which shall be kept on board readily available to the master. The list shall be kept updated. If the language used is not English or French, the list shall be provided in one of the two languages.

Regulation 31. Danger messages

• 1 The master of every ship which meets with dangerous ice, a dangerous derelict, or any other direct danger to navigation, or a tropical storm, or encounters sub-freezing air temperatures associated with gale force winds causing severe ice accretion on superstructures, or winds of force 10 or above on the Beaufort scale for which no storm warning has been received, is bound to communicate the information by all means at his disposal to ships in the vicinity, and also to the competent authorities. The form in which the information is sent is not obligatory. It may be transmitted either in plain language (preferably English) or by means of the International Code of Signals.

• 2 Each Contracting Government will take all steps necessary to ensure that when intelligence of any of the dangers specified in paragraph 1 is received, it will be promptly brought to the knowledge of those concerned and communicated to other interested Governments.

• 3 The transmission of messages respecting the dangers specified is free of cost to the ships concerned.

• 4 All radio messages issued under paragraph 1 shall be preceded by the safety signal, using the procedure as prescribed by the Radio Regulations as defined in regulation IV/2.

Regulation 32. Information required in danger messages

The following information is required in danger messages:

• 1 Ice, derelicts and other direct dangers to navigation:

  • .1 The kind of ice, derelict or danger observed.

  • .2 The position of the ice, derelict or danger when last observed.

  • .3 The time and date (Universal Co-ordinated Time) when the danger was last observed.

• 2 Tropical cyclones (storms)

  • .1 A statement that a tropical cyclone has been encountered. This obligation should be interpreted in a broad spirit, and information transmitted whenever the master has good reason to believe that a tropical cyclone is developing or exists in the neighbourhood.

  • .2 Time, date (Universal Co-ordinated Time) and position of ship when the observation was taken.

  • .3 As much of the following information as is practicable should be included in the message:

    • – barometric pressure, preferably corrected (stating millibars, millimetres, or inches, and whether corrected or uncorrected);

    • – barometric tendency (the change in barometric pressure during the past three hours);

    • – true wind direction;

    • – wind force (Beaufort scale);

    • – state of the sea (smooth, moderate, rough, high);

    • – swell (slight, moderate, heavy) and the true direction from which it comes. Period or length of swell (short, average, long) would also be of value;

    • – true course and speed of ship.

Subsequent observations

• 3 When a master has reported a tropical cyclone or other dangerous storm, it is desirable but not obligatory, that further observations be made and transmitted hourly, if practicable, but in any case at intervals of not more than 3 hours, so long as the ship remains under the influence of the storm.

• 4 Winds of force 10 or above on the Beaufort scale for which no storm warning has been received. This is intended to deal with storms other than the tropical cyclones referred to in paragraph 2; when such a storm is encountered, the message should contain similar information to that listed under the paragraph but excluding the details concerning sea and swell.

• 5 Sub-freezing air temperatures associated with gale force winds causing severe ice accretion on superstructures:

  • .1 Time and date (Universal Co-ordinated Time).

  • .2 Air temperature.

  • .3 Sea temperature (if practicable).

  • .4 Wind force and direction.

Examples

Ice

TTT ICE. LARGE BERG SIGHTED IN 4506 N, 4410W, AT 0800 UTC. MAY 15.

Derelicts

TTT DERELICT. OBSERVED DERELICT ALMOST SUBMERGED IN 4006 N, 1243 W, AT 1630 UTC. APRIL 21.

Danger to navigation

TTT NAVIGATION. ALPHA LIGHTSHIP NOT ON STATION. 1800 UTC. JANUARY 3.

Tropical cyclone

TTT STORM. 0030 UTC. AUGUST 18. 2004 N, 11354 E. BAROMETER CORRECTED 994 MILLIBARS, TENDENCY DOWN 6 MILLIBARS. WIND NW, FORCE 9, HEAVY SQUALLS. HEAVY EASTERLY SWELL. COURSE 067, 5 KNOTS.

TTT STORM. APPEARANCES INDICATE APPROACH OF HURRICANE. 1300 UTC. SEPTEMBER 14. 2200 N, 7236 W. BAROMETER CORRECTED 29.64 INCHES, TENDENCY DOWN .015 INCHES. WIND NE, FORCE 8, FREQUENT RAIN SQUALLS. COURSE 035, 9 KNOTS.

TTT STORM. CONDITIONS INDICATE INTENSE CYCLONE HAS FORMED. 0200 UTC. MAY 4. 1620 N, 9203 E. BAROMETER UNCORRECTED 753 MILLIMETRES, TENDENCY DOWN 5 MILLIMETRES. WIND S BY W, FORCE 5. COURSE 300, 8 KNOTS.

TTT STORM. TYPHOON TO SOUTHEAST. 0300 UTC. JUNE 12. 1812 N, 12605 E. BAROMETER FALLING RAPIDLY. WIND INCREASING FROM N.

TTT STORM. WIND FORCE 11, NO STORM WARNING RECEIVED. 0300 UTC. MAY 4. 4830 N, 30 W. BAROMETER CORRECTED 983 MILLIBARS, TENDENCY DOWN 4 MILLIBARS. WIND SW, FORCE 11 VEERING. COURSE 260, 6 KNOTS.

Icing

TTT EXPERIENCING SEVERE ICING. 1400 UTC. MARCH 2. 69 N, 10 W. AIR TEMPERATURE 18°F (-7.8°C). SEA TEMPERATURE 29°F (-1.7°C). WIND NE, FORCE 8.

Regulation 33. Distress situations: obligations and procedures

• 1 The master of a ship at sea which is in a position to be able to provide assistance on receiving information from any source that persons are in distress at sea, is bound to proceed with all speed to their assistance, if possible informing them or the search and rescue service that the ship is doing so. This obligation to provide assistance applies regardless of the nationality or status of such persons or the circumstances in which they are found. If the ship receiving the distress alert is unable or, in the special circumstances of the case, considers it unreasonable or unnecessary to proceed to their assistance, the master must enter in the log-book the reason for failing to proceed to the assistance of the persons in distress, taking into account the recommendation of the Organization, to inform the appropriate search and rescue service accordingly.

• 1-1 Contracting Governments shall co-ordinate and co-operate to ensure that masters of ships providing assistance by embarking onboard persons in distress at sea are released from their obligations with minimum further deviation from the ships’ intended voyage, provided that releasing the master of the ship from the obligations under the current regulation does not further endanger the safety of life at sea. The Contracting Government responsible for the search and rescue region in which such assistance is rendered shall exercise primary responsibility for ensuring such co-ordination and co-operation occurs, so that survivors assisted are disembarked from the assisting ship and delivered to a place of safety, taking into account the particular circumstances of the case and guidelines developed by the Organization. In these cases the relevant Contracting Governments shall arrange for such disembarkation to be effected as soon as reasonably practicable.

• 2 The master of a ship in distress or the search and rescue service concerned, after consultation, so far as may be possible, with the masters of ships which answer the distress alert, has the right to requisition one or more of those ships as the master of the ship in distress or the search and rescue service considers best able to render assistance, and it shall be the duty of the master or masters of the ship or ships requisitioned to comply with the requisition by continuing to proceed with all speed to the assistance of persons in distress.

• 3 Masters of ships shall be released from the obligation imposed by paragraph 1 on learning that their ships have not been requisitioned and that one or more other ships have been requisitioned and are complying with the requisition. This decision shall, if possible be communicated to the other requisitioned ships and to the search and rescue service.

• 4 The master of a ship shall be released from the obligation imposed by paragraph 1 and, if his ship has been requisitioned, from the obligation imposed by paragraph 2 on being informed by the persons in distress or by the search and rescue service or by the master of another ship which has reached such persons that assistance is no longer necessary.

• 5 The provisions of this regulation do not prejudice the Convention for the Unification of Certain Rules of Law Relating to Assistance and Salvage at Sea, signed at Brussels on 23 September 1910, particularly the obligation to render assistance imposed by article 11 of that Convention.

• 6 Masters of ships who have embarked persons in distress at sea shall treat them with humanity, within the capabilities and limitations of the ship.

Regulation 34. Safe navigation and avoidance of dangerous situations

• 1 Prior to proceeding to sea, the master shall ensure that the intended voyage has been planned using the appropriate nautical charts and nautical publications for the area concerned, taking into account the guidelines and recommendations developed by the Organization.

• 2 The voyage plan shall identify a route which:

  • .1 takes into account any relevant ships' routeing systems;

  • .2 ensures sufficient sea room for the safe passage of the ship throughout the voyage;

  • .3 anticipates all known navigational hazards and adverse weather conditions; and

  • .4 takes into account the marine environmental protection measures that apply, and avoids as far as possible actions and activities which could cause damage to the environment.

Regulation 34-1. Master’s discretion

The owner, the charterer, the company operating the ship as defined in regulation IX/1, or any other person shall not prevent or restrict the master of the ship from taking or executing any decision which, in the master’s professional judgement, is necessary for safety of life at sea and protection of the marine environment.

Regulation 35. Misuse of distress signals

The use of an international distress signal, except for the purpose of indicating that a person or persons are in distress, and the use of any signal which may be confused with an international distress signal, are prohibited.

Appendix to chapter V

Rules for the management, operation and financing of the North Atlantic Ice Patrol

• 1 In these Rules:

  • .1 Ice season means the annual period between February 15 and July 1.

  • .2 Region of icebergs guarded by the ice patrol means the south-eastern, southern and south-western limits of the region of icebergs in the vicinity of the Grand Banks of Newfoundland.

  • .3 Routes passing through regions of icebergs guarded by the Ice Patrol means:

    • .3.1 routes between Atlantic Coast ports of Canada (including inland ports approached from the North Atlantic through the Gut of Canso and Cabot Straits) and ports of Europe, Asia or Africa approached from the North Atlantic through or north of the Straits of Gibraltar (except routes which pass south of the extreme limits of ice of all types).

    • .3.2 routes via Cape Race, Newfoundland between Atlantic Coast ports of Canada (including inland ports approached from the North Atlantic through the Gut of Canso and Cabot Straits) west of Cape Race, Newfoundland and Atlantic Coast ports of Canada north of Cape Race, Newfoundland.

    • .3.3 routes between Atlantic and Gulf Coast ports of the United States of America (including inland ports approached from the North Atlantic through the Gut of Canso and Cabot straits) and ports of Europe, Asia or Africa approached from the North Atlantic through or north of the Straits of Gibraltar (except routes which pass south of the extreme limits of ice of all types).

    • .3.4 routes via Cape Race, Newfoundland between Atlantic and Gulf Coast ports of the United States of America (including inland ports approached from the North Atlantic through the Gut of Canso and Cabot Straits) and Atlantic Coast ports of Canada north of Cape Race, Newfoundland.

  • .4 Extreme limits of ice of all types in the North Atlantic Ocean is defined by a line connecting the following points:

    A – 42°23'.00N, 59°25'.00W	J – 39°49'.00N, 41°00'.00W
    B – 41°23'.00N, 57°00'.00W	K – 40°39'.00N, 39°00'.00W
    C – 40°47'.00N, 55°00'.00W	L – 41°19'.00N, 38°00'.00W
    D – 40°07'.00N, 53°00'.00W	M – 43°00'.00N, 37°27'.00W
    E – 39°18'.00N, 49°39'.00W	N – 44°00'.00N, 37°29'.00W
    F – 38°00'.00N, 47°35'.00W	O – 46°00'.00N, 37°55'.00W
    G – 37°41'.00N, 46°40'.00W	P – 48°00'.00N, 38°28'.00W
    H – 38°00'.00N, 45°33'.00W	Q – 50°00'.00N, 39°07'.00W
    I – 39°05'.00N, 43°00'.00W	R – 51°25'.00N, 39°45'.00W.

  • .5 Managing and operating means maintaining, administering and operating the Ice Patrol, including the dissemination of information received therefrom.

  • .6 Contributing Government means a Contracting Government undertaking to contribute to the costs of the ice patrol service pursuant to these Rules.

• 2 Each Contracting Government specially interested in these services whose ships pass through the region of icebergs during the ice season undertakes to contribute to the Government of the United States of America its proportionate share of the costs for the management and operation of the ice patrol service. The contribution to the Government of the United States of America shall be based on the ratio which the average annual gross tonnage of that contributing Government's ships passing through the region of icebergs guarded by the Ice Patrol during the previous three ice seasons bears to the combined average annual gross tonnage of all ships that passed through the region of icebergs guarded by the Ice Patrol during the previous three ice seasons.

• 3 All contributions shall be calculated by multiplying the ratio described in paragraph 2 by the average actual annual cost incurred by the Governments of the United States of America and Canada of managing and operating ice patrol services during the previous three years. This ratio shall be computed annually, and shall be expressed in terms of a lump sum per-annum fee.

• 4 Each of the contributing Governments has the right to alter or discontinue its contribution, and other interested Governments may undertake to contribute to the expense. The contributing Government which avails itself of this right will continue to be responsible for its current contribution up to 1 September following the date of giving notice of intention to alter or discontinue its contribution. To take advantage of the said right it must give notice to the managing Government at least six months before the said 1 September.

• 5 Each contributing Government shall notify the Secretary-General of its undertaking pursuant to paragraph 2, who shall notify all Contracting Governments.

• 6 The Government of the United States of America shall furnish annually to each contributing Government a statement of the total cost incurred by the Governments of the United States of America and Canada of managing and operating the Ice Patrol for that year and of the average percentage share for the past three years of each contributing Government.

• 7 The managing government shall publish annual accounts including a statement of costs incurred by the governments providing the services for the past three years and the total gross tonnage using the service for the past three years. The accounts shall be publicly available. Within three months after having received the cost statement, contributing Governments may request more detailed information regarding the costs incurred in managing and operating the Ice Patrol.

• 8 These Rules shall be operative beginning with the ice season of 2002.

CHAPTER VI. CARRIAGE OF CARGOES

PART A. - GENERAL PROVISIONS

Regulation 1. Application

• 1 This chapter applies to the carriage of cargoes (except liquids in bulk, gases in bulk and those aspects of carriage covered by other chapters) which, owing to their particular hazards to ships or persons on board, may require special precautions in all ships to which the present regulations apply and in cargo ships of less than 500 tons gross tonnage. However, for cargo ships of less than 500 tons gross tonnage, the Administration, if it considers that the sheltered nature and conditions of voyage are such as to render the application of any specific requirements of part A or B of this chapter unreasonable or unnecessary, may take other effective measures to ensure the required safety for these ships.

• 2 To supplement the provisions of parts A and B of this chapter, each Contracting Government shall ensure that appropriate information on cargo and its stowage and securing is provided, specifying, in particular, precautions necessary for the safe carriage of such cargoes.

Regulation 2. Cargo information

• 1 The shipper shall provide the master or his representative with appropriate information on the cargo sufficiently in advance of loading to enable the precautions which may be necessary for proper stowage and safe carriage of the cargo to be put into effect. Such information shall be confirmed in writing and by appropriate shipping documents prior to loading the cargo on the ship. For the purpose of this regulation the cargo information required in sub-chapter 1.9 of the Code of Safe Practice for Cargo Stowage and Securing, adopted by the Organization by resolution A.714(17), as may be amended, shall be provided. Any such amendment to sub-chapter 1.9 shall be 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 The cargo information shall include:

  • .1 in the case of general cargo, and of cargo carried in cargo units, a general description of the cargo, the gross mass of the cargo or of the cargo units, and any relevant special properties of the cargo;

  • .2 in the case of a bulk cargo, information on the stowage factor of the cargo, the trimming procedures, likelihood of shifting including angle of repose, if applicable, and any other relevant special properties. In the case of a concentrate or other cargo which may liquefy, additional information in the form of a certificate on the moisture content of the cargo and its transportable moisture limit;

  • .3 in the case of a bulk cargo not classified in accordance with the provisions of the IMDG Code, as defined in regulation VII/1.1, but which has chemical properties that may create a potential hazard, in addition to the information required by the preceding subparagraphs, information on its chemical properties.

• 3 Prior to loading cargo units on board ships, the shipper shall ensure that the gross mass of such units is in accordance with the gross mass declared on the shipping documents.

Regulation 3. Oxygen analysis and gas detection equipment

• 1 When transporting a bulk cargo which is liable to emit a toxic or flammable gas, or cause oxygen depletion in the cargo space, an appropriate instrument for measuring the concentration of gas or oxygen in the air shall be provided together with detailed instructions for its use. Such an instrument shall be to the satisfaction of the Administration.

• 2 The Administration shall take steps to ensure that crews of ships are trained in the use of such instruments.

Regulation 4. The use of pesticides in ships

Appropriate precautions shall be taken in the use of pesticides in ships, in particular for the purposes of fumigation.

Regulation 5. Stowage and securing

• 1 Cargo, cargo units and cargo transport units carried on or under deck shall be so loaded, stowed and secured as to prevent as far as is practicable, throughout the voyage, damage or hazard to the ship and the persons on board, and loss of cargo overboard.

• 2 Cargo, cargo units and cargo transport units shall be so packed and secured within the unit as to prevent, throughout the voyage, damage or hazard to the ship and the persons on board.

• 3 Appropriate precautions shall be taken during loading and transport of heavy cargoes or cargoes with abnormal physical dimensions to ensure that no structural damage to the ship occurs and to main adequate stability throughout the voyage.

• 4 Appropriate precautions shall be taken during loading and transport of cargo units and cargo transport units on board ro-ro ships, especially with regard to the securing arrangements on board such ships and on the cargo units and cargo transport units and with regard to the strength of the securing points and lashings.

• 5 Freight containers shall not be loaded to more than the maximum gross weight indicated on the Safety Approval Plate under the International Convention for Safe Containers (CSC), as amended.

• 6 All cargoes, other than solid and liquid bulk cargoes, cargo units and cargo transport units shall be loaded, stowed and secured throughout the voyage in accordance with the Cargo Securing Manual approved by the Administration. In ships with ro-ro spaces, as defined in regulation II-2/3.41, all securing of such cargoes, cargo units and cargo transport units, in accordance with the Cargo Securing Manual, shall be completed before the ship leaves the berth. The Cargo Securing Manual shall be drawn up to a standard at least equivalent to relevant guidelines developed by the Organization.

PART B. - CALCULATION OF ASSUMED HEELING MOMENTS

Regulation 6. Acceptability for shipment

• 1 Prior to loading a bulk cargo, the master shall be in possession of comprehensive information on the ship's stability and on the distribution of cargo for the standard loading conditions. The method of providing such information shall be to the satisfaction of the Administration.

• 2 Concentrates or other cargoes which may liquefy shall only be accepted for loading when the actual moisture content of the cargo is less than its transportable moisture limit. However, such concentrates and other cargoes may be accepted for loading even when their moisture content exceeds the above limit, provided that safety arrangements to the satisfaction of the Administration are made to ensure adequate stability in the case of cargo shifting and further provided that the ship has adequate structural integrity.

• 3 Prior to loading a bulk cargo which is not a cargo classified in accordance with the provisions of the IMDG Code, as defined in regulation VII/1.1 but which has chemical properties that may create a potential hazard, special precautions for its safe carriage shall be taken.

Regulation 7. Loading, unloading and stowage of bulk cargoes

• 1 For the purpose of this regulation, terminal representativemeans a person appointed by the terminal or other facility, where the ship is loading or unloading, who has responsibility for operations conducted by that terminal or facility with regard to the particular ship.terminal representativemeans a person appointed by the terminal or other facility, where the ship is loading or unloading, who has responsibility for operations conducted by that terminal or facility with regard to the particular ship.

• 2 To enable the master to prevent excessive stresses in the ship's structure, the ship shall be provided with a booklet, which shall be written in a language with which the ship's officers responsible for cargo operations are familiar. If this language is not English, the ship shall be provided with a booklet written also in the English language. The booklet shall, as a minimum, include:

  • .1 stability data, as required by regulation II–1/22;

  • .2 ballasting and deballasting rates and capacities;

  • .3 maximum allowable load per unit surface area of the tank top plating;

  • .4 maximum allowable load per hold;

  • .5 general loading and unloading instructions with regard to the strength of the ship's structure including any limitations on the most adverse operating conditions during loading, unloading, ballasting operations and the voyage;

  • .6 any special restrictions such as limitations on the most adverse operating conditions imposed by the Administration or organization recognised by it, if applicable; and

  • .7 where strength calculations are required, maximum permissible forces and moments on the ship's hull during loading, unloading and the voyage.

• 3 Before a solid bulk cargo is loaded or unloaded, the master and the terminal representative shall agree on a plan which shall ensure that the permissible forces and moments on the ship are not exceeded during loading or unloading, and shall include the sequence, quantity and rate of loading or unloading, taking into consideration the speed of loading or unloading, the number of pours and the deballasting or ballasting capability of the ship. The plan and any subsequent amendments thereto shall be lodged with the appropriate authority of the port State.

• 4 Bulk cargoes shall be loaded and trimmed reasonably level, as necessary, to the boundaries of the cargo space so as to minimize the risk of shifting and to ensure that adequate stability will be maintained throughout the voyage.

• 5 When bulk cargoes are carried in 'tween-decks, the hatchways of such 'tween-decks shall be closed in those cases where the loading information indicates an unacceptable level of stress of the bottom structure if the hatchways are left open. The cargo shall be trimmed reasonably level and shall either extend from side to side or be secured by additional longitudinal divisions of suffiicient strength. The safe load-carrying capacity of the 'tween-decks shall be observed to ensure that the deck-structure is not overloaded.

• 6 The master and terminal representative shall ensure that loading and unloading operations are conducted in accordance with the agreed plan.

• 7 If during loading or unloading any of the limits of the ship referred to in paragraph 2 are exceeded or are likely to become so if the loading or unloading continues, the master has the right to suspend operation and the obligation to notify accordingly the appropriate authority of the port State with which the plan has been lodged. The master and the terminal representative shall ensure that corrective action is taken. When unloading cargo, the master and terminal representative shall ensure that the unloading method does not damage the ship's structure.

• 8 The master shall ensure that ship's personnel continuously monitor cargo operations. Where possible, the ship's draught shall be checked regularly during loading or unloading to confirm the tonnage figures supplied. Each draught and tonnage observation shall be recorded in a cargo log-book. If significant deviations from the agreed plan are detected, cargo or ballast operations or both shall be adjusted to ensure that the deviations are corrected.

PART C. - GRAIN FITTINGS AND SECURING

Regulation 8. Definitions

For the purposes of this part, unless expressly provided otherwise:

• 1. “International Grain Code” means the International Code for the Safe Carriage of Grain in Bulk adopted by the Maritime Safety Committee of the Organization by resolution MSC.23(59) 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. The term “grain” includes wheat, maize (corn), oats, rye, barley, rice, pulses, seeds and processed forms thereof whose behaviour is similar to that of grain in its natural state.

Regulation 9. Requirements for cargo ships carrying grain

• 1 In addition to any other applicable requirements of the present regulations, a cargo ship carrying grain shall comply with the requirements of the International Grain Code, and hold a document of authorization as required by that Code. For the purpose of this regulation, the requirements of the Code shall be treated as mandatory.

• 2 A ship without such a document shall not load grain until the master satisfies the Administration, or the Contracting Government of the port of loading on behalf of the Administration, that the ship will comply with the requirements of the International Grain Code in its proposed loaded condition.

CHAPTER VII. CARRIAGE OF DANGEROUS GOODS

PART A. CARRIAGE OF DANGEROUS GOODS IN PACKAGED FORM

Regulation 1. Definitions

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

• 1 IMDG Code means the International Maritime Dangerous Goods (IMDG) Code adopted by the Maritime Safety Committee of the Organization by resolution MSC.122(75), 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 Dangerous goods mean the substances, materials and articles covered by the IMDG Code.

• 3 Packaged form means the form of containment specified in the IMDG Code.

Regulation 2. Application

• 1 Unless expressly provided otherwise, this part applies to the carriage of dangerous goods in packaged form in all ships to which the present regulations apply and in cargo ships of less than 500 gross tonnage.

• 2 The provisions of this part do not apply to ships' stores and equipment.

• 3 The carriage of dangerous goods in packaged form is prohibited except in accordance with the provisions of this chapter.

• 4 To supplement the provisions of this part, each Contracting Government shall issue, or cause to be issued, detailed instructions on emergency response and medical first aid relevant to incidents involving dangerous goods in packaged form, taking into account the guidelines developed by the Organization.

Regulation 3. Requirements for the carriage of dangerous goods

The carriage of dangerous goods in packaged form shall be in compliance with the relevant provisions of the IMDG Code.

Regulation 4. Documents

• 1 In all documents relating to the carriage of dangerous goods in packaged form by sea, the proper shipping name of the goods shall be used (trade names alone shall not be used) and the correct description given in accordance with the classification set out in the IMDG Code.

• 2 The transport documents prepared by the shipper shall include, or be accompanied by, a signed certificate or a declaration that the consignment, as offered for carriage, is properly packaged, marked, labelled or placarded, as appropriate, and in proper condition for carriage.

• 3 The person(s) responsible for the packing/loading of dangerous goods in a cargo transport unit shall provide a signed container/vehicle packing certificate stating that the cargo in the unit has been properly packed and secured and that all applicable transport requirements have been met. Such a certificate may be combined with the document referred to in paragraph 2.

• 4 Where there is due cause to suspect that a cargo transport unit in which dangerous goods are packed is not in compliance with the requirements of paragraph 2 or 3, or where a container/vehicle packing certificate is not available, the cargo transport unit shall not be accepted for carriage.

• 5 Each ship carrying dangerous goods in packaged form shall have a special list or manifest setting forth, in accordance with the classification set out in the IMDG Code, the dangerous goods on board and the location thereof. A detailed stowage plan, which identifies by class and sets out the location of all dangerous goods on board, may be used in place of such a special list or manifest. A copy of one of these documents shall be made available before departure to the person or organization designated by the port State authority.

Regulation 5. Cargo Securing Manual

Cargo, cargo units and cargo transport units, shall be loaded, stowed and secured throughout the voyage in accordance with the Cargo Securing Manual approved by the Administration. The Cargo Securing Manual shall be drawn up to a standard at least equivalent to the guidelines developed by the Organization.

Regulation 6. Reporting of incidents involving dangerous goods

• 1 When an incident takes place involving the loss or likely loss overboard of dangerous goods in packaged form into the sea, the master, or other person having charge of the ship, shall report the particulars of such an incident without delay and to the fullest extent possible to the nearest coastal State. The report shall be drawn up based on general principles and guidelines developed by the Organization.

• 2 In the event of the ship referred to in paragraph 1 being abandoned, or in the event of a report from such a ship being incomplete or unobtainable, the company, as defined in regulation IX/1.2, shall, to the fullest extent possible, assume the obligations placed upon the master by this regulation.

PART A-1. CARRIAGE OF DANGEROUS GOODS IN SOLID FORM IN BULK

Regulation 7. Definitions

Dangerous goods in solid form in bulk means any material, other than liquid or gas, consisting of a combination of particles, granules or any larger pieces of material, generally uniform in composition, which is covered by the IMDG Code and is loaded directly into the cargo spaces of a ship without any intermediate form of containment, and includes such materials loaded in a barge on a barge-carrying ship.

Regulation 7-1. Application

• 1 Unless expressly provided otherwise, this part applies to the carriage of dangerous goods in solid form in bulk in all ships, to which the present regulations apply and in cargo ships of less than 500 gross tonnage.

• 2 The carriage of dangerous goods in solid form in bulk is prohibited except in accordance with the provisions of this part.

• 3 To supplement the provisions of this part, each Contracting Government shall issue, or cause to be issued, detailed instructions on the safe carriage of dangerous goods in solid form in bulk which shall include instructions on emergency response and medical first aid relevant to incidents involving dangerous goods in solid form in bulk, taking into account the guidelines developed by the Organization.

Regulation 7-2. Documents

• 1 In all documents relating to the carriage of dangerous goods in solid form in bulk by sea, the bulk cargo shipping name of the goods shall be used (trade names alone shall not be used).

• 2 Each ship carrying dangerous goods in solid form in bulk shall have a special list or manifest setting forth the dangerous goods on board and the location thereof. A detailed stowage plan, which identifies by class and sets out the location of all dangerous goods on board, may be used in place of such a special list or manifest. A copy of one of these documents shall be made available before departure to the person or organization designated by the port State authority.

Regulation 7-3. Stowage and segregation requirements

• 1 Dangerous goods in solid form in bulk shall be loaded and stowed safely and appropriately in accordance with the nature of the goods. Incompatible goods shall be segregated from one another.

• 2 Dangerous goods in solid form in bulk which are liable to spontaneous heating or combustion shall not be carried unless adequate precautions have been taken to minimize the likelihood of the outbreak of fire.

• 3 Dangerous goods in solid form in bulk which give off dangerous vapours shall be stowed in a well ventilated cargo space.

Regulation 7-4. Reporting of incidents involving dangerous goods

• 1 When an incident takes place involving the loss or likely loss overboard of dangerous goods in solid form in bulk into the sea, the master, or other person having charge of the ship, shall report the particulars of such an incident without delay and to the fullest extent possible to the nearest coastal State. The report shall be drawn up based on general principles and guidelines developed by the Organization.

• 2 In the event of the ship referred to in paragraph 1 being abandoned, or in the event of a report from such a ship being incomplete or unobtainable, the company, as defined in regulation IX/1.2, shall, to the fullest extent possible, assume the obligations placed upon the master by this regulation.

PART B. - CONSTRUCTION AND EQUIPMENT OF SHIPS CARRYING DANGEROUS LIQUID CHEMICALS IN BULK

Regulation 8. Definitions

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

• 1. “International Bulk Chemical Code” means the International Code for the Construction and Equipment of Ships Carrying Dangerous Chemicals in Bulk adopted by the Maritime Safety Committee of the Organization by resolution MSC.4(48), 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 “Chemical tanker” means a cargo ship constructed or adapted and used for the carriage in bulk of any liquid product listed in chapter 17 of the International Bulk Chemical Code.

• 3 For the purpose of regulation 9, “ship constructed” means a ship the keel of which is laid or which is at a similar stage of construction.

• 4 “At 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 1% of the estimated mass of all structural material, whichever is less.

Regulation 9. Application to chemical tankers

• 1 Unless expressly provided otherwise, this part applies to chemical tankers constructed on or after 1 July 1986 including those of less than 500 tons gross tonnage. Such tankers shall comply with the requirements of this part in addition to any other applicable requirements of the present regulations.

• 2 Any chemical tanker, irrespective of the date of construction, which undergoes repairs, alterations, modifications and outfitting related thereto shall continue to comply with at least the requirements previously applicable to the ship. Such a ship, if constructed before 1 July 1986, shall, as a rule, comply with the requirements for a ship constructed on or after that date to at least the same extent as 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 a ship constructed on or after 1 July 1986 in so far as the Administration deems reasonable and practicable.

• 3 A ship, irrespective of the date of construction, which is converted to a chemical tanker shall be treated as a chemical tanker constructed on the date on which such conversion commenced.

Regulation 10. Requirements for chemical tankers

• 1 A chemical tanker shall comply with the requirements of the International Bulk Chemical Code and shall, in addition to the requirements of regulations I/8,I/9, and I/10, as applicable, be surveyed and certified as provided for in that Code.

• 2 A chemical tanker holding a certificate issued pursuant to the provisions of paragraph 1 shall be subject to the control established in regulation I/19. For this purpose such certificate shall be treated as a certificate issued under Regulation I/12 or I/13.

PART C. - CONSTRUCTION AND EQUIPMENT OF SHIPS CARRYING LIQUEFIED GASES IN BULK

Regulation 11. Definitions

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

• 1 “International Gas Carrier Code” means the International Code for the Construction and Equipment of Ships Carrying Liquefied Gases in Bulk as adopted by the Maritime Safety Committee of the Organization by resolution MSC.5(48), 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 “Gas carrier” means a cargo ship constructed or adapted and used for the carriage in bulk of any liquefied gas or other product listed in chapter 19 of the International Gas Carrier Code.

• 3 For the purpose of regulation 12, “ship constructed” means a ship the keel of which is laid or which is at a similar stage of construction.

• 4 “At 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 1% of the estimated mass of all structural material, whichever is less.

Regulation 12. Application to gas carriers

• 1 Unless expressly provided otherwise, this part applies to gas carriers constructed on or after 1 July 1986 including those of less than 500 tons gross tonnage. Such gas carriers shall comply with the requirements of this part in addition to any other applicable requirements of the present regulations.

• 2 Any gas carrier, irrespective of the date of construction, which undergoes repairs, alterations, modifications and outfitting related thereto shall continue to comply with at least the requirements previously applicable to the ship. Such a ship if constructed before 1 July 1986 shall, as a rule, comply with the requirements for a ship constructed on or after that date to at least the same extent as 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 a ship constructed on or after 1 July 1986 in so far as the Administration deems reasonable and practicable.

• 3 A ship, irrespective of the date of construction, which is converted to a gas carrier shall be treated as a gas carrier constructed on the date on which such conversion commenced.

Regulation 13. Requirements for gas carriers

• 1 Agas carrier shall comply with the requirements of the International Gas Carrier Code and shall, in addition to the requirements of regulations I/8, I/9 and I/10, as applicable, be surveyed and certified as provided for in that Code. For the purpose of this regulation, the requirements of the Code shall be treated as mandatory.

• 2 A gas carrier holding a certificate issued pursuant to the provisions of paragraph 1 shall be subject to the control established in regulation I/19. For this purpose such certificate shall be treated as a certificate issued under regulation I/12 or I/13.

PART D. SPECIAL REQUIREMENTS FOR THE CARRIAGE OF PACKAGED IRRADIATED NUCLEAR FUEL, PLUTONIUM AND HIGH-LEVEL RADIOACTIVE WASTES ON BOARD SHIPS

Regulation 14. Definitions

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

• 1 INF Code means the International Code for the Safe Carriage of Packaged Irradiated Nuclear Fuel, Plutonium and High-Level Radioactive Wastes on Board Ships, adopted by the Maritime Safety Committee of the Organization by resolution MSC.88(71), 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 INF cargo means packaged irradiated nuclear fuel, plutonium and high-level radioactive wastes carried as cargo in accordance with class 7 of the IMDG Code.

• 3 Irradiated nuclear fuel means material containing uranium, thorium and/or plutonium isotopes which has been used to maintain a self-sustaining nuclear chain reaction.

• 4 Plutonium means the resultant mixture of isotopes of that material extracted from irradiated nuclear fuel from reprocessing.

• 5 High-level radioactive wastes means liquid wastes resulting from the operation of the first stage extraction system or the concentrated wastes from subsequent extraction stages, in a facility for reprocessing irradiated nuclear fuel, or solids into which such liquid wastes have been converted.

Regulation 15. Application to ships carrying INF cargo

• 1 Except as provided for in paragraph 2, this part shall apply to all ships regardless of the date of construction and size, including cargo ships of less than 500 gross tonnage, engaged in the carriage of INF cargo.

• 2 This part and the INF Code do not apply to warships, naval auxiliary or other vessels owned or operated by a Contracting Government and used, for the time being, only on government non-commercial service; however, each Administration shall ensure, by the adoption of appropriate measures not impairing operations or operational capabilities of such ships owned or operated by it, that such ships carrying INF cargo act in a manner consistent, so far as reasonable and practicable, with this part and the INF Code.

• 3 Nothing in this part or the INF Code shall prejudice the rights and duties of governments under international law and any action taken to enforce compliance shall be consistent with international law.

Regulation 16. Requirements for ships carrying INF cargo

• 1 A ship carrying INF cargo shall comply with the requirements of the INF Code in addition to any other applicable requirements of the present regulations and shall be surveyed and certified as provided for in that Code.

• 2 A ship holding a certificate issued pursuant to the provisions of paragraph 1 shall be subject to the control established in regulations I/19 and XI/4. For this purpose, such certificate shall be treated as a certificate issued under regulation I/12 or I/13.

CHAPTER VIII. NUCLEAR SHIPS

Regulation 1. Application

This Chapter applies to all nuclear ships except ships of war.

Regulation 2. Application of other Chapters

The Regulations contained in the other Chapters of the present Convention apply to nuclear ships except as modified by this Chapter.

Regulation 3. Exemptions

A nuclear ship shall not, in any circumstances, be exempted from compliance with any Regulations of this Convention.

Regulation 4. Approval of Reactor Installation

The design, construction and standards of inspection and assembly of the reactor installation shall be subject to the approval and satisfaction of the Administration and shall take account of the limitations which will be imposed on surveys by the presence of radiation.

Regulation 5. Suitability of Reactor Installation for Service on Board Ship

The reactor installation shall be designed having regard to the special conditions of service on board ship both in normal and exceptional circumstances of navigation.

Regulation 6. Radiation Safety

The Administration shall take measures to ensure that there are no unreasonable radiation or other nuclear hazards, at sea or in port, to the crew, passengers or public, or to the waterways or food or water resources.

Regulation 7. Safety Assessment

• (a) A Safety Assessment shall be prepared to permit evaluation of the nuclear power plant and safety of the ship to ensure that there are no unreasonable radiation or other hazards, at sea or in port, to the crew, passengers or public, or to the waterways or food or water resources. The Administration, when satisfied, shall approve such Safety Assessment which shall always be kept up-to-date.

• (b) The Safety Assessment shall be made available sufficiently in advance to the Contracting Governments of the countries which a nuclear ship intends to visit so that they may evaluate the safety of the ship.

Regulation 8. Operating Manual

A fully detailed Operating Manual shall be prepared for the information and guidance of the operating personnel in their duties on all matters relating to the operation of the nuclear power plant and having an important bearing on safety. The Administration, when satisfied, shall approve such Operating Manual and a copy shall be kept on board the ship. The Operating Manual shall always be kept up-to-date.

Regulation 9. Surveys

Survey of nuclear ships shall include the applicable requirements of Regulation 7 of Chapter I, or of Regulations 8, 9 and 10 of Chapter I, except in so far as surveys are limited by the presence of radiation. In addition, the surveys shall include any special requirements of the Safety Assessment. They shall in all cases, notwithstanding the provisions of Regulations 8 and 10 of Chapter I, be carried out not less frequently than once a year.

Regulation 10. Certificates

• (a) The provisions of paragraph (a) of Regulation 12 of Chapter I and of Regulation 14 of Chapter I shall not apply to nuclear ships.

• (b) A Certificate, called a Nuclear Passenger Ship Safety Certificate shall be issued after inspection and survey to a nuclear passenger ship which complies with the requirements of Chapters II-1, II-2, III, IV and VIII, and any other relevant requirements of the present Regulations.

• (c) A Certificate, called a Nuclear Cargo Ship Safety Certificate shall be issued after inspection and survey to a nuclear cargo ship which satisfies the requirements for cargo ships on survey set out in Regulation 10 of Chapter I, and complies with the requirements of Chapters II-1, II-2, III, IV and VIII and any other relevant requirements of the present Regulations.

• (d) Nuclear Passenger Ship Safety Certificates and Nuclear Cargo Ship Safety Certificates shall state: “That the ship, being a nuclear ship, complied with all requirements of Chapter VIII of the Convention and conformed to the Safety Assessment approved for the ship”.

• (e) Nuclear Passenger Ship Safety Certificates and Nuclear Cargo Ship Safety Certificates shall be valid for a period of not more than 12 months.

• (f) Nuclear Passenger Ship Safety Certificates and Nuclear Cargo Ship Safety Certificates shall be issued either by the Administration or by any person or organization duly authorized by it. In every case, that Administration assumes full responsibility for the certificate.

Regulation 11. Special Control

In addition to the control established by Regulation 19 of Chapter I, nuclear ships shall be subject to special control before entering the ports and in the ports of Contracting Governments, directed towards verifying that there is on board a valid Nuclear Ship Safety Certificate and that there are no unreasonable radiation or other hazards at sea or in port, to the crew, passengers or public, or to the waterways or food or water resources.

Regulation 12. Casualties

In the event of any accident likely to lead to an environmental hazard the master of a nuclear ship shall immediately inform the Administration. The master shall also immediately inform the competent Governmental authority of the country in whose waters the ship may be, or whose waters the ship approaches in a damaged condition.

CHAPTER IX. MANAGEMENT FOR THE SAFE OPERATION OF SHIPS

Regulation 1. Definitions

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

• 1. ‘International Safety Management (ISM) Code’ means the International Management Code for the Safe Operation of Ships and for Pollution Prevention adopted by the Organization by resolution A.741(18), 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. ‘Company’ means the owner of the ship or any other organization or person such as the manager, or the bareboat charterer, who has assumed the responsibility for operation of the ship from the owner of the ship and who on assuming such responsibility has agreed to take over all the duties and responsibilities imposed by the International Safety Management Code.

• 3. ‘Oil tanker’ means an oil tanker as defined in regulation II-1/2.12.

• 4. ‘Chemical tanker’ means a chemical tanker as defined in regulation VII/8.2.

• 5. ‘Gas carrier’ means a gas carrier as defined in regulation VII/11.2.

• 6. ‘Bulk carrier’ means a ship which is constructed generally with single deck, top-side tanks and hopper side tanks in cargo spaces, and is intended primarily to carry dry cargo in bulk, and includes such types as ore carriers and combination carriers.

• 7. ‘Mobile offshore drilling unit (MODU)’ means a vessel capable of engaging in drilling operations for the exploration for or exploitation of resources beneath the sea-bed such as liquid or gaseous hydrocarbons, sulphur or salt.

• 8. ‘High speed craft’ means a craft as defined in regulation X/1.

Regulation 2. Application

• 1 This chapter applies to ships, regardless of the date of construction, as follows:

  • .1 passenger ships including passenger high speed craft, not later than 1 July 1998;

  • .2 oil tankers, chemical tankers, gas carriers, bulk carriers and cargo high speed craft of 500 gross tonnage and upwards, not later than 1 July 1998, and

  • .3 other cargo ships and mobile offshore drilling units of 500 gross tonnage and upwards, not later than 1 July 2002.

• 2 This chapter does not apply to government-operated ships used for non-commercial purposes.

Regulation 3. Safety management requirements

• 1 The company and the ship shall comply with the requirements of the International Safety Management Code. For the purpose of this regulation, the requirements of the Code shall be treated as mandatory.

• 2 The ship shall be operated by a company holding a Document of Compliance referred to in regulation 4.

Regulation 4. Certification

• 1 A Document of Compliance shall be issued to every company which complies with the requirements of the International Safety Management Code. This document shall be issued by the Administration, by an organization recognized by the Administration, or at the request of the Administration by another Contracting Government.

• 2 A copy of the Document of Compliance shall be kept on board the ship in order that the master can produce it on request for verification.

• 3 A Certificate, called a Safety Management Certificate, shall be issued to every ship by the Administration or an organization recognized by the Administration. The Administration or organization recognized by it shall, before issuing the Safety Management Certificate, verify that the company and its shipboard management operate in accordance with the approved safety management system.

Regulation 5. Maintenance of conditions

The safety management system shall be maintained in accordance with the provisions of the International Safety Management Code.

Regulation 6. Verification and control

• 1 The Administration, another Contracting Government at the request of the Administration or an organization recognized by the Administration shall periodically verify the proper functioning of the ship's safety management system.

• 2 a ship required to hold a certificate issued pursuant to the provisions of regulation 4.3 shall be subject to control in accordance with the provisions of regulation XI/4. For this purpose such certificate shall be treated as a certificate issued under regulation I/12 or I/13.

CHAPTER X. SAFETY MEASURES FOR HIGH SPEED CRAFT

Regulation 1. Definitions

For the purpose of this chapter:

• 1 High-Speed Craft Code, 1994 (1994 HSC Code) means the International Code of Safety for High-Speed Craft adopted by the Maritime Safety Committee of the Organization by resolution MSC.36(63), 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 High-Speed Craft Code, 2000 (2000 HSC Code) means the International Code of Safety for High-Speed Craft, 2000 adopted by the Maritime Safety Committee of the Organization by resolution MSC.97(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.

• 3 High-speed craft is a craft capable of a maximum speed, in metres per second (m/s), equal to or exceeding:

  • 3.7□^0.1667

  • where:

  • □ = volume of displacement corresponding to the design waterline (m³),

  • excluding craft the hull of which is supported completely clear above the water surface in non-displacement mode by aerodynamic forces generated by ground effect.

• 4 ‘Craft constructed’ means a craft the keel of which is laid or which is at a similar stage of construction.

• 5 ‘Similar stage of construction’ means a stage at which:

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

  • .2 assembly of that craft has commenced comprising at least 50 tonnes or 3% of the estimated mass of all structural material, whichever is the less.

Regulation 2. Application

• 1 This chapter applies to high speed craft constructed on or after 1 January 1996, as follows:

  • .1 passenger craft which do not proceed in the course of their voyage more than 4 h at operational speed from a place of refuge when fully laden; and

  • .2 cargo craft of 500 gross tonnage and upwards which do not proceed in the course of their voyage more than 8 h at operational speed from a place of refuge when fully laden.

• 2 Any craft, irrespective of the date of construction, which undergoes repairs, alterations, modifications and outfitting related thereto shall continue to comply with at least the requirements previously applicable to the craft. Such a craft, if constructed before 1 July 2002, shall, as a rule, comply with the requirements for a craft constructed on or after that date to at least the same extent as it 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 a craft constructed on or after 1 July 2002 in so far as the Administration deems reasonable and practicable.

Regulation 3. Requirements for high speed craft

• 1 Notwithstanding the provisions of chapters I to IV and regulations V/18, 19 and 20:

  • .1 a high-speed craft constructed on or after 1 January 1996 but before 1 July 2002 which complies with the requirements of the High-Speed Craft Code, 1994 in its entirety and which has been surveyed and certified as provided in that Code shall be deemed to have complied with the requirements of chapters I to IV and regulations V/18, 19 and 20. For the purpose of this regulation, the requirements of that Code shall be treated as mandatory.

  • .2 a high-speed craft constructed on or after 1 July 2002 which complies with the requirements of the High-Speed Craft Code, 2000 in its entirety and which has been surveyed and certified as provided in that Code shall be deemed to have complied with the requirements of chapters I to IV and regulations V/18, 19 and 20.

• 2 The certificates and permits issued under the High Speed Craft Code shall have the same force and the same recognition as the certificates issued under chapter I.

CHAPTER XI-1. SPECIAL MEASURES TO ENHANCE MARITIME SAFETY

Regulation 1. Authorization of recognized organizations

Organizations referred to in regulation I/6 shall comply with the Guidelines adopted by the Organization by resolution A.739(18), as may be amended by the Organization and the Specifications adopted by the Organization by resolution A.789(19), 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.

Regulation 2. Enhanced surveys

Bulk carriers as defined in regulation IX/1.6 and oil tankers as defined in regulation II-1/2.12 shall be subject to an enhanced programme of inspections in accordance with the guidelines adopted by the Assembly of the Organization by resolution A.744(18), 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.

Regulation 3. Ship identification number

(Paragraphs 4 and 5 apply to all ships to which this regulation applies. For ships constructed before 1 July 2004, the requirements of paragraphs 4 and 5 shall be complied with not later than the first scheduled dry-docking of the ship after 1 July 2004)

• 1 This regulation applies to all passenger ships of 100 gross tonnage and upwards and to all cargo ships of 300 gross tonnage and upwards.

• 2 Every ship shall be provided with an identification number which conforms to the IMO ship identification number scheme adopted by the Organization.

• 3 The ship's identification number shall be inserted on the certificates and certified copies thereof issued under regulation I/12 or regulation I/13.

• 4 The ship's identification number shall be permanently marked:

  • .1 in a visible place either on the stern of the ship or on either side of the hull, amidships port and starboard, above the deepest assigned load line or either side of the superstructure, port and starboard or on the front of the superstructure or, in the case of passenger ships, on a horizontal surface visible from the air; and

  • .2 in an easily accessible place either on one of the end transverse bulkheads of the machinery spaces, as defined in regulation II-2/3.30, or on one of the hatchways or, in the case of tankers, in the pump-room or, in the case of ships with ro-ro spaces, as defined in regulation II-2/3.41, on one of the end transverse bulkheads of the ro-ro spaces.

• 5.1 The permanent marking shall be plainly visible, clear of any other markings on the hull and shall be painted in a contrasting colour.

• 5.2 The permanent marking referred to in paragraph 4.1 shall be not less than 200 mm in height. The permanent marking referred to in paragraph 4.2 shall not be less than 100 mm in height. The width of the marks shall be proportionate to the height.

• 5.3 The permanent marking may be made by raised lettering or by cutting it in or by centre punching it or by any other equivalent method of marking the ship identification number which ensures that the marking is not easily expunged.

• 5.4 On ships constructed of material other than steel or metal, the Administration shall approve the method of marking the ship identification number.

Regulation 4. Port State control on operational requirements

• 1 A ship when in a port of another Contracting Government is subject to control by officers duly authorized by such Government concerning operational requirements in respect of the safety of ships, when there are clear grounds for believing that the master or crew are not familiar with essential shipboard procedures relating to the safety of ships.

• 2 In the circumstances defined in paragraph 1 of this regulation, the Contracting Government carrying out the control shall take such steps as will ensure that the ship shall not sail until the situation has been brought to order in accordance with the requirements of the present Convention.

• 3 Procedures relating to the port State control prescribed in regulation I/19 shall apply to this regulation.

• 4 Nothing in the present regulation shall be construed to limit the rights and obligations of a Contracting Government carrying out control over operational requirements specifically provided for in the regulations.

Regulation 5. Continuous Synopsis Record

• 1 Every ship to which chapter I applies shall be issued with a Continuous Synopsis Record.

• 2.1 The Continuous Synopsis Record is intended to provide an on-board record of the history of the ship with respect to the information recorded therein.

• 2.2 For ships constructed before 1 July 2004, the Continuous Synopsis Record shall, at least, provide the history of the ship as from 1 July 2004.

• 3 The Continuous Synopsis Record shall be issued by the Administration to each ship that is entitled to fly its flag and it shall contain, at least, the following information:

  • .1 the name of the State whose flag the ship is entitled to fly;

  • .2 the date on which the ship was registered with that State;

  • .3 the ship's identification number in accordance with regulation 3;

  • .4 the name of the ship;

  • .5 the port at which the ship is registered;

  • .6 the name of the registered owner(s) and their registered address(es);

  • .7 the name of the registered bareboat charterer(s) and their registered address(es), if applicable;

  • .8 the name of the Company, as defined in regulation IX/1, its registered address and the address(es) from where it carries out the safety management activities;

  • .9 the name of all classification society(ies) with which the ship is classed;

  • .10 the name of the Administration or of the Contracting Government or of the recognized organization which has issued the Document of Compliance (or the Interim Document of Compliance), specified in the ISM Code as defined in regulation IX/1, to the Company operating the ship and the name of the body which has carried out the audit on the basis of which the document was issued, if other than that issuing the document;

  • .11 the name of the Administration or of the Contracting Government or of the recognized organization that has issued the Safety Management Certificate (or the Interim Safety Management Certificate), specified in the ISM Code as defined in regulation IX/1, to the ship and the name of the body which has carried out the audit on the basis of which the certificate was issued, if other than that issuing the certificate;

  • .12 the name of the Administration or of the Contracting Government or of the recognized security organization that has issued the International Ship Security Certificate (or an Interim International Ship Security Certificate), specified in part A of the ISPS Code as defined in regulation XI-2/1, to the ship and the name of the body which has carried out the verification on the basis of which the certificate was issued, if other than that issuing the certificate; and

  • .13 the date on which the ship ceased to be registered with that State.

• 4.1 Any changes relating to the entries referred to in paragraphs 3.4 to 3.12 shall be recorded in the Continuous Synopsis Record so as to provide updated and current information together with the history of the changes.

• 4.2 In case of any changes relating to the entries referred to in paragraph 4.1, the Administration shall issue, as soon as is practically possible but not later than three months from the date of the change, to the ships entitled to fly its flag either a revised and updated version of the Continuous Synopsis Record or appropriate amendments thereto.

• 4.3 In case of any changes relating to the entries referred to in paragraph 4.1, the Administration, pending the issue of a revised and updated version of the Continuous Synopsis Record, shall authorise and require either the Company as defined in regulation IX/1 or the master of the ship to amend the Continuous Synopsis Record to reflect the changes. In such cases, after the Continuous Synopsis Record has been amended the Company shall, without delay, inform the Administration accordingly.

• 5.1 The Continuous Synopsis Record shall be in English, French or Spanish language. Additionally, a translation of the Continuous Synopsis Record into the official language or languages of the Administration may be provided.

• 5.2 The Continuous Synopsis Record shall be in the format developed by the Organization and shall be maintained in accordance with guidelines developed by the Organization. Any previous entries in the Continuous Synopsis Record shall not be modified, deleted or, in any way, erased or defaced.

• 6 Whenever a ship is transferred to the flag of another State or the ship is sold to another owner (or is taken over by another bareboat charterer) or another Company assumes the responsibility for the operation of the ship, the Continuous Synopsis Record shall be left on board.

• 7 When a ship is to be transferred to the flag of another State, the Company shall notify the Administration of the name of the State under whose flag the ship is to be transferred so as to enable the Administration to forward to that State a copy of the Continuous Synopsis Record covering the period during which the ship was under their jurisdiction.

• 8 When a ship is transferred to the flag of another State the Government of which is a Contracting Government, the Contracting Government of the State whose flag the ship was flying hitherto shall transmit to the Administration as soon as possible after the transfer takes place a copy of the relevant Continuous Synopsis Record covering the period during which the ship was under their jurisdiction together with any Continuous Synopsis Records previously issued to the ship by other States.

• 9 When a ship is transferred to the flag of another State, the Administration shall append the previous Continuous Synopsis Records to the Continuous Synopsis Record the Administration will issue to the ship so to provide the continuous history record intended by this regulation.

• 10 The Continuous Synopsis Record shall be kept on board the ship and shall be available for inspection at all times.

CHAPTER XI-2. SPECIAL MEASURES TO ENHANCE MARITIME SECURITY

Regulation 1. Definitions

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

  • .1 Bulk carrier means a bulk carrier as defined in regulation IX/1.6.

  • .2 Chemical tanker means a chemical tanker as defined in regulation VII/8.2.

  • .3 Gas carrier means a gas carrier as defined in regulation VII/11.2.

  • .4 High-speed craft means a craft as defined in regulation X/1.2.

  • .5 Mobile offshore drilling unit means a mechanically propelled mobile offshore drilling unit, as defined in regulation IX/1, not on location.

  • .6 Oil tanker means an oil tanker as defined in regulation II-1/2.12.

  • .7 Company means a Company as defined in regulation IX/1.

  • .8 Ship/port interface means the interactions that occur when a ship is directly and immediately affected by actions involving the movement of persons, goods or the provisions of port services to or from the ship.

  • .9 Port facility is a location, as determined by the Contracting Government or by the Designated Authority, where the ship/port interface takes place. This includes areas such as anchorages, waiting berths and approaches from seaward, as appropriate.

  • .10 Ship-to-ship activity means any activity not related to a port facility that involves the transfer of goods or persons from one ship to another.

  • .11 Designated Authority means the organization(s) or the administration(s) identified, within the Contracting Government, as responsible for ensuring the implementation of the provisions of this chapter pertaining to port facility security and ship/port interface, from the point of view of the port facility.

  • .12 International Ship and Port Facility Security (ISPS) Code means the International Code for the Security of Ships and of Port Facilities consisting of 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, on 12 December 2002, by resolution 2 of the Conference of Contracting Governments to the International Convention for the Safety of Life at Sea, 1974 as may be amended by the Organization, provided that:

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

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

  • .13 Security incident means any suspicious act or circumstance threatening the security of a ship, including a mobile offshore drilling unit and a high speed craft, or of a port facility or of any ship/port interface or any ship-to-ship activity.

  • .14 Security level means the qualification of the degree of risk that a security incident will be attempted or will occur.

  • .15 Declaration of security means an agreement reached between a ship and either a port facility or another ship with which it interfaces specifying the security measures each will implement.

  • .16 Recognized security organization means an organization with appropriate expertise in security matters and with appropriate knowledge of ship and port operations authorized to carry out an assessment, or a verification, or an approval or a certification activity, required by this chapter or by part A of the ISPS Code.

• 2 The term “ship”, when used in regulations 3 to 13, includes mobile offshore drilling units and high-speed craft.

• 3 The term “all ships”, when used in this chapter, means any ship to which this chapter applies.

• 4 The term “Contracting Government”, when used in regulations 3, 4, 7, 10, 11, 12 and 13 includes a reference to the “Designated Authority”.

Regulation 2. Application

• 1 This chapter applies to:

  • .1 the following types of ships engaged on international voyages:

    • .1.1 passenger ships, including high-speed passenger craft;

    • .1.2 cargo ships, including high-speed craft, of 500 gross tonnage and upwards; and

    • .1.3 mobile offshore drilling units; and

  • .2 port facilities serving such ships engaged on international voyages.

• 2 Notwithstanding the provisions of paragraph 1.2, Contracting Governments shall decide the extent of application of this chapter and of the relevant sections of part A of the ISPS Code to those port facilities within their territory which, although used primarily by ships not engaged on international voyages, are required, occasionally, to serve ships arriving or departing on an international voyage.

  • 2.1 Contracting Governments shall base their decisions, under paragraph 2, on a port facility security assessment carried out in accordance with the provisions of part A of the ISPS Code.

  • 2.2 Any decision which a Contracting Government makes, under paragraph 2, shall not compromise the level of security intended to be achieved by this chapter or by part A of the ISPS Code.

• 3 This chapter does not apply to warships, naval auxiliaries or other ships owned or operated by a Contracting Government and used only on Government non-commercial service.

• 4 Nothing in this chapter shall prejudice the rights or obligations of States under international law.

Regulation 3. Obligations of Contracting Governments with respect to security

• 1 Administrations shall set security levels and ensure the provision of security level information to ships entitled to fly their flag. When changes in security level occur, security level information shall be updated as the circumstance dictates.

• 2 Contracting Governments shall set security levels and ensure the provision of security level information to port facilities within their territory, and to ships prior to entering a port or whilst in a port within their territory. When changes in security level occur, security level information shall be updated as the circumstance dictates.

Regulation 4. Requirements for Companies and ships

• 1 Companies shall comply with the relevant requirements of this chapter and of part A of the ISPS Code taking into account the guidance given in part B of the ISPS Code.

• 2 Ships shall comply with the relevant requirements of this chapter and of part A of the ISPS Code, taking into account the guidance given in part B of the ISPS Code, and such compliance shall be verified and certified as provided for in part A of the ISPS Code.

• 3 Prior to entering a port or whilst in a port within the territory of a Contracting Government, a ship shall comply with the requirements for the security level set by that Contracting Government, if such security level is higher than the security level set by the Administration for that ship.

• 4 Ships shall respond without undue delay to any change to a higher security level.

• 5 Where a ship is not in compliance with the requirements of this chapter or of part A of the ISPS Code, or cannot comply with the requirements of the security level set by the Administration or by another Contracting Government and applicable to that ship, then the ship shall notify the appropriate competent authority prior to conducting any ship/port interface or prior to entry into port, whichever occurs earlier.

Regulation 5. Specific responsibility of Companies

The Company shall ensure that the master has available on board, at all times, information through which officers duly authorised by a Contracting Government can establish:

• .1 who is responsible for appointing the members of the crew or other persons currently employed or engaged on board the ship in any capacity on the business of that ship;

• .2 who is responsible for deciding the employment of the ship; and

• .3 in cases where the ship is employed under the terms of charter party(ies), who are the parties to such charter party(ies).

Regulation 6. Ship security alert system

• 1 All ships shall be provided with a ship security alert system, as follows:

  • .1 ships constructed on or after 1 July 2004;

  • .2 passenger ships, including high-speed passenger craft, constructed before 1 July 2004, not later than the first survey of the radio installation after 1 July 2004;

  • .3 oil tankers, chemical tankers, gas carriers, bulk carriers and cargo high speed craft, of 500 gross tonnage and upwards constructed before 1 July 2004, not later than the first survey of the radio installation after 1 July 2004; and

  • .4 other cargo ships of 500 gross tonnage and upward and mobile offshore drilling units constructed before 1 July 2004, not later than the first survey of the radio installation after 1 July 2006.

• 2 The ship security alert system, when activated, shall:

  • .1 initiate and transmit a ship-to-shore security alert to a competent authority designated by the Administration, which in these circumstances may include the Company, identifying the ship, its location and indicating that the security of the ship is under threat or it has been compromised;

  • .2 not send the ship security alert to any other ships;

  • .3 not raise any alarm on-board the ship; and

  • .4 continue the ship security alert until deactivated and/or reset.

• 3 The ship security alert system shall:

  • .1 be capable of being activated from the navigation bridge and in at least one other location; and

  • .2 conform to performance standards not inferior to those adopted by the Organization.

• 4 The ship security alert system activation points shall be designed so as to prevent the inadvertent initiation of the ship security alert.

• 5 The requirement for a ship security alert system may be complied with by using the radio installation fitted for compliance with the requirements of chapter IV, provided all requirements of this regulation are complied with.

• 6 When an Administration receives notification of a ship security alert, that Administration shall immediately notify the State(s) in the vicinity of which the ship is presently operating.

• 7 When a Contracting Government receives notification of a ship security alert from a ship which is not entitled to fly its flag, that Contracting Government shall immediately notify the relevant Administration and, if appropriate, the State(s) in the vicinity of which the ship is presently operating.

Regulation 7. Threats to ships

• 1 Contracting Governments shall set security levels and ensure the provision of security-level information to ships operating in their territorial sea or having communicated an intention to enter their territorial sea.

• 2 Contracting Governments shall provide a point of contact through which such ships can request advice or assistance and to which such ships can report any security concerns about other ships, movements or communications.

• 3 Where a risk of attack has been identified, the Contracting Government concerned shall advise the ships concerned and their Administrations of:

  • .1 the current security level;

  • .2 any security measures that should be put in place by the ships concerned to protect themselves from attack, in accordance with the provisions of part A of the ISPS Code; and

  • .3 security measures that the coastal State has decided to put in place, as appropriate.

Regulation 8. Master's discretion for ship safety and security

• 1 The master shall not be constrained by the Company, the charterer or any other person from taking or executing any decision which, in the professional judgement of the master, is necessary to maintain the safety and security of the ship. This includes denial of access to persons (except those identified as duly authorized by a Contracting Government) or their effects and refusal to load cargo, including containers or other closed cargo transport units.

• 2 If, in the professional judgement of the master, a conflict between any safety and security requirements applicable to the ship arises during its operations, the master shall give effect to those requirements necessary to maintain the safety of the ship. In such cases, the master may implement temporary security measures and shall forthwith inform the Administration and, if appropriate, the Contracting Government in whose port the ship is operating or intends to enter. Any such temporary security measures under this regulation shall, to the highest possible degree, be commensurate with the prevailing security level. When such cases are identified, the Administration shall ensure that such conflicts are resolved and that the possibility of recurrence is minimised.

Regulation 9. Control and compliance measures

• 1 Control of ships in port

  • 1.1 For the purpose of this chapter, every ship to which this chapter applies is subject to control when in a port of another Contracting Government by officers duly authorised by that Government, who may be the same as those carrying out the functions of regulation I/19. Such control shall be limited to verifying that there is onboard a valid International Ship Security Certificate or a valid Interim International Ships Security Certificate issued under the provisions of part A of the ISPS Code (Certificate), which if valid shall be accepted, unless there are clear grounds for believing that the ship is not in compliance with the requirements of this chapter or part A of the ISPS Code.

  • 1.2 When there are such clear grounds, or where no valid Certificate is produced when required, the officers duly authorized by the Contracting Government shall impose any one or more control measures in relation to that ship as provided in paragraph 1.3. Any such measures imposed must be proportionate, taking into account the guidance given in part B of the ISPS Code.

  • 1.3 Such control measures are as follows: inspection of the ship, delaying the ship, detention of the ship, restriction of operations including movement within the port, or expulsion of the ship from port. Such control measures may additionally or alternatively include other lesser administrative or corrective measures.

• 2 Ships intending to enter a port of another Contracting Government

  • 2.1 For the purpose of this chapter, a Contracting Government may require that ships intending to enter its ports provide the following information to officers duly authorized by that Government to ensure compliance with this chapter prior to entry into port with the aim of avoiding the need to impose control measures or steps:

    • .1 that the ship possesses a valid Certificate and the name of its issuing authority;

    • .2 the security level at which the ship is currently operating;

    • .3 the security level at which the ship operated in any previous port where it has conducted a ship/port interface within the timeframe specified in paragraph 2.3;

    • .4 any special or additional security measures that were taken by the ship in any previous port where it has conducted a ship/port interface within the timeframe specified in paragraph 2.3;

    • .5 that the appropriate ship security procedures were maintained during any ship to ship activity within the timeframe specified in paragraph 2.3; or

    • .6 other practical security-related information (but not details of the ship security plan), taking into account the guidance given in part B of the ISPS Code.

    If requested by the Contracting Government, the ship or the Company shall provide confirmation, acceptable to that Contracting Government, of the information required above.

  • 2.2 Every ship to which this chapter applies intending to enter the port of another Contracting Government shall provide the information described in paragraph 2.1 on the request of the officers duly authorized by that Government. The master may decline to provide such information on the understanding that failure to do so may result in denial of entry into port.

  • 2.3 The ship shall keep records of the information referred to in paragraph 2.1 for the last 10 calls at port facilities.

  • 2.4 If, after receipt of the information described in paragraph 2.1, officers duly authorised by the Contracting Government of the port in which the ship intends to enter have clear grounds for believing that the ship is in non-compliance with the requirements of this chapter or part A of the ISPS Code, such officers shall attempt to establish communication with and between the ship and the Administration in order to rectify the non-compliance. If such communication does not result in rectification, or if such officers have clear grounds otherwise for believing that the ship is in non-compliance with the requirements of this chapter or part A of the ISPS Code, such officers may take steps in relation to that ship as provided in paragraph 2.5. Any such steps taken must be proportionate, taking into account the guidance given in part B of the ISPS Code.

  • 2.5 Such steps are as follows:

    • .1 a requirement for the rectification of the non-compliance;

    • .2 a requirement that the ship proceed to a location specified in the territorial sea or internal waters of that Contracting Government;

    • .3 inspection of the ship, if the ship is in the territorial sea of the Contracting Government the port of which the ship intends to enter; or

    • .4 denial of entry into port.

      Prior to initiating any such steps, the ship shall be informed by the Contracting Government of its intentions. Upon this information the master may withdraw the intention to enter that port. In such cases, this regulation shall not apply.

• 3 Additional provisions

  • 3.1 In the event:

    • .1 of the imposition of a control measure, other than a lesser administrative or corrective measure, referred to in paragraph 1.3; or

    • .2 any of the steps referred to in paragraph 2.5 are taken,

      an officer duly authorized by the Contracting Government shall forthwith inform in writing the Administration specifying which control measures have been imposed or steps taken and the reasons thereof. The Contracting Government imposing the control measures or steps shall also notify the recognized security organization, which issued the Certificate relating to the ship concerned and the Organization when any such control measures have been imposed or steps taken.

  • 3.2 When entry into port is denied or the ship is expelled from port, the authorities of the port State should communicate the appropriate facts to the authorities of the State of the next appropriate ports of call, when known, and any other appropriate coastal States, taking into account guidelines to be developed by the Organization. Confidentiality and security of such notification shall be ensured.

  • 3.3 Denial of entry into port, pursuant to paragraphs 2.4 and 2.5, or expulsion from port, pursuant to paragraphs 1.1 to 1.3, shall only be imposed where the officers duly authorized by the Contracting Government have clear grounds to believe that the ship poses an immediate threat to the security or safety of persons, or of ships or other property and there are no other appropriate means for removing that threat.

  • 3.4 The control measures referred to in paragraph 1.3 and the steps referred to in paragraph 2.5 shall only be imposed, pursuant to this regulation, until the non-compliance giving rise to the control measures or steps has been corrected to the satisfaction of the Contracting Government, taking into account actions proposed by the ship or the Administration, if any.

  • 3.5 When Contracting Governments exercise control under paragraph 1 or take steps under paragraph 2:

    • .1 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; and

    • .2 necessary access to the ship shall not be prevented for emergency or humanitarian reasons and for security purposes.

Regulation 10. Requirements for port facilities

• 1 Port facilities shall comply with the relevant requirements of this chapter and part A of the ISPS Code, taking into account the guidance given in part B of the ISPS Code.

• 2 Contracting Governments with a port facility or port facilities within their territory, to which this regulation applies, shall ensure that:

  • .1 port facility security assessments are carried out, reviewed and approved in accordance with the provisions of part A of the ISPS Code; and

  • .2 port facility security plans are developed, reviewed, approved and implemented in accordance with the provisions of part A of the ISPS Code.

• 3 Contracting Governments shall designate and communicate the measures required to be addressed in a port facility security plan for the various security levels, including when the submission of a Declaration of Security will be required.

Regulation 11. Alternative security agreements

• 1 Contracting Governments may, when implementing this chapter and part A of the ISPS Code, conclude in writing bilateral or multilateral agreements with other Contracting Governments on alternative security arrangements covering short international voyages on fixed routes between port facilities located within their territories.

• 2 Any such agreement shall not compromise the level of security of other ships or of port facilities not covered by the agreement.

• 3 No ship covered by such an agreement shall conduct any ship-to-ship activities with any ship not covered by the agreement.

• 4 Such agreements shall be reviewed periodically, taking into account the experience gained as well as any changes in the particular circumstances or the assessed threats to the security of the ships, the port facilities or the routes covered by the agreement.

Regulation 12. Equivalent security arrangements

• 1 An Administration may allow a particular ship or a group of ships entitled to fly its flag to implement other security measures equivalent to those prescribed in this chapter or in part A of the ISPS Code, provided such security measures are at least as effective as those prescribed in this chapter or part A of the ISPS Code. The Administration, which allows such security measures, shall communicate to the Organization particulars thereof.

• 2 When implementing this chapter and part A of the ISPS Code, a Contracting Government may allow a particular port facility or a group of port facilities located within its territory, other than those covered by an agreement concluded under regulation 11, to implement security measures equivalent to those prescribed in this chapter or in Part A of the ISPS Code, provided such security measures are at least as effective as those prescribed in this chapter or part A of the ISPS Code. The Contracting Government, which allows such security measures, shall communicate to the Organization particulars thereof.

Regulation 13. Communication of information

• 1 Contracting Governments shall, not later than 1 July 2004, communicate to the Organization and shall make available for the information of Companies and ships:

  • .1 the names and contact details of their national authority or authorities responsible for ship and port facility security;

  • .2 the locations within their territory covered by the approved port facility security plans.

  • .3 the names and contact details of those who have been designated to be available at all times to receive and act upon the ship-to-shore security alerts, referred to in regulation 6.2.1;

  • .4 the names and contact details of those who have been designated to be available at all times to receive and act upon any communications from Contracting Governments exercising control and compliance measures, referred to in regulation 9.3.1; and

  • .5 the names and contact details of those who have been designated to be available at all times to provide advice or assistance to ships and to whom ships can report any security concerns, referred to in regulation 7.2; and thereafter update such information as and when changes relating thereto occur. The Organization shall circulate such particulars to other Contracting Governments for the information of their officers.

• 2 Contracting Governments shall, not later than 1 July 2004, communicate to the Organization the names and contact details of any recognized security organizations authorized to act on their behalf together with details of the specific responsibility and conditions of authority delegated to such organizations. Such information shall be updated as and when changes relating thereto occur. The Organization shall circulate such particulars to other Contracting Governments for the information of their officers.

• 3 Contracting Governments shall, not later than 1 July 2004, communicate to the Organization a list showing the approved port facility security plans for the port facilities located within their territory together with the location or locations covered by each approved port facility security plan and the corresponding date of approval and thereafter shall further communicate when any of the following changes take place:

  • .1 changes in the location or locations covered by an approved port facility security plan are to be introduced or have been introduced. In such cases the information to be communicated shall indicate the changes in the location or locations covered by the plan and the date as of which such changes are to be introduced or were implemented;

  • .2 an approved port facility security plan, previously included in the list submitted to the Organization, is to be withdrawn or has been withdrawn. In such cases, the information to be communicated shall indicate the date on which the withdrawal will take effect or was implemented. In these cases, the communication shall be made to the Organization as soon as is practically possible; and

  • .3 additions are to be made to the list of approved port facility security plans. In such cases, the information to be communicated shall indicate the location or locations covered by the plan and the date of approval.

• 4 Contracting Governments shall, at five year intervals after 1 July 2004, communicate to the Organization a revised and updated list showing all the approved port facility security plans for the port facilities located within their territory together with the location or locations covered by each approved port facility security plan and the corresponding date of approval (and the date of approval of any amendments thereto) which will supersede and replace all information communicated to the Organization, pursuant to paragraph 3, during the preceding five years.

• 5 Contracting Governments shall communicate to the Organization information that an agreement under regulation 11 has been concluded. The information communicated shall include:

  • .1 the names of the Contracting Governments which have concluded the agreement;

  • .2 the port facilities and the fixed routes covered by the agreement;

  • .3 the periodicity of review of the agreement;

  • .4 the date of entry into force of the agreement; and

  • .5 information on any consultations which have taken place with other Contracting Governments;

  and thereafter shall communicate, as soon as practically possible, to the Organization information when the agreement has been amended or has ended.

• 6 Any Contracting Government which allows, under the provisions of regulation 12, any equivalent security arrangements with respect to a ship entitled to fly its flag or with respect to a port facility located within its territory, shall communicate to the Organization particulars thereof.

• 7 The Organization shall make available the information communicated under paragraph 3 to 6 to other Contracting Governments upon request.

CHAPTER XII. ADDITIONAL SAFETY MEASURES FOR BULK CARRIERS

Regulation 1. Definitions

For the purpose of this chapter:

• 1. Bulk carrier means a ship which is intended primarily to carry dry cargo in bulk, including such types as ore carriers and combination carriers .

• 2. Bulk carrier of single-side skin construction means a bulk carrier as defined in paragraph 1, in which:

  • .1. any part of a cargo hold is bounded by the side shell; or

  • .2. one or more cargo holds are bounded by a double-side skin, the width of which is less than 760 mm in bulk carriers constructed before 1 January 2000 and less than 1,000 mm in bulk carriers constructed on or after 1 January 2000 but before 1 July 2006, the distance being measured perpendicular to the side shell.

  Such ships include combination carriers in which any part of a cargo hold is bounded by the side shell.

• 3. Bulk carrier of double-side skin construction means a bulk carrier as defined in paragraph 1, in which all cargo holds are bounded by a double-side skin, other than as defined in paragraph 2.2.

• 4. Double-side skin means a configuration where each ship side is constructed by the side shell and a longitudinal bulkhead connecting the double bottom and the deck. Hopper side tanks and top-side tanks may, where fitted, be integral parts of the double-side skin configuration.

• 5. Length of a bulk carrier means the length as defined in the International Convention on Load Lines in force.

• 6. Solid bulk cargo means any material, other than liquid or gas, consisting of a combination of particles, granules or any larger pieces of material, generally uniform in composition, which is loaded directly into the cargo spaces of a ship without any intermediate form of containment.

• 7. Bulk carrier bulkhead and double bottom strength standards means “Standards for the evaluation of scantlings of the transverse watertight vertically corrugated bulkhead between the two foremost cargo holds and for the evaluation of allowable hold loading of the foremost cargo hold” adopted by resolution 4 of the Conference of Contracting Governments to the International Convention for the Safety of Life at Sea, 1974 on 27 November 1997, 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.

• 8. Bulk carriers constructed means bulk carriers the keels of which are laid or which are at a similar stage of construction.

• 9. 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.

• 10. Breadth (B) of a bulk carrier means the breadth as defined in the International Convention on Load Lines in force.

Regulation 2. Application

Bulk carriers shall comply with the requirements of this chapter in addition to the applicable requirements of other chapters.

Regulation 3. Implementation schedule

Bulk carriers constructed before 1 July 1999 to which regulations 4 or 6 apply shall comply with the provisions of such regulations according to the following schedule, with reference to the enhanced programme of inspections required by regulation XI-1/2:

• .1. bulk carriers, which are 20 years of age and over on 1 July 1999, by the date of the first intermediate survey or the first periodical survey after 1 July 1999, whichever comes first;

• .2. bulk carriers, which are 15 years of age and over but less than 20 years of age on 1 July 1999, by the date of the first periodical survey after 1 July 1999, but not later than 1 July 2002; and

• .3. bulk carriers, which are less than 15 years of age on 1 July 1999, by the date of the first periodical survey after the date on which the ship reaches 15 years of age, but not later than the date on which the ship reaches 17 years of age.

Regulation 4. Damage stability requirements applicable to bulk carriers

• 1 Bulk carriers of 150 m in length and upwards of single-side skin construction, designed to carry solid bulk cargoes having a density of 1,000 kg/m³ and above, constructed on or after 1 July 1999, shall, when loaded to the summer load line, be able to withstand flooding of any one cargo hold in all loading conditions and remain afloat in a satisfactory condition of equilibrium, as specified in paragraph 4.

• 2 Bulk carriers of 150 m in length and upwards of double-side skin construction in which any part of longitudinal bulkhead is located within B/5 or 11.5 m, whichever is less, inboard from the ship’s side at right angle to the centreline at the assigned summer load line, designed to carry solid bulk cargoes having a density of 1,000 kg/m³ and above, constructed on or after 1 July 2006, shall, when loaded to the summer load line, be able to withstand flooding of any one cargo hold in all loading conditions and remain afloat in a satisfactory condition of equilibrium, as specified in paragraph 4.

• 3 Bulk carriers of 150 m in length and upwards of single-side skin construction, carrying solid bulk cargoes having a density of 1,780 kg/m³ and above, constructed before 1 July 1999 shall, when loaded to the summer load line, be able to withstand flooding of the foremost cargo hold in all loading conditions and remain afloat in a satisfactory condition of equilibrium, as specified in paragraph 4. This requirement shall be complied with in accordance with the implementation schedule specified in regulation 3.

• 4 Subject to the provisions of paragraph 7, the condition of equilibrium after flooding shall satisfy the condition of equilibrium laid down in the annex to resolution A.320(IX) – Regulation equivalent to regulation 27 of the International Convention on Load Lines, 1966, as amended by resolution A.514(13). The assumed flooding need only take into account flooding of the cargo hold space to the water level outside the ship in that flooded condition. The permeability of a loaded hold shall be assumed as 0.9 and the permeability of an empty hold shall be assumed as 0.95, unless a permeability relevant to a particular cargo is assumed for the volume of a flooded hold occupied by cargo and a permeability of 0.95 is assumed for the remaining empty volume of the hold.

• 5 Bulk carriers constructed before 1 July 1999, which have been assigned a reduced freeboard in compliance with regulation 27(7) of the International Convention on Load Lines, 1966, as adopted on 5 April 1966, may be considered as complying with paragraph 3 of this regulation.

• 6 Bulk carriers which have been assigned a reduced freeboard in compliance with the provisions of paragraph (8) of the regulation equivalent to regulation 27 of the International Convention on Load Lines, 1966, adopted by resolution A.320(IX), as amended by resolution A.514(13), may be considered as complying with paragraphs 1 or 2, as appropriate.

• 7 On bulk carriers which have been assigned reduced freeboard in compliance with the provisions of regulation 27(8) of Annex B of the Protocol of 1988 relating to the International Convention on Load Lines, 1966, the condition of equilibrium after flooding shall satisfy the relevant provisions of that Protocol.

Regulation 5. Structural strength of bulk carriers

• 1 Bulk carriers of 150 m in length and upwards of single-side skin construction, designed to carry solid bulk cargoes having a density of 1,000 kg/m³ and above, constructed on or after 1 July 1999, shall have sufficient strength to withstand flooding of any one cargo hold to the water level outside the ship in that flooded condition in all loading and ballast conditions, taking also into account dynamic effects resulting from the presence of water in the hold, and taking into account the recommendations adopted by the Organization.

• 2 Bulk carriers of 150 m in length and upwards of double-side skin construction, in which any part of longitudinal bulkhead is located within B/5 or 11.5 m, whichever is less, inboard from the ship’s side at right angle to the centreline at the assigned summer load line, designed to carry bulk cargoes having a density of 1,000 kg/m³ and above, constructed on or after 1 July 2006, shall comply with the structural strength provisions of paragraph 1.

Regulation 6. Structural and other requirements for bulk carriers

• 1 Bulk carriers of 150 m in length and upwards of single-side skin construction, carrying solid bulk cargoes having a density of 1,780 kg/m³ and above, constructed before 1 July 1999, shall comply with the following requirements in accordance with the implementation schedule specified in regulation 3:

  • .1. The transverse watertight bulkhead between the two foremost cargo holds and the double bottom of the foremost cargo hold shall have sufficient strength to withstand flooding of the foremost cargo hold, taking also into account dynamic effects resulting from the presence of water in the hold, in compliance with the Bulk carrier bulkhead and double bottom strength standards. For the purpose of this regulation, the Bulk carrier bulkhead and double bottom strength standards shall be treated as mandatory.

  • .2. In considering the need for, and the extent of, strengthening of the transverse watertight bulkhead or double bottom to meet the requirements of 1.1, the following restrictions may be taken into account:

    • .1. restrictions on the distribution of the total cargo weight between the cargo holds; and

    • .2. restrictions on the maximum deadweight.

  • .3. For bulk carriers using either of, or both, the restrictions given in 1.2.1 and 1.2.2 above for the purpose of fulfilling the requirements of 1.1, these restrictions shall be complied with whenever solid bulk cargoes having a density of 1,780 kg/m³ and above are carried.

• 2 Bulk carriers of 150 m in length and upwards constructed on or after 1 July 2006, shall comply in all areas with double-side skin construction with the following requirements:

  • .1. Primary stiffening structures of the double-side skin shall not be placed inside the cargo hold space.

  • .2. Subject to the provisions below, the distance between the outer shell and the inner shell at any transverse section shall not be less than 1,000 mm measured perpendicular to the side shell. The double-side skin construction shall be such as to allow access for inspection as provided in regulation II-1/3-6 and the Technical Provisions referring thereto.

    • .1. The clearances below need not be maintained in way of cross ties, upper and lower end brackets of transverse framing or end brackets of longitudinal framing.

    • .2. The minimum width of the clear passage through the double-side skin space in way of obstructions such as piping or vertical ladders shall not be less than 600 mm.

    • .3. Where the inner and/or outer skins are transversely framed, the minimum clearance between the inner surfaces of the frames shall not be less than 600 mm.

    • .4. Where the inner and outer skins are longitudinally framed, the minimum clearance between the inner surfaces of the frames shall not be less than 800 mm. Outside the parallel part of the cargo hold length this clearance may be reduced where necessitated by the structural configuration, but shall in no case be less than 600 mm.

    • .5. The minimum clearance referred to above shall be the shortest distance measured between assumed lines connecting the inner surfaces of the frames on the inner and outer skins.

• 3 The double-side skin spaces, with the exception of top-side wing tanks, if fitted, shall not be used for the carriage of cargo.

• 4 In bulk carriers of 150 m in length and upwards, carrying solid bulk cargoes having a density of 1,000 kg/m³ and above, constructed on or after 1 July 2006:

  • .1. the structure of cargo holds shall be such that all contemplated cargoes can be loaded and discharged by standard loading/discharge equipment and procedures without damage which may compromise the safety of the structure;

  • .2. effective continuity between the side shell structure and the rest of the hull structure shall be assured; and

  • .3. the structure of cargo areas shall be such that single failure of one stiffening structural member will not lead to immediate consequential failure of other structural items potentially leading to the collapse of the entire stiffened panels.

Regulation 7. Survey and maintenance of bulk carriers

• 1 Bulk carriers of 150 m in length and upwards of single-side skin construction, constructed before 1 July 1999, of 10 years of age and over, shall not carry solid bulk cargoes having a density of 1,780 kg/m³ and above unless they have satisfactorily undergone either:

  • .1. a periodical survey, in accordance with the enhanced programme of inspections during surveysrequired by regulation XI-1/2; or

  • .2. a survey of all cargo holds to the same extent as required for periodical surveys in the enhanced programme of inspectionsduring surveys required by regulation XI-1/2.

• 2 Bulk carriers shall comply with the maintenance requirements provided in regulation II-1/3-1 and the Standards for owners’ inspection and maintenance of bulk carrier hatch covers, adopted by the Organization by resolution MSC.169(79), 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.

Regulation 8. Information on compliance with requirements for bulk carriers

• 1 The booklet required by regulation VI/7.2 shall be endorsed by the Administration, or on its behalf, to indicate that regulations 4, 5, 6 and 7, as appropriate, are complied with.

• 2 Any restrictions imposed on the carriage of solid bulk cargoes having a density of 1,780 kg/m³ and above in accordance with the requirements of regulations 6 and 14 shall be identified and recorded in the booklet referred to in paragraph 1.

• 3 A bulk carrier to which paragraph 2 applies shall be permanently marked on the side shell at midships, port and starboard, with a solid equilateral triangle, having sides of 500 mm and its apex 300 mm below the deck line, and painted a contrasting colour to that of the hull.

Regulation 9. Requirements for bulk carriers not being capable of complying with regulation 4.3 due to the design configuration of their cargo holds

For bulk carriers constructed before 1 July 1999 being within the application limits of regulation 4.3, which have been constructed with an insufficient number of transverse watertight bulkheads to satisfy that regulation, the Administration may allow relaxation from the application of regulations 4.3 and 6, on condition that they shall comply with the following requirements:

• .1. for the foremost cargo hold, the inspections prescribed for the annual survey in the enhanced programme of inspections during surveys required by regulation XI-1/2 shall be replaced by the inspections prescribed therein for the intermediate survey of cargo holds;

• .2. are provided with bilge well high water level alarms in all cargo holds, or in cargo conveyor tunnels, as appropriate, giving an audible and visual alarm on the navigation bridge, as approved by the Administration or an organization recognized by it in accordance with the provisions of regulation XI-1/1; and

• .3. are provided with detailed information on specific cargo hold flooding scenarios. This information shall be accompanied by detailed instructions on evacuation preparedness under the provisions of section 8 of the International Safety Management (ISM) Code and be used as the basis for crew training and drills.

Regulation 10. Solid bulk cargo density declaration

• 1 Prior to loading bulk cargo on bulk carriers of 150 m in lengthand upwards, the shipper shall declare the density of the cargo, in addition to providing the cargo information required by regulation VI/2.

• 2 For bulk carriers to which regulation 6 applies, unless such bulk carriers comply with all relevant requirements of this chapter applicable to the carriage of solid bulk cargoes having a density of 1,780 kg/m³ and above, any cargo declared to have a density within the range 1,250 kg/m³ to 1,780 kg/m³ shall have its density verified by an accredited testing organization.

Regulation 11. Loading instrument

(Unless provided otherwise, this regulation applies to bulk carriers regardless of their date of construction)

• 1 Bulk carriers of 150 m in length and upwards shall be fitted with a loading instrument capable of providing information on hull girder shear forces and bending moments, taking into account the recommendation adopted by the Organization.

• 2 Bulk carriers of 150 m in length and upwards constructed before 1 July 1999 shall comply with the requirements of paragraph 1 not later than the date of the first intermediate or periodical survey of the ship to be carried out after 1 July 1999.

• 3 Bulk carriers of less than 150 m in length constructed on or after 1 July 2006 shall be fitted with a loading instrument capable of providing information on the ship’s stability in the intact condition. The computer software shall be approved for stability calculations by the Administration and shall be provided with standard conditions for testing purposes relating to the approved stability information.

Regulation 12. Hold, ballast and dry space water ingress alarms

(This regulation applies to bulk carriers regardless of their date of construction)

• 1 Bulk carriers shall be fitted with water level detectors:

  • .1. in each cargo hold, giving audible and visual alarms, one when the water level above the inner bottom in any hold reaches a height of 0.5 m and anotherat a height not less than 15% of the depth of the cargo hold but not more than 2 m. On bulk carriers to which regulation 9.2 applies, detectors with only the latter alarm need be installed. The water level detectors shall be fitted in the aft end of the cargo holds. For cargo holds which are used for water ballast, an alarm overriding device may be installed. The visual alarms shall clearly discriminate between the two different water levels detected in each hold;

  • .2. in any ballast tank forward of the collision bulkhead required by regulation II-1/12, giving an audible and visual alarm when the liquid in the tank reaches a level not exceeding 10% of the tank capacity. An alarm overridingdevice may be installedto be activated when the tank is in use; and

  • .3. in any dry or void space other than a chain cable locker, any part of which extends forward of the foremost cargo hold, giving anaudible and visual alarm at a water level of 0.1 m above the deck. Such alarms need not be provided in enclosed spaces the volume ofwhich does not exceed 0.1% of the ship’s maximum displacement volume.

• 2 The audible and visual alarms specified in paragraph 1 shall be located on the navigationbridge.

• 3 Bulk carriers constructed before 1 July 2004 shall comply with the requirements of this regulation not later than the date of the annual, intermediate or renewal survey of the ship to be carried out after 1 July 2004, whichever comes first.

Regulation 13. Availability of pumping systems

(This regulation applies to bulk carriers regardless of their date of construction)

• 1 On bulk carriers, the means for draining and pumping ballasttanks forward of the collision bulkhead and bilges of dry spaces any part of which extends forward of the foremost cargo hold shall be capable of being brought into operation from a readily accessible enclosed space, the location of which is accessible from the navigation bridge or propulsion machinery control position without traversing exposed freeboard or superstructure decks. Where pipes serving such tanks or bilges pierce the collision bulkhead, valve operation by means of remotely operated actuators may be accepted, as an alternative to the valve control specified in regulation II-1/12, provided that the location of such valve controls complies with this regulation.

• 2 Bulk carriers constructed before 1 July 2004 shall comply with the requirements of this regulation not later than the date of the first intermediate or renewal survey of the ship to be carried out after 1 July 2004, but in no case later than 1 July 2007.

Regulation 14. Restrictions from sailing with any hold empty

Bulk carriers of 150 m in length and upwards of single-side skin construction, carrying cargoes having a density of 1,780 kg/m³ and above, if not meeting the requirements for withstanding flooding of any one cargo hold as specified in regulation 5.1 and the Standards and criteria for side structures of bulk carriers of single-side skin construction, adopted by the Organization by resolution MSC.168(79), 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, shall not sail with any hold loaded to less than 10% of the hold’s maximum allowable cargo weight when in the full load condition, after reaching 10 years of age. The applicable full load condition for this regulation is a load equal to or greater than 90% of the ship’s deadweight at the relevant assigned freeboard.

APPENDIX

5 Details of navigational systems and equipment

	Item	Actual provision
1.1	Standard magnetic compass*	...............
1.2	Spare magnetic compass*	...............
1.3	Gyro compass*	...............
1.4	Gyro compass heading repeater*	...............
1.5	Gyro compass bearing repeater*	...............
1.6	Heading or track control system*	..............
1.7	Pelorus or compass bearing device*	..............
1.8	Means of correcting heading and bearings	..............
1.9	Transmitting heading device (THD)*	..............
2.1	Nautical charts/Electronic chart display and information system (ECDIS)**	..............
2.1	Back up arrangements for ECDIS	...............
2.3	Nautical publications	..............
2.4	Back up arrangements for electronic nautical publications	...............
3.1	Receiver for a global navigation satellite system/ terrestrial radionavigation system*, **	...............
3.2	9 GHz radar*	..............
3.3	Second radar (3 GHz/ 9 GHZ**)*	..............
3.4	Automatic radar plotting aid (ARPA)*	..............
3.5	Automatic tracking aid*	...............
3.6	Second automatic tracking aid*	..............
3.7	Electronic plotting aid*	..............
4.1	Automatic identification system (AIS)	...............
4.2	Long-range identification and tracking system
5	Voyage data recorder (VDR)	...............
6.1	Speed and distance measuring device (through the water)*	...............
6.2	Speed and distance measuring device (over the ground in the forward and athwartship direction)*	...............
7	Echo sounding device*
8.1	Rudder, propeller, thrust, pitch and operational mode indicator*	...............
8.2	Rate of turn indicator*	...............
9	Sound reception system*	...............
10	Telephone to emergency steering position*	...............
11	Daylight signalling lamp*	...............
12	Radar reflector*	...............
13	International Code of Signals	...............

* Alternative means of meeting this requirement are permitted under regulation V/ 19. In case of other means they shall be specified.

** Delete as appropriate.

• 3 Details of navigational systems and equipment

5 Details of navigational systems and equipment

	Item	Actual provision
1.1	Standard magnetic compass*	...................
1.2	Spare magnetic compass*	...................
1.3	Gyro compass*	...................
1.4	Gyro compass heading repeater*	...................
1.5	Gyro compass bearing repeater*	...................
1.6	Heading or track control system*	...................
1.7	Pelorus or compass bearing device*	...................
1.8	Means of correcting heading and bearings	...................
1.9	Transmitting heading device (THD)*	...................
2.1	Nautical charts/Electronic chart display and information system (ECDIS)**	...................
2.2	Back up arrangements for ECDIS	...................
2.3	Nautical publications	...................
2.4	Back up arrangements for electronic nautical publications	...................
3.1	Receiver for a global navigation satellite system/terrestrial radionavigation system*, **	...................
3.2	9 GHz radar*	...................
3.3	Second radar (3 GHz/ 9 GHZ**)*	...................
3.4	Automatic radar plotting aid (ARPA)*	...................
3.5	Automatic tracking aid*	...................
3.6	Second automatic tracking aid*	...................
3.7	Electronic plotting aid*	...................
4.1	Automatic identification system (AIS)	...................
4.2	Long-range identification and tracking system
5.1	Voyage data recorder (VDR)	...................
5.2	Simplified voyage data recorder (S-VDR)	...................
6.1	Speed and distance measuring device (through the water)*	...................
6.2	Speed and distance measuring device (over the ground in the forward and athwartship direction)*	...................
7	Echo sounding device*	...................
8.1	Rudder, propeller, thrust, pitch and operational mode indicator*	...................
8.2	Rate of turn indicator*	...................
9	Sound reception system*	...................
10	Telephone to emergency steering position*	...................
11	Daylight signalling lamp*	...................
12	Radar reflector*	...................
13	International Code of Signals	...................
14	IAMSAR Manual, Volume III.	...................

* Alternative means of meeting this requirement are permitted under regulation V/19. In case of other means they shall be specified.

** Delete as appropriate.

Issued under the provisions of the International Convention for the Safety of Life at Sea, 1974, as amended.

THIS IS TO CERTIFY:

• 1. That the ship has been surveyed in accordance with the requirements of regulation VIII/9 of the Convention.

• 2. That the ship, being a nuclear ship, complied with all the requirements of chapter VIII of the Convention and conformed to the Safety Assessment approved for the ship; and that:

  • 2.1. the ship complied with the requirements of the Convention as regards:

    • .1. the structure, main and auxiliary machinery, boilers and other pressure vessels, including the nuclear propulsion plant and the collision protective structure;

    • .2. the watertight subdivision arrangements and details;

    • .3. the following subdivision load lines:

      

  • 2.2. the ship complied with the requirements of the Convention as regards structural fire protection, fire safety systems and appliances and fire control plans;

  • 2.3. the ship complied with the requirements of the Convention as regards radiation protection systems and equipment;

  • 2.4. the life-saving appliances and the equipment of the lifeboats, liferafts and rescue boats were provided in accordance with the requirements of the Convention;

  • 2.5. the ship was provided with a line-throwing appliance and radio installations used in life-saving appliances in accordance with the requirements of the Convention;

  • 2.6. the ship complied with the requirements of the Convention as regards radio installations;

  • 2.7. the functioning of the radio installations used in life-saving appliances complied with the requirements of the Convention;

  • 2.8. the ship complied with the requirements of the Convention as regards shipborne navigational equipment, means of embarkation for pilots and nautical publications;

  • 2.9. the ship was provided with lights, shapes, means of making sound signals and distress signals in accordance with the requirements of the Convention and the International Regulations for Preventing Collisions at Sea in force;

  • 2.10. in all other respects the ship complied with the relevant requirements of the Convention.

THIS IS TO CERTIFY:

• 1. That the ship has been surveyed in accordance with the requirements of regulation VIII/9 of the Convention.

• 2. That the ship, being a nuclear ship, complied with all the requirements of chapter VIII of the Convention and conformed to the Safety Assessment approved for the ship; and that:

  • 2.1. the condition of the structure, machinery and equipment as defined in regulation I/10 (as applicable to comply with regulation VIII/9), including the nuclear propulsion plant and the collision protective structure, was satisfactory and the ship complied with the relevant requirements of chapter II-1 and chapter II-2 of the Convention (other than those relating to fire safety systems and appliances and fire control plans);

  • 2.2. the ship complied with the requirements of the Convention as regards fire safety systems and appliances and fire control plans;

  • 2.3. the life-saving appliances and the equipment of the lifeboats, liferafts and rescue boats were provided in accordance with the requirements of the Convention;

  • 2.4. the ship was provided with a line-throwing appliance and radio installations used in life-saving appliances in accordance with the requirements of the Convention;

  • 2.5. the ship complied with the requirements of the Convention as regards radio installations;

  • 2.6. the functioning of the radio installations used in life-saving appliances complied with the requirements of the Convention;

  • 2.7. the ship complied with the requirements of the Convention as regards shipborne navigational equipment, means of embarkation for pilots and nautical publications;

  • 2.8. the ship was provided with lights, shapes, means of making sound signals and distress signals in accordance with the requirements of the Convention and the International Regulations for Preventing Collisions at Sea in force;

  • 2.9. in all other respects the ship complied with the relevant requirements of the regulations, so far as these requirements apply thereto.

  
  
  
  
  
  
  
  
  

RECOMMENDATIONS APPLICABLE TO NUCLEAR SHIPS

NOTE: Throughout the following Recommendations, “the present Convention” means the International Convention for the Safety of Life at Sea, 1974. Attention is drawn to the Regulations concerning nuclear ships in Chapter VIII of the present Convention.

1. General Safety of Nuclear Ships

• (a) Since a casualty involving the non-nuclear features of a nuclear ship, such as a steering gear failure, fire or collision, and so forth, could endanger the nuclear power plant, it is desirable that these features should provide for the maximum practicable safety. A nuclear ship should comply with the relevant requirements of the present Convention, the Administration and a recognized Classification Society. Components and systems such as watertight subdivision, fire protection, bilge pumping arrangements, fire-extinguishing arrangements, electrical installations, steering gear, astern power, stability and navigational aids should receive special consideration to ensure that adequate protection is given to the ship to minimize the hazards peculiar to the nuclear power plant. Consideration should be given to the results of past marine casualties involving similar size ships with the intent of preventing the dangerous uncontrolled release of radioactive or toxic materials in the event of similar casualties.

• (b) Special attention should be given to general structural strength of nuclear ships and to the local strength of structures in and around the reactor compartment.

• (c) A nuclear ship should remain afloat and have sufficient stability when not less than any two adjacent main watertight compartments are flooded, in all anticipated conditions of loading.

• (d) Fire protection systems and the watertight integrity should be at least equivalent to the highest standards of the present Convention.

2. General Requirements of Nuclear Power Plant

• (a) It should be demonstrated by calculation and experiment that the properties of the plant and the nature of the enclosure provide the maximum practicable protection against accidents or failures resulting in unreasonable radiation at sea or in port, to the crew, passengers or public, or to the waterways, or food or water resources.

• (b) The reactor installation should be designed to prevent an uncontrolled chain reaction under all foreseeable operational and accident conditions including sinking of the ship.

• (c) A nuclear ship equipped with a single-reactor nuclear power plant, the dependability of which has not been proven, should be provided with an emergency propulsion plant capable of propelling the ship at a navigable speed. Such emergency propulsion plant should be in a state of readiness whenever the ship is navigating in territorial waters.

• (d) The nuclear power plant should be such as to ensure manœuvrability equivalent to that of a similar conventional ship.

• (e) Requirements for standby emergency components for the conventional portions of the nuclear power plant should be in accordance with those for a similar conventional ship. Standby and emergency nuclear components should be considered and developed in relation to the type of nuclear power plant used.

• (f) Where standby systems are essential to the safe operation of the reactor installation, they should be so separated from the main systems as to give maximum protection in the event of an accident.

• (g) An emergency source of power should be provided which is capable of furnishing power to the components necessary for safely shutting down the reactor installation and retaining it in a safe condition.

• (h) The reactor compartment should contain no inflammable34 materials other than those necessary for use in the reactor installation.

• (i) Reactor materials which are chemically reactive with air or water to a dangerous degree should not be used unless it can be shown that adequate safeguards are incorporated in the particular system.

• (j) The machinery and reactor installation should be designed to operate satisfactorily under seagoing conditions having regard to the ship's attitude, accelerations and vibrations.

• (k) Reactor cooling systems should provide for the safe removal of decay heat from the reactor and should prevent excessive temperature conditions under all foreseeable operational and accident conditions at angles of heel and list within the stability range. Failure of decay heat removal facilities should not result in the release of hazardous amounts of radioactive or toxic materials from the enclosure of the reactor installation.

• (l) Adequate reactor controls, protective devices and instrumentation should be provided.

• (m) Necessary controls and instrumentation should be arranged to permit control of the reactor installation from outside its enclosure.

3. Protection and Enclosure of Reactor Installation

• (a) The reactor installation should be so arranged, protected and securely fastened as to minimize the probability of its damage in the event of a ship accident.

• (b) The reactor installation should be provided with enclosures, systems, or arrangements which in the event of damage to its components will prevent the release of hazardous amounts of radioactive or toxic materials into service and accommodation spaces and the ship's environment. These outer enclosures, systems, or arrangements should be subjected to suitable tests to demonstrate satisfactory performance under all foreseeable conditions of accident.

• (c) The enclosures, systems or arrangements should be located in such a manner as to minimize damage in the event of collision or grounding. In construction, arrangements should be made, if practicable, to facilitate the possible salvage of the reactor or of its essential parts from the vessel in the event of shipwreck, without adversely affecting the safety of the reactor installation under normal conditions.

• (d) Facilities should be provided to ensure that fires within and without the reactor installation do not impair the integrity of the enclosures, systems, or arrangements provided, or the arrangements provided for safely shutting down the reactor installation and retaining it in a safe condition.

4. Shielding and Radiation Safety

• (a) A nuclear power plant should be provided with reliable biological shielding to protect persons on board ship or within the immediate vicinity of the ship against hazardous effect of radiation under normal and accident conditions. Maximum permissible levels of radiation in accommodation and service spaces should be in accordance with international levels when established.

• (b) Maintenance and operation instructions in regard to appropriate radiation protection should be worked out for every nuclear ship. Knowledge of these instructions by the nuclear power plant personnel should be periodically checked by the Administration.

• (c) Radiation monitoring instruments should be installed at appropriate locations. These should give warning in the event of any radiation exceeding a predetermined safe level.

5. Radioactive Wastes

• (a) Special arrangements should be provided for the safe temporary storage, where necessary, and for the safe disposal of solid, liquid and gaseous radioactive wastes.

• (b) Monitoring devices should be provided for these waste disposal systems. These should give warning and, if necessary, take action in the event of any radiation exceeding a predetermined safe level.

• (c) The maximum permissible levels of radiation for waste disposal on the high seas should be in accordance with international levels when established.

6. Fuelling and Maintenance

• (a) Reactor fuelling should be carried out exclusively at locations suitably equipped for this purpose.

• (b) Arrangements should be provided to ensure that de-fuelling, re-fuelling, servicing and maintenance can be carried out without unacceptable exposure of personnel to radiation and without hazardous release of radioactive or toxic materials to the environment.

7. Manning

The master, officers and members of the crew of a nuclear ship should possess qualifications and have undergone proper training appropriate to their responsibilities and duties in accordance with arrangements provided by the Administration. Such personnel should also be instructed as to the precautions to be taken in the matter of radiological protection.

8. Operating Manual

The Operating Manual should provide detailed operating procedures for the various equipment and systems under normal and accident conditions, as well as provide for the maintenance of adequate records of operation, radiation levels, waste disposal, and tests and inspections pertinent to the safety of the reactor installation.

9. Safety Assessment

• (a) The Safety Assessment should include sufficiently detailed information to permit qualified personnel to assess the safety of the ship and its power plant, including standards and procedures followed, and to determine whether initial and continued performance will be safe. Typical items which the safety assessment should include are a description of the ship; propulsion and reactor systems; a discussion of the operation under normal sea, port and emergency conditions; a description of reactor control; protection and enclosure; radiation protection; radioactive waste disposal; fuelling; standby and emergency components; test procedures; manning and training requirements; and an evaluation of credible accidents which indicates that the hazards are minimized. The Safety Assessment should indicate that the reactor installation does not constitute an undue hazard, to the crew, passengers or the public, or to the waterways, or food or water resources.

• (b) The content of the Safety Assessment should not be considered limited to the information suggested herein, and such additional specific data as necessary should be made available. The complete Safety Assessment should be prepared for the first installation of a reactor type in a ship type. For second and following generation reactor and ship types where performance and safety have been demonstrated, acceptance may be based on an analysis of deviations from the previous design.

10. Publication of Requirements

The Contracting Governments should publish any special requirements which they make regarding the approach, entry into, or stay in their ports of a nuclear ship.

11. Special Control

After the safety of the nuclear ship and its nuclear power plant has been properly established, the following actions should, in general, be adequate to determine their safe operational conditions:

• (a) Examination of the daily log of the behaviour of the nuclear power plant and equipment, covering a reasonable period of between one week to one month including the stay in the last port.

• (b) Determination that the nuclear power plant is properly certified and that any periodic checks required by the Operating Manual have been complied with.

• (c) Determination that radiation levels in areas within the ship and in the vicinity of the ship which are accessible to shore personnel are not in excess of maximum permissible levels specified by the Operating Manual to be determined by examination of the ship's records or by independent measurement.

• (d) Determination of the quantity and activity of radioactive waste stored aboard the ship by examination of the ship's records or by independent measurement, and of the procedures and programme for any disposal.

• (e) Determination that the reactor installation protection and enclosure is intact, and that any programme involving a breach of its integrity complies with the requirements of the Operating Manual.

• (f) Determination that conventional and emergency arrangements and equipment, the reliability of which is essential when navigating in narrow waters, are in efficient operating condition.

RECOMMENDATIONS APPLICABLE TO NUCLEAR SHIPS

NOTE: Throughout the following Recommendations, “the present Convention” means the International Convention for the Safety of Life at Sea, 1974. Attention is drawn to the Regulations concerning nuclear ships in Chapter VIII of the present Convention.

1. General Safety of Nuclear Ships

• (a) Since a casualty involving the non-nuclear features of a nuclear ship, such as a steering gear failure, fire or collision, and so forth, could endanger the nuclear power plant, it is desirable that these features should provide for the maximum practicable safety. A nuclear ship should comply with the relevant requirements of the present Convention, the Administration and a recognized Classification Society. Components and systems such as watertight subdivision, fire protection, bilge pumping arrangements, fire-extinguishing arrangements, electrical installations, steering gear, astern power, stability and navigational aids should receive special consideration to ensure that adequate protection is given to the ship to minimize the hazards peculiar to the nuclear power plant. Consideration should be given to the results of past marine casualties involving similar size ships with the intent of preventing the dangerous uncontrolled release of radioactive or toxic materials in the event of similar casualties.

• (b) Special attention should be given to general structural strength of nuclear ships and to the local strength of structures in and around the reactor compartment.

• (c) A nuclear ship should remain afloat and have sufficient stability when not less than any two adjacent main watertight compartments are flooded, in all anticipated conditions of loading.

• (d) Fire protection systems and the watertight integrity should be at least equivalent to the highest standards of the present Convention.

2. General Requirements of Nuclear Power Plant

• (a) It should be demonstrated by calculation and experiment that the properties of the plant and the nature of the enclosure provide the maximum practicable protection against accidents or failures resulting in unreasonable radiation at sea or in port, to the crew, passengers or public, or to the waterways, or food or water resources.

• (b) The reactor installation should be designed to prevent an uncontrolled chain reaction under all foreseeable operational and accident conditions including sinking of the ship.

• (c) A nuclear ship equipped with a single-reactor nuclear power plant, the dependability of which has not been proven, should be provided with an emergency propulsion plant capable of propelling the ship at a navigable speed. Such emergency propulsion plant should be in a state of readiness whenever the ship is navigating in territorial waters.

• (d) The nuclear power plant should be such as to ensure manœuvrability equivalent to that of a similar conventional ship.

• (e) Requirements for standby emergency components for the conventional portions of the nuclear power plant should be in accordance with those for a similar conventional ship. Standby and emergency nuclear components should be considered and developed in relation to the type of nuclear power plant used.

• (f) Where standby systems are essential to the safe operation of the reactor installation, they should be so separated from the main systems as to give maximum protection in the event of an accident.

• (g) An emergency source of power should be provided which is capable of furnishing power to the components necessary for safely shutting down the reactor installation and retaining it in a safe condition.

• (h) The reactor compartment should contain no inflammable35 materials other than those necessary for use in the reactor installation.

• (i) Reactor materials which are chemically reactive with air or water to a dangerous degree should not be used unless it can be shown that adequate safeguards are incorporated in the particular system.

• (j) The machinery and reactor installation should be designed to operate satisfactorily under seagoing conditions having regard to the ship's attitude, accelerations and vibrations.

• (k) Reactor cooling systems should provide for the safe removal of decay heat from the reactor and should prevent excessive temperature conditions under all foreseeable operational and accident conditions at angles of heel and list within the stability range. Failure of decay heat removal facilities should not result in the release of hazardous amounts of radioactive or toxic materials from the enclosure of the reactor installation.

• (l) Adequate reactor controls, protective devices and instrumentation should be provided.

• (m) Necessary controls and instrumentation should be arranged to permit control of the reactor installation from outside its enclosure.

3. Protection and Enclosure of Reactor Installation

• (a) The reactor installation should be so arranged, protected and securely fastened as to minimize the probability of its damage in the event of a ship accident.

• (b) The reactor installation should be provided with enclosures, systems, or arrangements which in the event of damage to its components will prevent the release of hazardous amounts of radioactive or toxic materials into service and accommodation spaces and the ship's environment. These outer enclosures, systems, or arrangements should be subjected to suitable tests to demonstrate satisfactory performance under all foreseeable conditions of accident.

• (c) The enclosures, systems or arrangements should be located in such a manner as to minimize damage in the event of collision or grounding. In construction, arrangements should be made, if practicable, to facilitate the possible salvage of the reactor or of its essential parts from the vessel in the event of shipwreck, without adversely affecting the safety of the reactor installation under normal conditions.

• (d) Facilities should be provided to ensure that fires within and without the reactor installation do not impair the integrity of the enclosures, systems, or arrangements provided, or the arrangements provided for safely shutting down the reactor installation and retaining it in a safe condition.

4. Shielding and Radiation Safety

• (a) A nuclear power plant should be provided with reliable biological shielding to protect persons on board ship or within the immediate vicinity of the ship against hazardous effect of radiation under normal and accident conditions. Maximum permissible levels of radiation in accommodation and service spaces should be in accordance with international levels when established.

• (b) Maintenance and operation instructions in regard to appropriate radiation protection should be worked out for every nuclear ship. Knowledge of these instructions by the nuclear power plant personnel should be periodically checked by the Administration.

• (c) Radiation monitoring instruments should be installed at appropriate locations. These should give warning in the event of any radiation exceeding a predetermined safe level.

5. Radioactive Wastes

• (a) Special arrangements should be provided for the safe temporary storage, where necessary, and for the safe disposal of solid, liquid and gaseous radioactive wastes.

• (b) Monitoring devices should be provided for these waste disposal systems. These should give warning and, if necessary, take action in the event of any radiation exceeding a predetermined safe level.

• (c) The maximum permissible levels of radiation for waste disposal on the high seas should be in accordance with international levels when established.

6. Fuelling and Maintenance

• (a) Reactor fuelling should be carried out exclusively at locations suitably equipped for this purpose.

• (b) Arrangements should be provided to ensure that de-fuelling, re-fuelling, servicing and maintenance can be carried out without unacceptable exposure of personnel to radiation and without hazardous release of radioactive or toxic materials to the environment.

7. Manning

The master, officers and members of the crew of a nuclear ship should possess qualifications and have undergone proper training appropriate to their responsibilities and duties in accordance with arrangements provided by the Administration. Such personnel should also be instructed as to the precautions to be taken in the matter of radiological protection.

8. Operating Manual

The Operating Manual should provide detailed operating procedures for the various equipment and systems under normal and accident conditions, as well as provide for the maintenance of adequate records of operation, radiation levels, waste disposal, and tests and inspections pertinent to the safety of the reactor installation.

9. Safety Assessment

• (a) The Safety Assessment should include sufficiently detailed information to permit qualified personnel to assess the safety of the ship and its power plant, including standards and procedures followed, and to determine whether initial and continued performance will be safe. Typical items which the safety assessment should include are a description of the ship; propulsion and reactor systems; a discussion of the operation under normal sea, port and emergency conditions; a description of reactor control; protection and enclosure; radiation protection; radioactive waste disposal; fuelling; standby and emergency components; test procedures; manning and training requirements; and an evaluation of credible accidents which indicates that the hazards are minimized. The Safety Assessment should indicate that the reactor installation does not constitute an undue hazard, to the crew, passengers or the public, or to the waterways, or food or water resources.

• (b) The content of the Safety Assessment should not be considered limited to the information suggested herein, and such additional specific data as necessary should be made available. The complete Safety Assessment should be prepared for the first installation of a reactor type in a ship type. For second and following generation reactor and ship types where performance and safety have been demonstrated, acceptance may be based on an analysis of deviations from the previous design.

10. Publication of Requirements

The Contracting Governments should publish any special requirements which they make regarding the approach, entry into, or stay in their ports of a nuclear ship.

11. Special Control

After the safety of the nuclear ship and its nuclear power plant has been properly established, the following actions should, in general, be adequate to determine their safe operational conditions:

• (a) Examination of the daily log of the behaviour of the nuclear power plant and equipment, covering a reasonable period of between one week to one month including the stay in the last port.

• (b) Determination that the nuclear power plant is properly certified and that any periodic checks required by the Operating Manual have been complied with.

• (c) Determination that radiation levels in areas within the ship and in the vicinity of the ship which are accessible to shore personnel are not in excess of maximum permissible levels specified by the Operating Manual to be determined by examination of the ship's records or by independent measurement.

• (d) Determination of the quantity and activity of radioactive waste stored aboard the ship by examination of the ship's records or by independent measurement, and of the procedures and programme for any disposal.

• (e) Determination that the reactor installation protection and enclosure is intact, and that any programme involving a breach of its integrity complies with the requirements of the Operating Manual.

• (f) Determination that conventional and emergency arrangements and equipment, the reliability of which is essential when navigating in narrow waters, are in efficient operating condition.

Vertaling : NL

Internationaal Verdrag voor de Beveiliging van Mensenlevens op Zee, 1974

De Verdragsluitende Regeringen,

Geleid door de wens de beveiliging van mensenlevens op zee te bevorderen door in onderlinge overeenstemming hiertoe dienende eenvormige beginselen en voorschriften vast te stellen,

Overwegend dat dit doel het best kan worden bereikt door het sluiten van een Verdrag ter vervanging van het Internationale Verdrag voor de Beveiliging van Mensenlevens op Zee, 1960, met inachtneming van de ontwikkelingen sedert dat Verdrag werd gesloten,

Zijn overeengekomen als volgt:

Artikel I. Algemene verplichtingen krachtens het Verdrag

• (a) De Verdragsluitende Regeringen verbinden zich uitvoering te geven aan de bepalingen van dit Verdrag, en van de Bijlage daarbij, die een integrerend deel vormt van dit Verdrag.

  Elke verwijzing naar dit Verdrag houdt terzelfder tijd een verwijzing naar de Bijlage in.

• (b) De Verdragsluitende Regeringen verbinden zich, alle wetten, besluiten, beschikkingen en voorschriften uit te vaardigen en alle andere maatregelen te nemen, die nodig zijn voor de volledige tenuitvoerlegging van dit Verdrag ten einde te verzekeren dat, uit een oogpunt van de beveiliging van mensenlevens, een schip geschikt is voor de dienst waarvoor het is bestemd.

Artikel II. Toepassing

Dit Verdrag is van toepassing op schepen die gerechtigd zijn de vlag te voeren van Staten waarvan de Regeringen Verdragsluitende Regeringen zijn.

Artikel III. Wetten, Voorschriften

De Verdragsluitende Regeringen verbinden zich aan de Secretaris-Generaal van de Intergouvernementele Maritieme Consultatieve Organisatie (hierna te noemen de Organisatie) toe te zenden en aldaar te deponeren:

• (a) een lijst van niet-gouvernementele organisaties die gemachtigd zijn namens hen te handelen bij de toepassing van maatregelen betreffende de beveiliging van mensenlevens op zee, ten einde deze lijst mede te delen aan de Verdragsluitende Regeringen, die haar ter kennis brengen van hun ambtenaren;

• (b) de tekst van de terzake van de verschillende onderwerpen binnen de werkingssfeer van dit Verdrag uit te vaardigen wetten, besluiten, beschikkingen en voorschriften;

• (c) een voldoende aantal exemplaren van hun certificaten, die overeenkomstig de bepalingen van dit Verdrag worden uitgereikt, ten einde deze toe te zenden aan de Verdragsluitende Regeringen, die ze ter kennis brengen van hun ambtenaren.

Artikel IV. Gevallen van overmacht

• (a) Een schip dat bij de aanvang van een reis niet onderworpen is aan de bepalingen van dit Verdrag, zal dit ook niet worden tengevolge van een afwijking van zijn voorgenomen route, die is te wijten aan slecht weer of enige andere vorm van overmacht.

• (b) Personen die aan boord zijn door overmacht of tengevolge van de verplichtingen van de kapitein schipbreukelingen of andere personen te vervoeren, mogen niet in aanmerking worden genomen bij de vraag of een schip voldoet aan de bepalingen van dit Verdrag.

Artikel V. Vervoer van personen in geval van nood

• (a) Ten einde de evacuatie van personen wier leven gevaar loopt te kunnen verzekeren, kan een Verdragsluitende Regering toestaan, een groter aantal personen met haar schepen te vervoeren dan volgens dit Verdrag anders is toegelaten.

• (b) Een dergelijke toestemming ontneemt de andere Verdragsluitende Regeringen niet het hun overeenkomstig de bepalingen van dit Verdrag toekomende recht van controle op zulke schepen, wanneer die schepen in hun havens komen.

• (c) De Verdragsluitende Regering die een dergelijke toestemming geeft, moet hiervan kennisgeven aan de Secretaris-Generaal van de Organisatie onder vermelding van de omstandigheden.

Artikel VI. Eerder gesloten Verdragen en Overeenkomsten

• (a) Dit Verdrag vervangt en beëindigt voor de Verdragsluitende Regeringen het Internationale Verdrag voor de Beveiliging van Mensenlevens op Zee, ondertekend te Londen op 17 juni 1960.

• (b) Alle andere verdragen, overeenkomsten en regelingen, betrekking hebbende op de beveiliging van mensenlevens op zee of op aanverwante aangelegenheden die thans van kracht zijn tussen Regeringen die partij zijn bij dit Verdrag, zullen gedurende de hiervoor vastgestelde tijd volledig van kracht blijven, voor zover het betreft:

  • (i) schepen waarop dit Verdrag niet van toepassing is;

  • (ii) schepen waarop dit Verdrag van toepassing is, ten aanzien van aangelegenheden, waarin niet uitdrukkelijk is voorzien in dit Verdrag.

• (c) Echter zullen de bepalingen van dit Verdrag prevaleren, ingeval eerdergenoemde verdragen, overeenkomsten of regelingen in strijd zijn met de bepalingen van dit Verdrag.

• (d) Alle aangelegenheden die niet uitdrukkelijk zijn geregeld in dit Verdrag, blijven onderworpen aan de wetgeving van de Verdragsluitende Regeringen.

Artikel VII. Bijzondere regelingen bij overeenkomst getroffen

Wanneer overeenkomstig de bepalingen van dit Verdrag tussen alle of sommige van de Verdragsluitende Regeringen bij overeenkomst bijzondere regelingen worden getroffen, moeten deze regelingen aan de Secretaris-Generaal van de Organisatie worden medegedeeld, ten einde deze ter kennis te brengen van alle Verdragsluitende Regeringen.

Artikel VIII. Wijzigingen

• (a) Dit Verdrag kan worden gewijzigd door middel van een van de twee der in de volgende leden aangegeven procedures.

• (b) Wijzigingen na bestudering binnen de Organisatie:

  • (i) Elke door een Verdragsluitende Regering voorgestelde wijziging wordt ingediend bij de Secretaris-Generaal van de Organisatie, die deze dan ten minste zes maanden voordat zij behandeld zal worden toezendt aan alle Leden van de Organisatie en aan alle Verdragsluitende Regeringen,

  • (ii) Elke op de hierboven aangegeven wijze voorgestelde en toegezonden wijziging wordt voorgelegd aan de Maritieme Veiligheidscommissie van de Organisatie ter behandeling.

  • (iii) Verdragsluitende Regeringen van Staten, ongeacht of zij Lid zijn van de Organisatie, zijn gerechtigd deel te nemen aan de besprekingen van de Maritieme Veiligheidscommissie voor de bestudering en aanneming van wijzigingen.

  • (iv) Wijzigingen worden aangenomen met een twee derde meerderheid van de Verdragsluitende Regeringen die aanwezig zijn en hun stem uitbrengen in de Maritieme Veiligheidscommissie, die is uitgebreid zoals bepaald onder (iii) van dit lid (hierna te noemen „de uitgebreide Maritieme Veiligheidscommissie”), op voorwaarde dat ten minste een derde van de Verdragsluitende Regeringen aanwezig is op het tijdstip van stemming,

  • (v) Overeenkomstig het bepaalde onder (iv) van dit lid aangenomen wijzigingen worden door de Secretaris-Generaal van de Organisatie ter kennis gebracht van alle Verdragsluitende Regeringen ten einde aanvaarding te verkrijgen.

  • (vi)

    • (1) Een wijziging van een artikel van het Verdrag of van Hoofdstuk I van de Bijlage wordt geacht te zijn aanvaard op de datum waarop zij is aanvaard door twee derde van de Verdragsluitende Regeringen.

    • (2) Een wijziging van de Bijlage, behalve van Hoofdstuk I, wordt geacht te zijn aanvaard:

      • (aa) na afloop van twee jaar van de datum waarop zij ter kennis van de Verdragsluitende Regeringen is gebracht ten einde aanvaarding te verkrijgen; of

      • (bb) aan het einde van een andere periode, die niet korter mag zijn dan een jaar, indien zulks is bepaald op het tijdstip van aanneming ervan met een twee derde meerderheid van de Verdragsluitende Regeringen die aanwezig zijn en hun stem uitbrengen in de uitgebreide Maritieme Veiligheidscommissie.

    Indien evenwel binnen de aangegeven periode hetzij meer dan een derde van de Verdragsluitende Regeringen, hetzij Verdragsluitende Regeringen waarvan de gezamenlijke koopvaardijvloten niet minder dan vijftig percent van de bruto tonnage van de wereldkoopvaardijvloot vormen, de Secretaris-Generaal van de Organisatie ervan in kennis stellen, dat zij bezwaar hebben tegen de wijziging, wordt deze wijziging geacht niet te zijn aanvaard.

  • (vii)

    • (1) Een wijziging van een artikel van het Verdrag of van Hoofdstuk I van de Bijlage treedt in werking ten aanzien van die Verdragsluitende Regeringen die haar hebben aanvaard, zes maanden na de datum waarop zij geacht wordt te zijn aanvaard en ten aanzien van elke Verdragsluitende Regering die haar na die datum aanvaardt, zes maanden na de datum van aanvaarding door die Verdragsluitende Regering.

    • (2) Een wijziging van de Bijlage, behalve van Hoofdstuk I, treedt in werking ten aanzien van alle Verdragsluitende Regeringen, behalve die welke bezwaar tegen de wijziging hebben gemaakt krachtens het bepaalde onder (vi) (2) van dit lid en die deze bezwaren niet hebben ingetrokken, zes maanden na de datum waarop zij wordt geacht te zijn aanvaard. Vóór de datum die is vastgesteld voor de inwerkingtreding, kan elke Verdragsluitende Regering de Secretaris-Generaal van de Organisatie ervan in kennis stellen dat zij zich onthoudt van het geven van uitvoering aan deze wijziging voor een periode van niet langer dan een jaar te rekenen van de datum van de inwerkingtreding ervan, of voor een langere periode, vast te stellen met een twee derde meerderheid van de Verdragsluitende Regeringen die aanwezig zijn en hun stem uitbrengen in de uitgebreide Maritieme Veiligheidscommissie op het tijdstip van aanneming van de wijziging.

• (c) Wijziging door een Conferentie:

  • (i) Op verzoek van een Verdragsluitende Regeringe, waarmede door ten minste een derde van de Verdragsluitende Regeringen wordt ingestemd, wordt door de Organisatie een Conferentie van Verdragsluitende Regeringen bijeengeroepen ten einde wijzigingen van dit Verdrag te bestuderen.

  • (ii) Iedere door een zodanige Conferentie met een twee derde meerderheid van de Verdragsluitende Regeringen die aanwezig zijn en hun stem uitbrengen, aangenomen wijziging wordt door de Secretaris-Generaal van de Organisatie ter kennis gebracht van alle Verdragsluitende Regeringen ten einde aanvaarding te verkrijgen.

  • (iii) Tenzij de Conferentie anders besluit, wordt de wijziging geacht te zijn aanvaard en treedt zij in werking overeenkomstig de procedures aangegeven in onderscheidenlijk letters (b) (vi) en (b) (vii) van dit artikel, met dien verstande dat de verwijzingen daarin naar de uitgebreide Maritieme Veiligheidscommissie worden verstaan als verwijzingen naar de Conferentie.

• (d)

  • (i) Een Verdragsluitende Regering die een wijziging van de Bijlage die in werking is getreden, heeft aanvaard, is niet verplicht de toepassing van dit Verdrag uit te strekken tot de certificaten afgegeven ten behoeve van een schip dat gerechtigd is de vlag te voeren van een Staat waarvan de Regering, ingevolge het bepaalde in letter (b) (vi) (2) van dit artikel, bezwaar heeft gemaakt tegen de wijziging en dit bezwaar niet heeft ingetrokken, doch alleen voor zover de certificaten betrekking hebben op aangelegenheden die vallen onder de desbetreffende wijziging.

  • (ii) Een Verdragsluitende Regering die een wijziging van de Bijlage die in werking is getreden, heeft aanvaard, strekt de toepassing van dit Verdrag uit tot de certificaten afgegeven ten behoeve van een schip dat gerechtigd is de vlag te voeren van een Staat waarvan de Regering, ingevolge het bepaalde in letter (b) (vi) (2) van dit artikel, de Secretaris-Generaal van de Organisatie heeft medegedeeld dat zij zich ontheven acht van de verplichting de wijziging ten uitvoer te leggen.

• (e) Tenzij uitdrukkelijk anders bepaald, is een krachtens dit artikel tot stand gekomen wijziging van dit Verdrag, die betrekking heeft op de constructie van een schip, alleen van toepassing op schepen waarvan de kiel is gelegd of waarvan de bouw zich in een soortgelijk stadium bevindt, op of na de datum waarop die wijziging in werking treedt.

• (f) Elke verklaring van aanvaarding van of van bezwaar tegen een wijziging, of elke kennisgeving gedaan krachtens het bepaalde in letter (b) (vii) (2) van dit artikel, wordt schriftelijk ter kennis gebracht van de Secretaris-Generaal van de Organisatie, die alle Verdragsluitende Regeringen in kennis stelt van een zodanige kennisgeving en van de datum van ontvangst ervan.

• (g) De Secretaris-Generaal van de Organisatie stelt alle Verdragsluitende Regeringen in kennis van wijzigingen die krachtens dit artikel in werking treden, alsmede van de datum waarop elke wijziging in werking treedt.

Artikel IX. Ondertekening, bekrachtiging, aanvaarding, goedkeuring en toetreding

• (a) Dit Verdrag blijft open voor ondertekening op het hoofdkantoor van de Organisatie van 1 november 1974 tot 1 juli 1975 en blijft daarna open voor toetreding. Staten kunnen partij bij dit Verdrag worden door:

  • (i) ondertekening zonder voorbehoud van bekrachtiging, aanvaarding of goedkeuring; of

  • (ii) ondertekening onder voorbehoud van bekrachtiging, aanvaarding of goedkeuring, gevolgd door bekrachtiging, aanvaarding of goedkeuring; of

  • (iii) toetreding.

• (b) Bekrachtiging, aanvaarding, goedkeuring of toetreding geschiedt door de nederlegging van een hiertoe strekkende akte bij de Secretaris-Generaal van de Organisatie.

• (c) De Secretaris-Generaal van de Organisatie doet de Regeringen van alle Staten die dit Verdrag hebben ondertekend of daartoe zijn toegetreden mededeling van iedere ondertekening of van de nederlegging van iedere akte van bekrachtiging, aanvaarding, goedkeuring of toetreding, alsmede van de datum van nederlegging daarvan.

Artikel X. Inwerkingtreding

• (a) Dit Verdrag treedt in werking twaalf maanden na de datum waarop niet minder dan vijfentwintig Staten, waarvan de gezamenlijke koopvaardijvloten niet minder dan vijftig percent van de bruto tonnage van de wereldkoopvaardijvloot vormen, partij daarbij zijn geworden overeenkomstig artikel IX.

• (b) Iedere akte van bekrachtiging, aanvaarding, goedkeuring of toetreding nedergelegd na de datum waarop dit Verdrag in werking treedt, wordt van kracht drie maanden na de datum van nederlegging.

• (c) Na de datum waarop een wijziging van dit Verdrag wordt geacht te zijn aanvaard krachtens artikel VIII, heeft iedere nedergelegde akte van bekrachtiging, aanvaarding, goedkeuring of toetreding betrekking op het gewijzigde Verdrag.

Artikel XI. Opzegging

• (a) Een Verdragsluitende Regering kan dit Verdrag na verloop van vijf jaar na de datum waarop het voor die Regering in werking is getreden te allen tijde opzeggen.

• (b) Opzegging geschiedt door de nederlegging van een akte van opzegging bij de Secretaris-Generaal van de Organisatie, die alle andere Verdragsluitende Regeringen in kennis stelt van iedere ontvangen akte van opzegging en van de datum van ontvangst daarvan, alsmede van de datum waarop deze opzegging van kracht wordt.

• (c) Een opzegging wordt van kracht één jaar, of een langere periode als is aangegeven in de akte van bekrachtiging, na ontvangst ervan door de Secretaris-Generaal van de Organisatie.

Artikel XII. Nederlegging en registratie

• (a) Dit Verdrag wordt nedergelegd bij de Secretaris-Generaal van de Organisatie, die voor eensluidend gewaarmerkte afschriften daarvan toezendt aan de Regeringen van alle Staten die het hebben ondertekend of ertoe zijn toegetreden.

• (b) Zodra dit Verdrag in werking treedt, wordt de tekst door de Secretaris-Generaal van de Organisatie toegezonden aan de Secretaris-Generaal van de Verenigde Naties voor registratie en publikatie overeenkomstig artikel 102 van het Handvest van de Verenigde Naties.

Artikel XIII. Talen

Dit Verdrag is opgesteld in een enkel exemplaar in de Chinese, de Engelse, de Franse, de Russische en de Spaanse taal, zijnde alle teksten gelijkelijk authentiek. Er zullen officiële vertalingen worden vervaardigd in de Arabische, de Duitse en de Italiaanse taal, welke vertalingen worden nedergelegd bij het ondertekende origineel.

TEN BLIJKE WAARVAN de ondergetekenden, daartoe behoorlijk gemachtigd door hun onderscheiden Regeringen, dit Verdrag hebben ondertekend.

GEDAAN te Londen, een november negentienhonderd vierenzeventig.

BIJLAGE

HOOFDSTUK I. ALGEMENE VOORZIENINGEN

DEEL A. - TOEPASSING, BEGRIPSOMSCHRIJVINGEN, ENZ.

Voorschrift 1. Toepassing

• (a) Deze voorschriften zijn, tenzij uitdrukkelijk anders is bepaald, slechts van toepassing op schepen die internationale reizen maken.

• (b) De soorten van schepen waarop ieder hoofdstuk van toepassing is, zijn nader aangeduid, en de mate van toepassing wordt in ieder hoofdstuk omschreven.

Voorschrift 2. Omschrijvingen

Bij toepassing van deze voorschriften gelden, tenzij uitdrukkelijk anders is bepaald, de volgende omschrijvingen:

• (a) „Voorschriften” zijn de voorschriften vervat in de Bijlage bij dit Verdrag.

• (b) „Administratie” betekent de Regering van de Staat welks vlag het schip gerechtigd is te voeren.

• (c) „Goedgekeurd” betekent goedgekeurd door de Administratie.

• (d) „Internationale reis” betekent een reis van een land waarop dit Verdrag van toepassing is, naar een haven buiten dit land, of omgekeerd.

• (e) Een passagier is iedere persoon aan boord, behalve:

  • (i) de kapitein en de leden van de bemanning of andere personen die, in welke hoedanigheid dan ook, in dienst of te werk gesteld zijn aan boord van een schip ten behoeve van dat schip; en

  • (ii) een kind beneden de leeftijd van één jaar.

• (f) Een passagiersschip is een schip dat meer dan 12 passagiers vervoert.

• (g) Een vrachtschip is elk schip dat geen passagiersschip is.

• (h) Een tankschip is een vrachtschip dat is gebouwd of geschikt gemaakt voor het vervoer van vloeibare lading van ontvlambare aard in bulk.

• (i) Een vissersvaartuig is een vaartuig dat gebezigd wordt voor het vangen van vis, walvissen, zeehonden, walrussen of andere levende rijkdommen van de zee.

• (j) Een reactorschip is een schip dat is voorzien van een kernreactor-installatie.

• (k) „Nieuw schip” betekent een schip waarvan de kiel is gelegd of waarvan de bouw zich in een soortgelijk stadium bevindt, op of na 25 mei 1980.

• (l) „Bestaand schip” betekent een schip dat geen nieuw schip is.

• (m) Een zeemijl is 1852 meter of 6080 voet.

• (n) „Leeftijd van een schip” betekent de tijd verlopen, gerekend vanaf het bouwjaar zoals aangegeven op de registratiebewijzen van het schip.

• (n) „Verjaardatum” betekent de dag en de maand van elk jaar overeenkomend met de vervaldatum van het desbetreffende certificaat.

Voorschrift 3. Uitzonderingen

• (a) Deze Voorschriften zijn, tenzij uitdrukkelijk anders is bepaald, niet van toepassing op:

  • (i) Oorlogsschepen en troepentransportschepen.

  • (ii) Vrachtschepen met een bruto-inhoud van minder dan 500 ton.

  • (iii) Schepen zonder mechanische voortstuwingsmiddelen.

  • (iv) Houten schepen van primitieve bouw.

  • (v) Pleziervaartuigen die niet worden gebezigd voor handelsdoeleinden.

  • (vi) Vissersvaartuigen.

• (b) Behoudens het uitdrukkelijk bepaalde in Hoofdstuk V, zijn de bepalingen van deze Voorschriften niet van toepassing op schepen die uitsluitend de Grote Meren van Noord-Amerika en de St. Laurens Rivier bevaren, niet verder oostelijk dan tot de rechte lijn, getrokken van Kaap des Rosiers tot West Point van het eiland Anticosti en, aan de noordzijde van het eiland Anticosti, de 63e meridiaan.

Voorschrift 4. Vrijstellingen

• (a) Een schip dat gewoonlijk niet wordt gebruikt voor internationale reizen, maar in bijzondere omstandigheden een enkele internationale reis onderneemt, kan door de Administratie worden vrijgesteld van elke eis in deze Voorschriften, mits dit schip voldoet aan veiligheidsvoorschriften die, naar het oordeel van de Administratie, voldoende zijn voor de reis die het gaat ondernemen.

• (b) Een schip met nieuwe kenmerken kan door de Administratie worden vrijgesteld van die bepalingen van de Hoofdstukken II-1, II-2, III en IV van deze Voorschriften, waarvan de toepassing het onderzoek tot ontwikkeling van zulke kenmerken en de verwerking daarvan in schepen die worden gebruikt voor internationale reizen op ernstige wijze zou kunnen belemmeren. Een dusdanig schip dient evenwel te voldoen aan de veiligheidsvoorschriften die, naar het oordeel van deze Administratie, voldoende zijn voor de dienst waarvoor het schip bestemd is en die zodanig zijn dat zij de algemene veiligheid waarborgen van het schip en aanvaardbaar zijn voor de Regeringen van de staten die door het schip zullen worden bezocht. De Administratie die een zodanige vrijstelling toestaat dient aan de Organisatie de bijzonderheden daarvan en de redenen daarvoor mede te delen; de Organisatie zendt deze te hunner kennisneming aan de Verdragsluitende Regeringen.

Voorschrift 5. Gelijkwaardige voorzieningen

• (a) Waar in deze Voorschriften wordt geëist dat een bepaald onderdeel, materiaal, instrument of toestel of een bepaald type daarvan in een schip moet worden aangebracht of medegevoerd, of dat een bijzondere voorziening moet worden getroffen, mag de Administratie het aanbrengen of medevoeren van ieder ander onderdeel, materiaal, instrument of toestel of type daarvan of het treffen van iedere andere voorziening op het schip toestaan, mits de Administratie zich door beproeving of anderszins ervan heeft overtuigd, dat zulk een onderdeel, materiaal, instrument of toestel of type daarvan, of de voorziening ten minste even doelmatig is als die welke in deze Voorschriften worden geëist.

• (b) Een Administratie die op deze wijze een ander onderdeel, materiaal, instrument of toestel of type daarvan, of een andere voorziening ter vervanging, toestaat moet aan de Organisatie de bijzonderheden daarvan alsmede een rapport over de genomen proeven doen toekomen en de Organisatie zendt deze bijzonderheden aan de andere Verdragsluitende Regeringen toe ter inlichting van hun ambtenaren.

DEEL B. - ONDERZOEKEN EN CERTIFICATEN

Voorschrift 6. Inspectie en Onderzoek

• a. De inspectie en het onderzoek van schepen moeten, voor zover het de toepassing van de bepalingen van deze Voorschriften en het verlenen van vrijstellingen daarvan betreft, worden uitgevoerd door ambtenaren van de Administratie. De Administratie kan de inspecties en onderzoeken evenwel toevertrouwen hetzij aan experts die voor dat doel zijn benoemd, hetzij aan door haar erkende organisaties.

• b. Een Administratie die experts benoemt of organisaties erkent voor het verrichten van de inspecties en onderzoeken bedoeld in lid (a) moet een benoemde expert of erkende organisatie ten minste machtigen om:

  • i. reparaties aan een schip te eisen;

  • ii. inspecties en onderzoeken te verrichten indien daarom wordt verzocht door de bevoegde autoriteiten van een havenstaat.

  De Administratie stelt de Organisatie in kennis van de specifieke verantwoordelijkheden en de voorwaarden van de aan de benoemde experts of erkende organisaties overgedragen bevoegdheid.

• c. Wanneer een benoemde expert of erkende organisatie vaststelt dat de toestand van het schip of van zijn uitrusting in belangrijke mate afwijkt van de gegevens van het certificaat of zodanig is dat het schip niet geschikt is zee te kiezen zonder gevaar voor het schip of voor de personen aan boord, moet deze expert of organisatie onmiddellijk er op letten dat corrigerende maatregelen worden genomen en stelt deze te zijner tijd de Administratie daarvan in kennis. Indien geen corrigerende maatregelen worden genomen, moet het desbetreffende certificaat worden ingetrokken en de Administratie onmiddellijk daarvan in kennis worden gesteld; en indien het schip zich in de haven van een andere Partij bevindt, moeten de bevoegde autoriteiten van de havenstaat eveneens onmiddellijk daarvan in kennis worden gesteld. Wanneer een ambtenaar van de Administratie, een benoemde expert of een erkende organisatie de bevoegde autoriteiten van de havenstaat in kennis heeft gesteld, verleent de Regering van de betrokken havenstaat deze ambtenaar, expert of organisatie alle nodige bijstand om hun verplichtingen uit hoofde van dit Voorschrift na te komen. Wanneer van toepassing zorgt de Regering van de betrokken havenstaat ervoor dat het schip niet vertrekt totdat het zee kan kiezen, of de haven kan verlaten ten einde zich te begeven naar de desbetreffende reparatiewerf, zonder gevaar voor het schip of de personen aan boord.

• d. In alle gevallen waarborgt de Administratie ten volle de volledigheid en doeltreffendheid van de inspectie en het onderzoek en verbindt zij zich ertoe de nodige regelingen te waarborgen om aan deze verplichting te voldoen.

Voorschrift 7. Onderzoeken van passagiersschepen

• a. Een passagiersschip moet de hieronder volgende onderzoeken ondergaan:

  • i. een eerste onderzoek voordat het schip in dienst wordt gesteld;

  • ii. een hernieuwd onderzoek eenmaal per 12 maanden, behalve wanneer Voorschrift 14(b), (e), (f) en (g) van toepassing is;

  • iii. aanvullende onderzoeken, indien daartoe aanleiding bestaat,

• b. De hierboven genoemde onderzoeken moeten als volgt worden uitgevoerd:

  • i. het eerste onderzoek moet een volledige inspectie omvatten van de constructie van het schip, de machine-installatie en de uitrusting, met inbegrip van het vlak van het schip aan de buitenzijde en het in- en uitwendige van de ketels. Dit onderzoek moet zodanig zijn dat het zeker is dat de algemene inrichting, de materialen en de verbanddelen van de romp, ketels en andere drukvaten met toebehoren, hoofd- en hulpwerktuigen, elektrische installaties, radio-installaties met inbegrip van die gebruikt in reddingmiddelen, middelen voor bescherming tegen brand, systemen en apparaten voor beveiliging tegen brand, reddingmiddelen en voorzieningen, navigatiemiddelen aan boord, zeevaartkundige publikaties, inschepingsmiddelen voor loodsen en andere uitrusting, ten volle voldoen aan de eisen van deze Voorschriften en van de wetten, besluiten, beschikkingen en reglementen die op grond daarvan door de Administratie zijn uitgevaardigd voor schepen in de dienst waarvoor het te onderzoeken schip is bestemd. Het onderzoek moet ook zodanig zijn, dat het zeker is dat de technische uitvoering van alle delen van het schip en zijn uitrusting in alle opzichten bevredigend is en dat het schip is voorzien van de lichten, dagmerken, middelen voor het geven van geluidseinen en noodseinen zoals vereist volgens de bepalingen van deze Voorschriften en van de geldende Internationale Bepalingen ter voorkoming van aanvaringen op zee;

  • ii. het hernieuwd onderzoek moet een inspectie omvatten van de constructie, ketels en andere drukvaten, machine-installaties en uitrusting, met inbegrip van het vlak van het schip aan de buitenzijde. Het onderzoek moet zodanig zijn dat het zeker is dat het schip, wat betreft de constructie, ketels en andere drukvaten met toebehoren, hoofd- en hulpwerktuigen, elektrische installaties, radio-installaties, met inbegrip van die gebruikt in reddingsmiddelen, middelen voor bescherming tegen brand, systemen en apparaten voor beveiliging tegen brand, reddingsmiddelen en -voorzieningen, navigatiemiddelen aan boord van schepen, zeevaartkundige publikaties, inschepingsmiddelen voor loodsen en andere uitrusting, in een bevredigende toestand verkeert en geschikt is voor de dienst waarvoor het is bestemd en dat het voldoet aan de eisen van deze Voorschriften en van de wetten, besluiten, beschikkingen en reglementen die op grond daarvan door de Administratie zijn uitgevaardigd. De lichten, dagmerken, middelen voor het geven van geluidseinen en noodseinen die aan boord zijn, moeten eveneens aan bovengenoemd onderzoek worden onderworpen ten einde te verzekeren dat zij voldoen aan de eisen van deze Voorschriften en van de geldende Internationale Bepalingen ter voorkoming van aanvaringen op zee;

  • iii. een algeheel of gedeeltelijk aanvullend onderzoek moet, al naar gelang de omstandigheden, worden uitgevoerd na herstellingen voortvloeiend uit de onderzoeken voorgeschreven in Voorschrift 11 of telkens wanneer belangrijke herstellingen of vernieuwingen zijn verricht. Het onderzoek moet zodanig zijn, dat het zeker is dat de noodzakelijke herstellingen of vernieuwingen deugdelijk zijn uitgevoerd, dat het materiaal en de uitvoering van zulke herstellingen of vernieuwingen in alle opzichten bevredigend zijn en dat het schip in alle opzichten voldoet aan de bepalingen van deze Voorschriften en van de geldende Internationale Bepalingen ter voorkoming van aanvaringen op zee en van de wetten, besluiten, beschikkingen en reglementen die op grond daarvan door de Administratie zijn uitgevaardigd.

• c.

  • i. de wetten, besluiten, beschikkingen en reglementen bedoeld onder (b) van dit Voorschrift, moeten in alle opzichten zodanig zijn dat het zeker is dat, uit een oogpunt van de beveiliging van mensenlevens, het schip geschikt is voor de dienst waarvoor het is bestemd;

  • ii. zij moeten onder meer de voorwaarden bevatten, die in acht moeten worden genomen bij de eerste en volgende hydraulische of andere aanvaardbare gelijkwaardige beproevingen, waaraan de hoofd- en hulpketels, verbindingen, stoomleidingen, hogedrukvaten en brandstoftanks voor verbrandingsmotoren onderworpen moeten worden, zomede de beproevingsmethoden die moeten worden gevolgd en de tussenpozen tussen twee opeenvolgende beproevingen aangeven.

Voorschrift 8. Onderzoeken van reddingmiddelen en andere uitrusting van vrachtschepen

• a. De reddingmiddelen en andere uitrusting van vrachtschepen met een brutoinhoud van 500 ton en meer zoals bedoeld onder (b)(i) worden onderworpen aan de onderstaand aangegeven onderzoeken:

  • i. een eerste onderzoek voordat het schip in dienst wordt gesteld;

  • ii. een hernieuwd onderzoek met door de Administratie te bepalen tussenpozen die niet langer mogen zijn dan 5 jaar, behalve wanneer Voorschrift 14(b), (e), (f) en (g) van toepassing is;

  • iii. een periodiek onderzoek binnen drie maanden voor of na de tweede verjaardatum of binnen drie maanden voor of na de derde verjaardatum van het Uitrustingscertificaat voor Vrachtschepen, dat in de plaats komt van één van de onderzoeken aangegeven onder (a)(iv) ;

  • iv. een jaarlijks onderzoek binnen 3 maanden voor of na elke verjaardatum van het Uitrustingscertificaat voor Vrachtschepen;

  • v. een aanvullend onderzoek zoals voorgeschreven voor passagiersschepen in Voorschrift 7(b)(iii).

• b. De onderzoeken bedoeld onder (a) worden uitgevoerd als volgt:

  • i. het eerste onderzoek omvat een volledige inspectie van de systemen en apparaten voor beveiliging tegen brand, de reddingmiddelen en -voorzieningen behalve radio- installaties, navigatiemiddelen aan boord van schepen, inschepingsmiddelen voor loodsen en andere uitrusting waarop de hoofdstukken II-1, II-2, III en V van toepassing zijn ten einde te verzekeren dat zij voldoen aan de eisen van deze Voorschriften, in een bevredigende toestand verkeren en geschikt zijn voor de bedrijfsvoering waarvoor het schip is bestemd. De brandbestrijdingsplannen, zeevaartkundige publikaties, lichten, dagmerken, middelen voor het geven van geluidseinen en noodseinen moeten ook worden onderworpen aan bovengenoemd onderzoek ten einde te verzekeren dat zij voldoen aan de voorwaarden van deze Voorschriften en, wanneer van toepassing, van de geldende Internationale Bepalingen ter voorkoming van aanvaringen op zee;

  • ii. de hernieuwde onderzoeken en periodieke onderzoeken omvatten een inspectie van de onder (b)(i) bedoelde uitrusting ten einde te verzekeren dat deze voldoet aan de desbetreffende eisen van deze Voorschriften en van de geldende Internationale Bepalingen ter voorkoming van aanvaringen op zee, in bevredigende toestand verkeert en geschikt is voor de bedrijfsvoering waarvoor het schip is bestemd;

  • iii. het jaarlijkse onderzoek omvat een algemene inspectie van de onder (b)(i) bedoelde uitrusting ten einde te verzekeren dat deze is onderhouden overeenkomstig Voorschrift 11(a) en zij in bevredigende staat blijft voor de bedrijfsvoering waarvoor het schip is bestemd.

• c. De onder (a)(iii) en (a)(iv) bedoelde periodieke onderzoeken en jaarlijkse onderzoeken worden aangetekend op het Uitrustingscertificaat voor Vrachtschepen.

Voorschrift 9. Onderzoeken van radio-installaties op vrachtschepen

• a. De radio-installaties, met inbegrip van die gebruikt in reddingmiddelen, van vrachtschepen waarop de hoofdstukken III en IV van toepassing zijn, worden onderworpen aan de onderstaand aangegeven onderzoeken:

  • i. een eerste onderzoek voordat het schip in dienst wordt gesteld;

  • ii. een hernieuwd onderzoek met door de Administratie te bepalen tussenpozen die niet langer mogen zijn dan vijf jaar, behalve wanneer Voorschrift 14(b), (e), (f) en (g) van toepassing is;

  • iii. een periodiek onderzoek binnen drie maanden voor of na elke verjaardatum van het Radioveiligheidscertificaat voor Vrachtschepen;

  • iv. een aanvullend onderzoek zoals voorgeschreven voor passagiersschepen in Voorschrift 7(b)(iii).

• b. De onder (a) bedoelde onderzoeken worden als volgt uitgevoerd:

  • i. het eerste onderzoek omvat een volledige inspectie van de radio-installaties van vrachtschepen, met inbegrip van die gebruikt in reddingmiddelen, ten einde te verzekeren dat deze voldoen aan de eisen van deze Voorschriften;

  • ii. de hernieuwde onderzoeken en periodieke onderzoeken omvatten een inspectie van de radio-installaties van vrachtschepen, met inbegrip van die gebruikt in reddingmiddelen, ten einde te verzekeren dat deze voldoen aan de eisen van deze Voorschriften.

• c. De onder (a)(iii) bedoelde periodieke onderzoeken worden aangetekend op de rugzijde van het Radioveiligheidscertificaat voor Vrachtschepen.

Voorschrift 10. Onderzoeken van constructie, machine-installaties en uitrusting van vrachtschepen

• a De constructie, machine-installaties en uitrusting (behalve die met betrekking waartoe een Uitrustingscertificaat voor Vrachtschepen en een Radioveiligheidscertificaat voor Vrachtschepen worden afgegeven) van een vrachtschip zoals bedoeld onder (b)(i) worden onderworpen aan de onderstaand aangegeven onderzoeken en inspecties:

  • i. een eerste onderzoek, met inbegrip van het vlak van het schip aan de buitenzijde, voordat het schip in dienst wordt gesteld;

  • ii. een hernieuwd onderzoek met door de Administratie te bepalen tussenpozen die niet langer mogen zijn dan 5 jaar, behalve wanneer Voorschrift 14(b), (e), (f) en (g) van toepassing is;

  • iii. een tussentijds onderzoek binnen drie maanden voor of na de tweede verjaardatum of binnen drie maanden voor of na de derde verjaardatum van het Veiligheidsconstructiecertificaat voor Vrachtschepen, dat in de plaats treedt van een van de jaarlijkse onderzoeken aangegeven onder (a)(iv);

  • iv. een jaarlijks onderzoek binnen 3 maanden voor of na elke verjaardatum van het Veiligheidsconstructiecertificaat voor Vrachtschepen;

  • v. een minimum van twee inspecties van het vlak van het schip aan de buitenzijde gedurende een tijdvak van vijf jaar, behalve wanneer Voorschrift 14(e) of (f) van toepassing is. Wanneer Voorschrift 14(e) of (f) van toepassing is, kan dit tijdvak van vijf jaar worden verlengd, zodat het samenvalt met de verlengde geldigheidsduur van het certificaat. In alle gevallen mag de tussenpoos tussen twee onderzoeken niet langer zijn dan 36 maanden;

  • vi. een aanvullend onderzoek zoals voorgeschreven voor passagiersschepen in Voorschrift 7(b)(iii).

• b De onderzoeken en inspecties bedoeld onder (a) worden uitgevoerd als volgt:

  • i. het eerste onderzoek omvat een volledige inspectie van de constructie, machine- installatie en uitrusting. Dit onderzoek moet zodanig zijn dat het zeker is dat de algemene inrichting, materialen, verbanddelen en de technische uitvoering van de constructie, ketels en andere drukvaten met toebehoren, hoofden hulpmachine- installaties, met inbegrip van de stuurinrichting en bijbehorende bedieningssystemen, elektrische installatie en andere uitrusting voldoen aan de eisen van deze Voorschriften, in een bevredigende toestand verkeren en geschikt zijn voor de bedrijfsvoering waarvoor het schip is bestemd en dat de vereiste gegevens inzake de stabiliteit zijn verstrekt. In het geval van tankschepen moet zulk een onderzoek ook een inspectie omvatten van de pompkamers, laad-, bunker- en ventilatie-systemen; en bijbehorende veiligheidsinrichtingen;

  • ii. het hernieuwd onderzoek moet een inspectie omvatten van de constructie, machine- installaties en uitrusting zoals bedoeld onder (b)(i) ten einde te verzekeren dat deze voldoen aan de eisen van deze Voorschriften, in een bevredigende toestand verkeren en geschikt zijn voor de bedrijfsvoering waarvoor het schip is bestemd;

  • iii. het tussentijdse onderzoek moet een inspectie omvatten van de constructie, ketels en andere drukvaten, machine-installaties en uitrusting, de stuurinrichting en de daarbij behorende bedieningsystemen en elektrische installaties ten einde te verzekeren dat zij in een bevredigende toestand blijven voor de bedrijfsvoering waarvoor het schip is bestemd. In het geval van tankschepen moet zulk een onderzoek ook een inspectie omvatten van de pompkamers, laad-, bunker- en ventilatiesystemen en bijbehorende veiligheidsinrichtingen en de beproeving van de isolatieweerstand van elektrische installaties in gevaarlijke zones;

  • iv. het jaarlijkse onderzoek moet een algemene inspectie omvatten van de constructie, machine-installaties en uitrusting bedoeld onder (b)(i) ten einde te verzekeren dat deze in de toestand zijn gehandhaafd overeenkomstig Voorschrift 11(a) en dat zij in bevredigende toestand blijven voor de bedrijfsvoering waarvoor het schip is bestemd;

  • v. de inspectie van het vlak van het schip aan de buitenzijde en het onderzoek van tegelijkertijd geïnspecteerde daarmede samenhangende zaken moeten zodanig zijn dat het zeker is dat deze in bevredigende toestand blijven voor de bedrijfsvoering waarvoor het schip is bestemd.

• c De tussentijdse en jaarlijkse onderzoeken en de inspecties van het vlak van het schip aan de buitenzijde bedoeld onder (a)(iii), (a)(iv) en (a)(v) worden aangetekend op de rugzijde van het Veiligheidsconstructiecertificaat.

Voorschrift 11. Handhaving van de toestand na onderzoek

• a. De toestand van het schip en zijn uitrusting worden gehandhaafd zodat deze voldoet aan de bepalingen van deze Voorschriften ten einde te verzekeren dat het schip in alle opzichten geschikt zal blijven om zonder gevaar voor het schip of personen aan boord zee te kiezen.

• b. Nadat een onderzoek van het schip krachtens de Voorschriften 7, 8, 9 of 10 is voltooid, mag zonder toestemming van de Administratie geen verandering worden aangebracht in de constructie, de machineinstallaties, de uitrusting en andere zaken die door dit onderzoek zijn gedekt.

• c. Wanneer het schip een ongeval overkomt of er een gebrek wordt geconstateerd dat de veiligheid van het schip of de doelmatigheid of volledigheid van zijn reddingmiddelen of andere uitrusting aantast, moet de kapitein of de eigenaar van het schip zulks zo spoedig mogelijk rapporteren aan de Administratie, de benoemde expert of erkende organisatie die verantwoordelijk is voor de afgifte van het desbetreffende certificaat, die een onderzoek moet laten instellen om na te gaan of een onderzoek zoals vereist door de Voorschriften 7, 8, 9 of 10 noodzakelijk is. Indien het schip zich in een haven van een andere Verdragsluitende Regering bevindt, moet de kapitein of de eigenaar ook onmiddellijk rapporteren aan de bevoegde autoriteiten van de havenstaat en vergewissen de benoemde expert of de erkende organisatie zich ervan dat een zodanig rapport is uitgebracht.

Voorschrift 12. Afgifte van of aantekening op de Certificaten

• a.

  • i. Een certificaat, Veiligheidscertificaat voor Passagiersschepen genaamd, wordt, nadat een eerste onderzoek of een hernieuwd onderzoek heeft plaatsgevonden, afgegeven ten behoeve van een passagiersschip dat voldoet aan de desbetreffende eisen van de Hoofdstukken II-1, II-2, III, IV en V en aan alle andere terzake dienende eisen van deze Voorschriften;

  • ii. een certificaat, Veiligheidsconstructiecertificaat voor Vrachtschepen genaamd, wordt, nadat een eerste onderzoek of een hernieuwd onderzoek heeft plaatsgevonden, afgegeven ten behoeve van een vrachtschip dat voldoet aan de desbetreffende eisen van de Hoofdstukken II-1 en II-2 (behalve die betreffende systemen en apparatuur voor brandbeveiliging en brandbestrijdingsplannen) en andere ter zake dienende eisen van deze Voorschriften;

  • iii. een Certificaat, Uitrustingscertificaat voor Vrachtschepen genaamd, wordt na een eerste onderzoek of een hernieuwd onderzoek afgegeven ten behoeve van een vrachtschip dat voldoet aan de desbetreffende eisen van de Hoofdstukken II-l, II-2, III en V en aan alle andere terzake dienende eisen van deze Voorschriften;

  • iv. een certificaat, Radioveiligheidscertifïcaat genaamd, wordt na een eerste onderzoek of een hernieuwd onderzoek afgegeven ten behoeve van een vrachtschip dat voldoet aan de desbetreffende eisen van Hoofdstuk IV en aan alle andere ter zake dienende eisen van deze Voorschriften;

  • v.

    • 1. een certificaat, Veiligheidscertificaat voor Vrachtschepen genaamd, kan worden afgegeven na een eerste onderzoek of een hernieuwd onderzoek ten behoeve van een vrachtschip dat voldoet aan de desbetreffende eisen van de Hoofdstukken II-1, II-2, III, IV en V en alle andere terzake dienende eisen van deze Voorschriften, als alternatief voor de certificaten bedoeld onder (a)(ii), (a)(iii) en (a)(iv),

    • 2. telkens wanneer in dit hoofdstuk wordt verwezen naar een Veiligheidsconstructiecertificaat voor Vrachtschepen, een Uitrustingscertificaat voor Vrachtschepen of een Radioveiligheidscertificaat voor Vrachtschepen, wordt onder een zodanige verwijzing een Veiligheidscertificaat voor Vrachtschepen verstaan, indien dat wordt gebruikt als alternatief voor deze certificaten;

  • vi. het Veiligheidscertificaat voor Passagiersschepen, het Uitrustingscertificaat voor Vrachtschepen, het Radioveiligheidscertificaat voor Vrachtschepen bedoeld onder (i), (iii), (iv) en (v) moeten worden aangevuld met een Uitrustingsrapport;

  • vii. Wanneer een vrijstelling wordt verleend ten behoeve van een schip op grond van en in overeenstemming met de bepalingen van deze Voorschriften, moet een certificaat, Certificaat van Vrijstelling genaamd, worden afgegeven naast de in dit lid voorgeschreven certificaten;

  • viii. De in dit Voorschrift bedoelde certificaten worden afgegeven of op de rugzijde daarvan worden aantekeningen geplaatst òf door de Administratie òf door een persoon of organisatie die daartoe door die Administratie is gemachtigd. In alle gevallen aanvaardt die Administratie de volle verantwoordelijkheid voor de certificaten.

• b. Een Verdragsluitende Regering geeft geen certificaten af op grond van en in overeenstemming met de bepalingen van het Internationale Verdrag voor de Beveiliging van Mensenlevens op Zee, 1960, 1948 of 1929 na de datum waarop de aanvaarding van dit Verdrag door die Regering van kracht wordt.

Voorschrift 13. Afgifte van of het maken van aantekeningen op een certificaat door een andere Regering

Een Verdragsluitende Regering kan, op verzoek van de Administratie, een schip aan een onderzoek onderwerpen en dient, wanneer zij overtuigd is dat wordt voldaan aan de eisen van deze Voorschriften, certificaten ten behoeve van het schip af te geven of daartoe te machtigen en, wanneer passend, een aantekening op de rugzijde te plaatsen op certificaten ten behoeve van het schip of daartoe te machtigen in overeenstemming met deze Voorschriften. Elk aldus afgegeven certificaat moet een verklaring bevatten, inhoudende dat het is afgegeven op verzoek van de Regering van de Staat wiens vlag het schip gerechtigd is te voeren, en het heeft dezelfde waarde en wordt op dezelfde wijze erkend als een op grond van Voorschrift 12 afgegeven certificaat.

Voorschrift 14. Geldigheidsduur en geldigheid van certificaten

• a. Een Veiligheidscertificaat voor Passagiersschepen wordt voor een tijdsduur van niet langer dan 12 maanden afgegeven. Een Veiligheidsconstructiecertificaat voor Vrachtschepen, een Uitrustingscertificaat voor Vrachtschepen en een Radioveiligheidscertificaat voor Vrachtschepen wordt afgegeven voor een door de Administratie te bepalen tijdsduur die niet langer mag zijn dan 5 jaar. Een Certificaat van Vrijstelling mag geen langere geldigheidsduur hebben dan de tijdsduur van het certificaat waarop het betrekking heeft.

• b.

  • i. niettegenstaande de eisen onder (a) is, wanneer het hernieuwd onderzoek wordt voltooid binnen drie maanden voor het verstrijken van het bestaande certificaat, het nieuwe certificaat geldig vanaf de datum van voltooiing van het hernieuwd onderzoek tot:

    • 1. voor een passagiersschip, een datum niet later dan 12 maanden vanaf de vervaldatum van het bestaande certificaat; en

    • 2. voor een vrachtschip, een datum niet later dan vijfjaar vanaf de vervaldatum van het bestaande certificaat;

  • ii. wanneer het hernieuwd onderzoek wordt voltooid na de vervaldatum van het bestaande certificaat, is het nieuwe certificaat geldig vanaf de datum van voltooiing van het hernieuwd onderzoek tot:

    • 1. voor een passagiersschip een datum niet later dan 12 maanden vanaf de vervaldatum van het bestaande certificaat; en

    • 2. voor een vrachtschip een datum niet later dan vijf jaar vanaf de vervaldatum van het bestaande certificaat;

  • iii. wanneer het hernieuwd onderzoek wordt voltooid meer dan drie maanden voor de vervaldatum van het bestaande certificaat, is het nieuwe certificaat geldig vanaf de datum van voltooiing van het hernieuwd onderzoek tot:

    • 1. voor een passagiersschip een datum niet later dan 12 maanden vanaf de datum van voltooiing van het hernieuwd onderzoeken

    • 2. voor een vrachtschip een datum niet later dan vijfjaar vanaf de datum van voltooiing van het hernieuwd onderzoek.

• c. Indien een ander certificaat dan een Veiligheidscertificaat voor Passagiersschepen wordt afgegeven voor een tijdvak korter dan vijf jaar, kan de Administratie de geldigheidsduur van het certificaat verlengen tot na de datum van verstrijken tot het maximumtijdvak aangegeven onder (a), mits de in de Voorschriften 8, 9 en 10 bedoelde onderzoeken, die van toepassing zijn wanneer een certificaat voor een tijdvak van vijf jaar wordt afgegeven, naar behoren worden uitgevoerd.

• d. Indien een hernieuwd onderzoek is voltooid en er geen nieuw certificaat kan worden afgegeven of aan het schip worden verstrekt voor de vervaldatum van het bestaande certificaat, kan de door de Administratie gemachtigde persoon of organisatie een aantekening op het bestaande certificaat plaatsen en wordt een dergelijk certificaat als geldig aanvaard voor een tijdvak van niet langer dan 5 maanden vanaf de datum van verstrijken.

• e. Indien een schip zich op het tijdstip waarop een certificaat zijn geldigheid verliest niet in een haven bevindt waar het moet worden onderzocht, kan de Administratie de geldigheidsduur van het certificaat verlengen, maar deze verlenging wordt uitsluitend verleend om het schip in staat te stellen zijn reis naar de haven waar het moet worden onderzocht te voltooien en dan uitsluitend in gevallen waarin het juist en redelijk voorkomt zulks te doen. Een certificaat mag niet worden verlengd voor een tijdvak van langer dan 3 maanden en een schip ten behoeve waarvan een verlenging is verleend, is bij zijn aankomst in de haven waar het moet worden onderzocht, niet gerechtigd uit hoofde van een zodanige verlenging die haven te verlaten zonder een nieuw certificaat. Wanneer het hernieuwd onderzoek is voltooid, is het nieuwe certificaat geldig tot:

  • i. voor een passagiersschip een datum niet later dan 12 maanden na de vervaldatum van het bestaande certificaat voordat de verlenging werd verleend;

  • ii. voor een vrachtschip een datum niet later dan 5 jaar na de vervaldatum van het bestaande certificaat voordat de verlenging werd verleend.

• f. Een certificaat afgegeven ten behoeve van een schip dat korte reizen maakt en dat niet is verlengd ingevolge de voorgaande bepalingen van dit Voorschrift kan door de Administratie worden verlengd met een gedoogperiode van ten hoogste één maand na de op het certificaat vermelde vervaldatum. Wanneer het hernieuwd onderzoek is voltooid, is het nieuwe certificaat geldig tot:

  • i. voor een passagiersschip een datum niet later dan 12 maanden na de vervaldatum van het bestaande certificaat voordat de verlenging werd verleend;

  • ii. voor een vrachtschip een datum niet later dan 5 jaar na de vervaldatum van het bestaande certificaat voordat de verlenging werd verleend.

• g. In bijzondere omstandigheden, zoals bepaald door de Administratie, behoeft een nieuw certificaat niet te worden gedateerd te rekenen van de vervaldatum van het bestaande certificaat zoals voorgeschreven onder (b)(ii) (e) of (f). In deze bijzondere omstandigheden is het nieuwe certificaat geldig tot:

  • i. voor een passagiersschip een datum niet later dan 12 maanden na de datum van voltooing van het hernieuwd onderzoek;

  • ii. voor een vrachtschip een datum niet later dan vijf jaar na de datum van voltooiing van het hernieuwd onderzoek,

• h. Indien een jaarlijks, tussentijds of periodiek onderzoek is voltooid vóór het einde van het in de desbetreffende voorschriften aangegeven tijdvak:

  • i. wordt de verjaardatum op het desbetreffende certificaat door een aantekening op de rugzijde gewijzigd in een datum ten hoogste 3 maanden na de datum waarop het onderzoek werd voltooid;

  • ii. worden de door de desbetreffende voorschriften vereiste volgende jaarlijkse, tussentijdse of periodieke onderzoeken voltooid met de in deze voorschriften voorgeschreven tussenpozen met inachtneming van de nieuwe verjaardatum;

  • iii. kan de vervaldatum onveranderd blijven mits er een of meer jaarlijkse, tussentijdse of periodieke onderzoeken, al naar het geval, zijn verricht zodat de maximumtussenpozen tussen de in de desbetreffende voorschriften voorgeschreven onderzoeken niet worden overschreden.

• i. Een ingevolge Voorschrift 12 of 13 afgegeven certificaat verliest zijn geldigheid in de volgende gevallen:

  • i. indien de desbetreffende onderzoeken en inspecties niet zijn voltooid binnen de ingevolge de Voorschriften 7(a), 8(a), 9(a) en 10(a) aangegeven tijdvakken;

  • ii. indien geen aantekening op de rugzijde van het certificaat is geplaatst overeenkomstig deze voorschriften;

  • iii. bij overdracht van het schip onder de vlag van een andere Staat. Er mag uitsluitend een nieuw certificaat worden afgegeven, wanneer de Regering die het nieuwe certificaat afgeeft er ten volle van overtuigd is dat het schip voldoet aan de eisen van Voorschrift 1 l(a) en (b). In het geval van een overdracht tussen Verdragsluitende Regeringen zendt de Regering van de Staat wiens vlag het schip voordien gerechtigd was te voeren, indien zij daarom wordt verzocht binnen drie maanden nadat de overdracht heeft plaats gevonden, zo spoedig mogelijk aan de Administratie afschriften van de certificaten die het schip aan boord had voor de overdracht en, indien beschikbaar, afschrif ten van de desbetreffende onderzoeksrapporten.

Voorschrift 15. Modellen van certificaten en van de uitrustingsrapporten

De certificaten en de uitrustingrapporten moeten worden opgesteld in de vorm overeenkomend met de modellen zoals deze zijn opgenomen in het Aanhangsel bij dit Verdrag. Indien de gebruikte taal geen Engels of Frans is, moet de tekst een vertaling in een van deze talen omvatten.

Voorschrift 16. Beschikbaarheid van certificaten

De ingevolge de Voorschriften 12 en 13 afgegeven certificaten moeten aan boord beschikbaar zijn zodat zij te allen tijde kunnen worden onderzocht.

Voorschrift 17. Erkenning van certificaten

Certificaten die onder gezag van een Verdragsluitende Regering zijn afgegeven, moeten door de andere Verdragsluitende Regeringen worden erkend voor alle doeleinden welke bij dit Verdrag zijn geregeld. De andere Verdragsluitende Regeringen moeten aan deze certificaten gelijke waarde toekennen als aan de certificaten die zij zelf hebben afgegeven.

Voorschrift 18. Aanhangsel bij certificaten

• (a) Indien tijdens een bepaalde reis een schip minder personen aan boord heeft dan het totale aantal dat in het Veiligheidscertificaat voor Passagiersschepen wordt vermeld, zodat het in overeenstemming met de bepalingen van deze Voorschriften gerechtigd is om een kleiner aantal reddingboten en andere reddingmiddelen aan boord te hebben dan in het certificaat is vermeld, mag door de Regering, persoon of organisatie bedoeld in Voorschrift 12 of 13 van dit Hoofdstuk, een aanhangsel worden afgegeven.

• (b) Dit aanhangsel moet vermelden, dat onder de gegeven omstandigheden de bepalingen van deze Voorschriften niet worden overtreden.

  Het moet aan het certificaat worden gehecht en vervangt het daarin vermelde voor wat de reddingmiddelen betreft.

  Het aanhangsel is slechts geldig voor de bepaalde reis waarvoor het is afgegeven.

Voorschrift 19. Controle

• a. Elk schip is, wanneer het zich in een haven van een andere Verdragsluitende Regering bevindt, onderworpen aan controle door bevoegde ambtenaren van die Regering, voor zover deze controle erop is gericht zekerheid te hebben dat de ingevolge Voorschrift 12 of Voorschrift 13 afgegeven certificaten geldig zijn.

• b. Indien zij geldig zijn, worden deze certificaten aanvaard, tenzij er gegronde redenen zijn om aan te nemen dat de toestand van het schip of van zijn uitrusting in belangrijke mate afwijkt van de gegevens van de certificaten of dat het schip en zijn uitrusting niet voldoen aan de bepalingen van Voorschrift 11(a) en (b).

• c. In de onder (b) genoemde omstandigheden of wanneer een certificaat is vervallen of opgehouden geldig te zijn, moet de controlerend ambtenaar stappen ondernemen ten einde te verzekeren dat het schip niet vertrekt totdat het zee kan kiezen of de haven kan verlaten ten einde zich te begeven naar de passende reparatiewerf, zonder gevaar voor het schip of de personen aan boord.

• d. In geval deze controle aanleiding geeft tot enigerlei interventie, stelt de controlerend ambtenaar de Consul of bij diens afwezigheid de dichtstbijzijnde diplomatieke vertegenwoordiger van de Staat wiens vlag het schip gerechtigd is te voeren terstond schriftelijk in kennis van alle omstandigheden waardoor de interventie noodzakelijk werd geacht. Daarnaast worden de voor de afgifte van de certificaten verantwoordelijke benoemde experts of erkende organisaties eveneens op de hoogte gesteld. De feiten betreffende de interventie worden gerapporteerd aan de Organisatie.

• e. De betrokken autoriteit van de havenstaat brengt, behalve aan de onder (d) genoemde partijen, alle ter zake dienende gegevens omtrent het schip ter kennis van de autoriteiten van de volgende aanloophaven, indien zij niet in staat is maatregelen te nemen als aangegeven onder (c) of (d) of indien het het schip is toegestaan naar de volgende aanloophaven te varen.

• f. Wanneer ingevolge dit Voorschrift controle wordt verricht, moet al het mogelijke in het werk worden gesteld om te vermijden dat een schip onnodig wordt vastgehouden of vertraagd. Indien een schip daardoor onnodig wordt vastgehouden of vertraagd is het gerechtigd tot schadevergoeding voor geleden verliezen of schade.

Voorschrift 20. Voorrechten

Op de voorrechten van dit Verdrag mag slechts aanspraak worden gemaakt ten behoeve van een schip dat de geëigende geldige certificaten aan boord heeft.

DEEL C. - ONGEVALLEN

Voorschrift 21. Ongevallen

• (a) Elke Administratie neemt op zich een onderzoek in te stellen naar elk ongeval dat haar schepen waarop de bepalingen van dit Verdrag van toepassing zijn, mocht overkomen, wanneer zij van oordeel is, dat zulk een onderzoek kan bijdragen tot het doen overwegen, welke wijzigingen in deze Voorschriften wenselijk zouden kunnen zijn.

• (b) Elke Verdragsluitende Regering neemt op zich de Organisatie inlichtingen te verstrekken betreffende de resultaten van zulk een onderzoek.

  Rapporten of aanbevelingen van de Organisatie die gebaseerd zijn op dergelijke inlichtingen, mogen niet de identiteit of nationaliteit van de betrokken schepen onthullen of op enigerlei wijze een schip of een persoon verantwoordelijk stellen of de verantwoordelijkheid daarvan veronderstellen.

HOOFDSTUK II-1. CONSTRUCTIE – STRUCTUUR, WATERDICHTE INDELING EN STABILITEIT, MACHINE-INSTALLATIES EN ELEKTRISCHE INSTALLATIES

DEEL A. - ALGEMEEN

Voorschrift 1. Toepassing

• 1.1 Dit Hoofdstuk is, tenzij uitdrukkelijk anders bepaald, van toepassing op schepen waarvan de kiel is gelegd of waarvan de bouw zich in een soortgelijk stadium bevindt op of na 1 juli 1986.

• 1.2 Voor de toepassing van dit Hoofdstuk wordt verstaan onder „een soortgelijk bouwstadium”, het stadium waarin:

  • 1. de bouw ten behoeve van een specifiek schip aanvangt; en;

  • 2. is aangevangen met de montage van dat schip, welke ten minste 50 ton of 1 procent van de geschatte massa van alle bouwmateriaal omvat, welk van beide het minst is.

• 1.3 Voor de toepassing van dit Hoofdstuk

  • 1. wordt onder „schepen die worden gebouwd” verstaan: „schepen waarvan de kiel is gelegd of waarvan de bouw zich in een soortgelijk stadium bevindt”;

  • 2. wordt verstaan onder „alle schepen”: schepen, gebouwd vóór, op of na 1 juli 1986;

  • 3. wordt een vrachtschip - ongeacht wanneer dit is gebouwd - dat wordt verbouwd tot een passagiersschip beschouwd als een passagiersschip gebouwd op de datum waarop zulk een verbouwing wordt aangevangen.

• 2 Tenzij uitdrukkelijk anders is bepaald, draagt de Administratie er zorg voor dat schepen gebouwd vóór 1 juli 1986 voldoen aan de voorschriften die krachtens Hoofdstuk II-l van het Internationaal Verdrag voor de beveiliging van mensenlevens op zee, 1974, als gewijzigd bij Resolutie MSC.l(XLV) van toepassing zijn.

• 3.1 Alle schepen die reparaties, wijzigingen, veranderingen, alsmede de daarmede verband houdende aanpassing van de uitrusting ondergaan, moeten ten minste blijven voldoen aan de voorschriften die voordien op die schepen van toepassing waren. Indien het hier gaat om schepen, gebouwd vóór 1 juli 1986, dienen deze over het algemeen te voldoen aan de voorschriften voor schepen gebouwd op of na die datum, in dezelfde mate als voordat zij zodanige reparaties, wijzigingen, veranderingen alsmede aanpassing van de uitrusting ondergingen. Reparaties, veranderingen en wijzigingen van ingrijpende aard, alsmede de daarmede verband houdende aanpassing van de uitrusting, moeten voldoen aan de voorschriften voor schepen gebouwd op of na 1 juli 1986, voor zover de Administratie zulks redelijk en uitvoerbaar acht.

• 3.2 Niettegenstaande de bepalingen van paragraaf 3.1 worden passagiersschepen die reparaties, wijzigingen en veranderingen ondergaan om te voldoen aan de vereisten van voorschrift 8-1, niet geacht reparaties, wijzigingen en veranderingen van ingrijpende aard te hebben ondergaan.

• 4 De Administratie van een Staat kan, indien zij van oordeel is dat de beschutte aard van en de omstandigheden waaronder de reis wordt gemaakt zodanig zijn dat de toepassing van een of meer voorschriften van dit Hoofdstuk redelijk noch noodzakelijk is, bepaalde schepen of klassen van schepen die gerechtigd zijn de vlag van die Staat te voeren, van de toepassing daarvan vrijstellen indien zij zich gedurende hun reis niet meer dan 20 zeemijlen van het dichtstbijzijnde land verwijderen.

• 5 Wanneer voor passagiersschepen, gebezigd op bijzondere reizen voor het vervoer van grote aantallen passagiers op deze reizen, zoals bij het pelgrimvervoer, de Administratie van de Staat welks vlag zulke schepen gerechtigd zijn te voeren, oordeelt dat het onuitvoerbaar is deze te doen beantwoorden aan de eisen gesteld in dit Hoofdstuk, kan zij zulke schepen van de toepassing daarvan vrijstellen, mits zij ten volle voldoen aan de bepalingen van:

  • 1. de voorschriften gehecht aan de Overeenkomst betreffende passagiersschepen gebezigd op bijzondere reizen, 1971, en

  • 2. de voorschriften gehecht aan het Protocol betreffende de eisen ten aanzien van passagiersruimten op passagiersschepen gebezigd op bijzondere reizen, 1973.

Voorschrift 2. Omschrijvingen

Tenzij uitdrukkelijk anders is bepaald, gelden voor de toepassing van dit Hoofdstuk de volgende begripsbepalingen:

• 1.1. „Indelingslastlijn” is een waterlijn, gebruikt bij de vaststelling van de waterdichte indeling van het schip.

• 1.2. „Hoogst gelegen indelingslastlijn” is de waterlijn, behorende bij de grootste diepgang die in verband met de van toepassing zijnde indelingseisen toelaatbaar is.

• 2. „Lengte van het schip” is de lengte, gemeten tussen de loodlijnen aan de einden van de hoogst gelegen indelingslastlijn.

• 3. „Breedte van het schip” is de grootste breedte, gemeten op de buitenkant van de spanten, op of beneden de hoogst gelegen indelingslastlijn.

• 4. „Diepgang” is de verticale afstand van de lijn van onderkant spanten tot de beschouwde indelingslastlijn, gemeten op het midden van de lengte.

• 5. „Schottendek” is het bovenste dek tot hetwelk de waterdichte dwarsschotten zijn opgetrokken.

• 6. „Indompelingsgrenslijn” is een lijn, die op ten minste 76 millimeter onder de bovenzijde van het schottendek in de zijde is getrokken.

• 7. „Permeabiliteit van een ruimte” is het percentage van de inhoud van die ruimte dat door water kan worden ingenomen.

  De inhoud van een ruimte die zich uitstrekt boven de indompelingsgrenslijn, wordt slechts gemeten onder en tot het niveau van die lijn.

• 8. „Voortstuwingsgedeelte” is het gedeelte van het schip dat zich uitstrekt van de lijn van onderkant spanten tot het vlak van de indompelingsgrenslijn en in lengterichting begrensd door de uiterste waterdichte hoofddwarsschotten van de afdelingen waarin zich de hoofd- en hulpwerktuigen voor de voortstuwing bevinden met de daarvoor aanwezige ketels en alle permanente kolenruimen. Wanneer het voortstuwingsgedeelte niet op de gebruikelijke wijze is ondergebracht, kan de Administratie de begrenzing daarvan bepalen.

• 9. „Passagiersruimten” zijn de ruimten die ter beschikking zijn voor de huisvesting van en voor het gebruik door passagiers, met uitzondering van de ruimten bestemd voor bagage, levensmiddelen en andere voorraden en post. Voor de toepassing van de Voorschriften 5 en 6 moeten ruimten die onder de indompelingsgrenslijn voor de huisvesting van en het gebruik door de bemanning zijn ingericht, als passagiersruimten worden beschouwd.

• 10. In alle gevallen moeten inhouden en oppervlakken worden berekend tot buitenkant spanten en verstijvingen.

• 11. „Dicht tegen weer en wind” betekent dat onder alle omstandigheden die zich op zee kunnen voordoen geen water in het schip kan binnendringen.

• 12. ,Olietankschip’ is een olietankschip zoals omschreven in Voorschrift 1 van Bijlage I van het Protocol van 1978 bij het Internationaal Verdrag ter voorkoming van verontreiniging door schepen, 1973.

• 13. ,ro-ro passagiersschip’ betekent een ro-ro passagiersschip met ro-ro laadruimten of ruimten van bijzondere aard zoals omschreven in voorschrift II-2/3.

• 14 Bulkcarrier, een bulkcarrier als omschreven in voorschrift XII/1.1

• 14 Bulkcarrier, een bulkcarrier als omschreven in voorschrift XII/1.1.

Voorschrift 3. Omschrijvingen inzake Deel C, D en E

Tenzij uitdrukkelijk anders bepaald, gelden voor de toepassing van Deel C, D en E de volgende begripsomschrijvingen:

• 1. „Het besturingssysteem van de stuurinrichting” is het middel waarmede orders worden overgebracht van de brug naar de krachtwerktuigen van de stuurinrichting. Besturingssystemen van de stuurinrichting omvatten gevers, ontvangers, hydraulische regelpompen en hieraan gekoppelde motoren, regelaars van motoren, pijpleidingen en kabels.

• 2. „De hoofdstuurinrichting” bestaat uit de machines, de roeraandrijving, de desbetreffende krachtwerktuigen, indien aanwezig, en toebehoren en de middelen om het koppel over te brengen op de roerkoning (bijv. de helmstok of het kwadrant) noodzakelijk om de roeruitslag te bewerkstelligen waarmee het schip onder normale omstandigheden bestuurd kan worden.

• 3. „Het krachtwerktuig van de stuurinrichting” bestaat uit:

  • 1. bij een elektrische stuurinrichting: een elektrische motor met de daarbij behorende elektrische apparatuur;

  • 2. bij een elektro-hydraulische stuurinrichting: een elektrische motor met de daarbij behorende, elektrische apparatuur en de daarop aangesloten pomp;

  • 3. bij een andere hydraulische stuurinrichting: een aandrijfmotor met aangesloten pomp.

• 4. ,,De hulpstuurinrichting” is de apparatuur anders dan enig deel van de hoofdstuurinrichting, die nodig is om het schip te besturen ingeval de hoofdstuurinrichting onklaar raakt; hieronder worden echter niet begrepen de helmstok, het kwadrant of onderdelen die voor dit zelfde doel zijn bestemd.

• 5. „Normale bedrijfs- en leefomstandigheden” zijn de omstandigheden waaronder het schip als geheel, de machines, de voorzieningen, middelen en hulpmiddelen die zorgen voor de voorstuwing, de bestuurbaarheid, de veilige navigatie, beveiliging tegen brand en vollopen, interne en externe verbindingen en signalen, ontsnappingsmiddelen en lieren voor de reddingboten, alsmede voor de beoogde geriefelijke omstandigheden van leefbaarheid, bedrijfsklaar zijn en normaal functioneren.

• 6. „Noodsituatie” wil zeggen een omstandigheid waaronder voorzieningen die noodzakelijk zijn voor normale bedrijfs- en leefomstandigheden niet bedrijfsklaar zijn ten gevolge van het uitvallen van de elektrische hoofdkrachtbron.

• 7. „Elektrische hoofdkrachtbron” is een bron bedoeld om elektrisch vermogen te leveren aan het hoofdschakelbord ter verdeling over alle voorzieningen die nodig zijn om normale bedrijfs- en leefomstandigheden op het schip te handhaven.

• 8. „Dood schip” wil zeggen dat de hoofdvoortstuwingsinrichting, de ketels en de hulpwerktuigen niet functioneren wegens het ontbreken van vermogen.

• 9. „Hoofdgeneratorstation” is de ruimte waarin zich de elektrische hoofdkrachtbron bevindt.

• 10. „Het hoofdschakelbord” is een schakelbord dat rechtstreeks wordt gevoed door de elektrische hoofdkrachtbron en dat is bedoeld om elektrisch vermogen te verdelen over de voorzieningen van het schip.

• 11. „Het noodschakelbord” is een schakelbord dat in geval van het uitvallen van de hoofdelektriciteitsvoorziening, direct wordt gevoed door de elektrische noodkrachtbron of de tijdelijke noodkrachtbron en dat is bedoeld om elektrisch vermogen te verdelen over de noodvoorzieningen.

• 12. „Elektrische noodkrachtbron” is een bron van elektrisch vermogen, bedoeld om het noodschakelbord te voeden ingeval de voeding vanuit de elektrische hoofdkrachtbron uitvalt.

• 13. „Het aandrijfsysteem” is de hydraulische installatie die aanwezig is voor het leveren van de kracht om de roerkoning te draaien; deze omvat tevens een krachtwerktuig of krachtwerktuigen vam de stuurinrichting, alsmede de daarin opgenomen leidingen en appendages en een roeraandrijving. De aandrijfsystemen mogen bepaalde mechanische onderdelen, zoals de helmstok, het kwadrant en de roerkoning of onderdelen die voor dit zelfde doel zijn bestemd, gemeen hebben.

• 14. „Maximum dienstsnelheid vooruit” is de hoogste snelheid die het schip volgens het ontwerp op zee bij de grootste diepgang (in zeewater) moet kunnen handhaven.

• 15. „Maximum snelheid achteruit” is de snelheid die het schip naar schatting kan bereiken bij het maximum vermogen achteruit volgens het ontwerp bij de grootste diepgang (in zeewater).

• 16. „Ruimten voor machines”: alle ruimten voor machines van categorie A en alle andere ruimten waarin voortstuwingswerktuigen, ketels, oliestookinrichtingen, stoommachines en verbrandingsmotoren, gasturbines, generatoren en belangrijke elektrische werktuigen, olielaadstations, koelmachine-installaties, stabilisatieinrichtingen, luchtverversings- en luchtbehandelingsinstallaties zijn ondergebracht, en soortgelijke ruimten, zomede de bijbehorende schachten.

• 17. „Ruimten voor machines van categorie A” zijn die ruimten en bijbehorende schachten waarin zijn ondergebracht:

  • 1. inwendige verbrandingsmotoren, die worden gebruikt als hoofdvoortstuwingswerktuig; of

  • 2. inwendige verbrandingsmotoren die worden gebruikt voor andere doeleinden dan als hoofdvoortstuwingswerktuig, indien zodanige motoren een gezamenlijk vermogen hebben van niet minder dan 375 kW; of

  • 3. met olie gestookte ketels of oliestookinrichtingen.

• 18. „Controlestations”: ruimten waarin de radio-installatie van het schip, de voornaamste navigatiemiddelen of de noodkrachtbron zijn ondergebracht of die waarin de uitrusting voor de brandmelding of voor de brandcontrole is samengebracht.

• 19. „Een chemicaliëntankschip” is een vrachtschip, gebouwd of aangepast en gebruikt voor het vervoer in bulk van een vloeibaar produkt dat staat vermeld in:

  • .1 hoofdstuk 17 van de Internationale Code voor de bouw en uitrusting van schepen die gevaarlijke chemicaliën in bulk vervoeren, door de Maritieme Veiligheidscommissie aangenomen bij resolutie MSC.4(48), hierna te noemen de „Internationale Code voor chemicaliën in bulk”, zoals deze door de Organisatie kan worden gewijzigd; of

  • .2 hoofdstuk VI van de Code voor de bouw en uitrusting van schepen die gevaarlijke chemicaliën in bulk vervoeren, door de Algemene Vergadering van de Organisatie aangenomen bij resolutie A.212(VII), hierna te noemen de „Code voor chemicaliën in bulk”, zoals deze door de Organisatie is of kan worden gewijzigd;

  welke van beide van toepassing is.

• 20. „Een gastankschip” is een vrachtschip gebouwd of aangepast en gebruikt voor het vervoer in bulk van een vloeibaar gemaakt gas of van andere produkten vermeld in:

  • .1 hoofdstuk 19 van de Internationale Code voor de bouw en uitrusting van schepen die vloeibaar gemaakte gassen in bulk vervoeren, door de Maritieme Veiiigheidscommissie aangenomen bij resolutie MSC.5(48), hierna te noemen de „Internationale Code voor gastankschepen”, zoals deze door de Organisatie kan worden gewijzigd; of

  • .2 hoofdstuk XIX van de Code voor de bouw en uitrusting van schepen die vloeibaar gemaakte gassen in bulk vervoeren, door de Algemene Vergadering van de Organisatie aangenomen bij resolutie A.328(IX), hierna te noemen de „Code voor gastankschepen”, zoals deze door de Organisatie is of kan worden gewijzigd;

  welke van beide van toepassing is.

• 21. „Draagvermogen” is het verschil in tonnen van 1000 kg tussen het gewicht van een schip liggende op zijn zomerlastlijn in water met een soortelijk gewicht van 1,025 en het lege scheepsgewicht.

• 22. „Leeg scheepsgewicht” is het gewicht van een schip in tonnen van 1000 kg zonder lading, brandstof, smeerolie, ballastwater, zoet water en ketelvoedingwater in tanks, verbruiksvoorraden, passagiers en bemanning, alsook hun bezittingen.

DEEL A-1. STRUCTUUR VAN SCHEPEN

Voorschrift 3-1. Structurele, mechanische en elektrische vereisten voor schepen

In aanvulling op de elders in de huidige voorschriften vervatte vereisten moeten schepen worden ontworpen, gebouwd en onderhouden overeenkomstig de structurele, mechanische en elektrische vereisten van een door de Administratie overeenkomstig de bepalingen van voorschrift XI-1/1 erkend classificatiebureau of overeenkomstig de toepasselijke nationale normen van de Administratie die resulteren in een vergelijkbaar veiligheidsniveau.

Voorschrift 3-2. Beschermende coatings van specifieke zeewaterballasttanks op alle typen schepen en ruimten met dubbele zijhuid op bulkcarriers

• 1. De paragrafen 2 en 4 van dit voorschrift zijn van toepassing op schepen met een brutotonnage van ten minste 500 ton:

  • .1 waarvoor het bouwcontract wordt afgesloten op of na 1 juli 2008; of

  • .2 waarvan, bij ontbreken van een bouwcontract, de kiel is gelegd of waarvan de bouw zich in een soortgelijk stadium bevindt op of na 1 januari 2009; of

  • .3 waarvan de oplevering plaatsvindt op of na 1 juli 2012.

• 2. Alle specifieke zeewaterballasttanks op schepen en ruimten met dubbele zijhuid op bulkcarriers met een lengte van 150 m of meer, moeten tijdens de bouw worden gecoat, in overeenstemming met de prestatienorm voor beschermende coatings voor specifieke zeewaterballasttanks op alle typen schepen en ruimten met dubbele zijhuid van bulkcarriers, aangenomen door de Maritieme Veiligheidscommissie bij resolutie MSC.215(82), als door de Organisatie kan worden gewijzigd, op voorwaarde dat deze wijzigingen worden aangenomen, in werking worden gesteld en van kracht worden overeenkomstig het bepaalde in artikel VIII van dit Verdrag betreffende de wijzigingsprocedures die van toepassing zijn op de Bijlage, met uitzondering van Hoofdstuk I.

• 3. Alle specifieke zeewaterballasttanks, aangebracht op olietankschepen en bulkcarriers die zijn gebouwd op of na 1 juli 1998, waarvoor het tweede lid niet van toepassing is, moeten voldoen aan de eisen van voorschrift II-1/3-2, aangenomen bij resolutie MSC.47(66).

• 4. Het onderhoud van het beschermende coatingsysteem moet worden opgenomen in het algemene onderhoudsschema van het schip. De doeltreffendheid van het beschermende coatingsysteem wordt gedurende de levensduur van een schip door de Administratie of door een door de Administratie erkende organisatie gecontroleerd, op basis van de doorde Organisatie ontwikkelde richtsnoeren.

Voorschrift 3-3. Veilige toegang tot de boeg van tankschepen

• 1 Voor de toepassing van dit voorschrift en voorschrift 3-4 worden onder tankschepen verstaan olietankschepen als omschreven in voorschrift 2, chemicaliëntankschepen als omschreven in voorschrift VII/8.2 en gastankschepen als omschreven in voorschrift VII/11.2.

• 2 Ieder tankschip moet zijn uitgerust met middelen waarmee de bemanning ook onder zware weersomstandigheden veilig toegang kan verkrijgen tot de boeg. Deze toegangsmiddelen moeten door de Administratie overeenkomstig de door de Organisatie opgestelde richtsnoeren worden goedgekeurd.

Voorschrift 3-4. Noodsleepvoorzieningen aan boord van tankschepen

• 1 Noodsleepvoorzieningen moeten worden aangebracht op het voorschip en op het achterschip van alle tankschepen met een brutotonnage van tenminste 20.000 ton.

• 2 Aan boord van tankschepen gebouwd op of na 1 juli 2002:

  • .1 moeten de voorzieningen te allen tijde snel kunnen worden ingezet bij gebreke van de hoofdkrachtbron op het te slepen schip en eenvoudig aan het slepende schip kunnen worden bevestigd. Ten minste een van de noodsleepvoorzieningen moet voorgeïnstalleerd zijn voor snelle inzet; en

  • .2 moeten de noodsleepvoorzieningen op het voorschip en op het achterschip voldoende sterk zijn voor de omvang en het draagvermogen van het schip en de verwachte krachten bij slechte weersomstandigheden. Het ontwerp en de constructie alsmede de beproeving van het prototype van de sleepvoorzieningen moeten door de Administratie overeenkomstig de door de Organisatie opgestelde richtsnoeren worden goedgekeurd.

• 3 Ten aanzien van tankschepen gebouwd vóór 1 juli 2002 moeten het ontwerp en de constructie alsmede de beproeving van het prototype van de sleepvoorzieningen door de Administratie overeenkomstig de door deOrganisatie opgestelde richtsnoeren worden goedgekeurd.

Voorschrift 3-5. Nieuwe installatie van materialen die asbest bevatten

• 1 Dit voorschrift is van toepassing op materialen die worden gebruikt voor de constructie, machine-installaties, elektrische installaties en uitrusting waarop dit Verdrag van toepassing is.

• 2 Voor alle schepen is de nieuwe installatie van materialen die asbest bevatten verboden, met uitzondering van:

  • .1 schoepen in roterende schoepcompressors en vacuümpompen met draaischoepen;

  • .2 waterdichte koppelingen en bekledingen gebruikt voor het laten circuleren van vloeistoffen wanneer, bij hoge temperatuur (boven 350 ºC) of druk (hoger dan 7 x 10⁶ Pa), gevaar van brand, corrosie of toxiciteit bestaat; en

  • .3 soepele en flexibele thermische isolatievoorzieningen die worden gebruikt voor temperaturen boven 1000 ºC.

Voorschrift 3-6. Toegang tot en binnen ruimten in en voorwaarts van het ladinggedeelte van olietankschepen en bulkcarriers

• 1 Toepasselijkheid

  • 1.1 Behoudens het in paragraaf 1.2 bepaalde is dit voorschrift van toepassing op olietankschepen met een brutotonnage van 500 ton en meer en bulkcarriers, als omschreven in voorschrift IX/1, met een brutotonnage van 20.000 ton en meer, gebouwd op of na 1 januari 2006.

  • 1.2 Olietankschepen met een brutotonnage van 500 ton en meer, gebouwd op of na 1 oktober 1994, maar vóór 1 januari 2005, moeten voldoen aan de bepalingen van voorschrift II-1/12-2, aangenomen bij resolutie MSC.27(61).

• 2 Toegangsmiddelen voor laadruimen en andere ruimten

  • 2.1 Elke ruimte moet worden voorzien van een toegangsmiddel zodat de Administratie, de maatschappij, als omschreven in voorschrift IX/1, en de scheepsbemanning en indien nodig andere personen in staat zijn gedurende de levensduur van een schip globale en nadere inspecties en diktemetingen van de scheepsconstructie te verrichten. Deze toegangsmiddelen moeten voldoen aan de vereisten van paragraaf 5 en aan de technische bepalingen voor toegangsmiddelen voor inspecties, aangenomen door de Maritieme Veiligheidscommissie bij resolutie MSC.133(76), als kan worden gewijzigd door de Organisatie, op voorwaarde dat deze wijzigingen worden aangenomen, in werking worden gesteld en van kracht worden overeenkomstig de bepalingen van artikel VIII van dit Verdrag betreffende de wijzigingsprocedures die van toepassing zijn op de Bijlage, met uitzondering van Hoofdstuk I.

  • 2.2 Wanneer een permanent toegangsmiddel aan beschadiging kan blootstaan gedurende de normale laad- en losactiviteiten of wanneer het niet praktisch is een permanent toegangsmiddel te installeren, kan de Administratie, in plaats daarvan, toestaan dat een verplaatsbaar of draagbaar toegangsmiddel wordt gebruikt, als nader aangeduid in de technische bepalingen, mits het bevestigings-, montage-, ophangings- of ondersteuningsmiddel van het draagbare toegangsmiddel een vast onderdeel van de scheepsconstructie vormt. Alle draagbare uitrustingen moeten eenvoudig door de scheepsbemanning kunnen worden neergezet of ingezet.

  • 2.3 De constructie en materialen van alle toegangsmiddelen en de bevestiging ervan aan de scheepsconstructie moeten naar de tevredenheid van de Administratie zijn. De toegangsmiddelen worden voorafgaand aan, of in combinatie met, het gebruik ervan geïnspecteerd bij de inspecties die in overeenstemming met voorschrift I/10 worden uitgevoerd.

• 3 Veilige toegang tot laadruimen, ladingtanks, ballasttanks en andere ruimten

  • 3.1 Veilige toegang tot laadruimen, kofferdammen, ballasttanks, ladingtanks en andere ruimten in het ladinggedeelte moet rechtstreeks vanaf het dek worden verkregen, zodat volledige inspectie ervan mogelijk is.

    Veilige toegang tot ruimten in een dubbele bodem of tot voorwaartse ballasttanks kan worden verkregen via een pompkamer, een diepe kofferdam, een leidingtunnel, een laadruim, een dubbele-rompruimte of soortgelijke afdeling die niet bestemd is voor het vervoer van olie of gevaarlijke ladingen.

  • 3.2 Tanks en onderverdelingen van tanks met een lengte van 35 m of meer moeten zijn voorzien van ten minste twee toegangsluiken en ladders, die zo ver als praktisch mogelijk uit elkaar moeten worden geplaatst. Tanks met een lengte van minder dan 35 m moeten zijn voorzien van ten minste een toegangsluik en ladder. Wanneer een tank is onderverdeeld door middel van een of meerdere slingerschotten of soortgelijke obstakels waardoor geen eenvoudige toegang mogelijk is tot de andere delen van de tank, moeten ten minste twee luiken en ladders worden geplaatst.

  • 3.3 Elk laadruim moet zijn voorzien van ten minste twee toegangsmiddelen, die zo ver als praktisch mogelijk uit elkaar moeten worden geplaatst. In het algemeen moeten deze toegangen diagonaal worden geplaatst, bijvoorbeeld een toegang vlakbij het voorste schot aan bakboordzijde, en de andere vlakbij het achterste schot aan stuurboordzijde.

• 4 Handboek toegang scheepsconstructie

  • 4.1 De toegangsmiddelen van een schip voor globale en nadere inspecties en diktemetingen moeten worden beschreven in een door de Administratie goedgekeurd Handboek toegang scheepsconstructie, waarvan een bijgewerkte versie aan boord moet worden bewaard. Het Handboek toegang scheepsconstructie moet voor elke ruimte het volgende omvatten:

    • .1 overzichten waarop de toegangsmiddelen tot de ruimte worden afgebeeld, met de benodigde technische specificaties en afmetingen;

    • .2 overzichten waarop de toegangsmiddelen binnen elke ruimte worden afgebeeld, zodat een globale inspectie kan worden uitgevoerd, met de benodigde technische specificaties en afmetingen. Op de overzichten moet worden aangegeven vanaf welke plaats elk gedeelte in de ruimte kan worden geïnspecteerd;

    • .3 overzichten waarop de toegangsmiddelen binnen de ruimte worden afgebeeld, zodat nadere inspecties kunnen worden uitgevoerd, met de benodigde technische specificaties en afmetingen. Op de overzichten moet worden aangegeven waar de kritieke gedeelten in de constructie zich bevinden, of het toegangsmiddel vast of draagbaar is en vanaf welke plaats elk gedeelte kan worden geïnspecteerd;

    • .4 instructies voor het inspecteren en handhaven van de stevigheid van de constructie van alle toegangs- en bevestigingsmiddelen, gelet op de mogelijk corrosievormende atmosfeer binnen de ruimte;

    • .5 veiligheidsinstructies wanneer een vlot wordt gebruikt voor gedetailleerde inspecties en diktemetingen;

    • .6 instructies voor veilige bevestiging en veilig gebruik van draagbare toegangsmiddelen;

    • .7 een overzicht van alle draagbare toegangsmiddelen; en

    • .8 verslagen van periodieke inspecties en onderhoud van de toegangsmiddelen van het schip.

  • 4.2 Voor de toepassing van dit voorschrift wordt verstaan onder „kritieke gedeelten in de constructie”, plaatsen die met behulp van berekeningen zijn aangemerkt voor controle of waarvan uit de onderhoudsgeschiedenis van het desbetreffende schip of van soortgelijke of zusterschepen is gebleken dat zij gevoelig zijn voor scheuren, uitstulpingen, vervorming of corrosie, waardoor de structurele veiligheid van het schip in gevaar komt.

• 5 Algemene technische specificaties

  • 5.1 Ten behoeve van toegang via horizontale openingen, luiken of mangaten, moeten de afmetingen zodanig zijn dat een persoon met een persluchttoestel en beschermende uitrusting ongehinderd langs een ladder omhoog kan klimmen of kan afdalen, en dat er een vrije opening is ter vergemakkelijking van het ophijsen van een gewonde van de bodem van de ruimte. De minimale vrije opening mag niet kleiner zijn dan 600 mm bij 600 mm. Wanneer toegang tot een laadruim wordt verkregen via het laadluik, moet de bovenkant van de ladder zo dicht mogelijk bij het luikhoofd worden geplaatst. Toegangsluikhoofden met een hoogte van meer dan 900 mm moeten in combinatie met de ladder eveneens zijn voorzien van treden aan de buitenzijde.

  • 5.2 Voor toegang via verticale openingen of mangaten in slingerschotten, vloeren, steunbalken en verbindingsframes die doorgang bieden over de lengte en de breedte van de ruimte, mag de minimale opening niet kleiner zijn dan 600 mm bij 800 mm, op een hoogte van maximaal 600 mm vanaf de beplating van het scheepsvlak, tenzij er roosters of andere steunen voor de voeten zijn aangebracht.

  • 5.3 Voor olietankschepen met een draagvermogen van minder dan 5.000 ton kunnen door de Administratie in bijzondere omstandigheden kleinere afmetingen voor de in paragraaf 5.1 en 5.2 bedoelde openingen worden goedgekeurd, indien ten genoegen van de Administratie kan worden aangetoond dat het mogelijk is door deze openingen te gaan of een gewonde af te voeren.

Voorschrift 3-7. Aan boord en aan wal te bewaren bouwtekeningen

• 1 Aan boord van schepen gebouwd op of na 1 januari 2007 moet een set bouwtekeningen met de fabriekswaarden en andere overzichten met latere bouwwijzigingen worden bewaard.

• 2 Een aanvullende set van deze tekeningen moet door de maatschappij, als omschreven in voorschrift IX/1.2, aan wal worden bewaard.

Voorschrift 3-8. Sleep- en afmeerapparatuur

• 1 Dit voorschrift is van toepassing op schepen gebouwd op of na 1 januari 2007, maar niet op noodsleepvoorzieningen die in overeenstemming met voorschrift 3-4 zijn aangebracht.

• 2 Schepen moeten zijn uitgerust met voorzieningen, uitrusting en installaties met een voldoende veilige bedrijfsbelasting voor de veilige uitvoering van alle sleep- en afmeeractiviteiten die onder de normale bedrijfsomstandigheden van het schip plaatsvinden.

• 3 De in overeenstemming met paragraaf 2 aangebrachte voorzieningen, uitrusting en installaties moeten voldoen aan de desbetreffende vereisten van de Administratie of van een door de Administratieingevolge voorschrift I/6 erkende organisatie.

• 4 Op alle installaties of onderdelen van de uitrusting die ingevolge dit voorschrift worden aangebracht, moeten duidelijke markeringen worden aangebracht ten aanzien van de beperkingen voor de veilige bediening ervan, met inachtneming van de stevigheid van de bevestiging ervan aan de scheepsstructuur.

DEEL B. - WATERDICHTE INDELING EN STABILITEIT36

(Deel B is van toepassing op passagierschepen en op vrachtschepen, zoals aangegeven in de Voorschriften)

Voorschrift 4. Vulbare lengte bij passagiersschepen

• 1 De vulbare lengte moet op elk punt van de lengte van een schip worden bepaald door een wijze van berekening, waarbij de vorm, de diepgang en andere bijzondere kenmerken van het schip in aanmerking worden genomen.

• 2 Voor een schip met een doorlopend schottendek is de vulbare lengte op zeker punt het grootste deel van de lengte van het schip dat als midden het bedoelde punt heeft en kan vollopen onder de in Voorschrift 5 aangenomen en omschreven omstandigheden zonder dat de indompelingsgrenslijn onder water komt.

• 3.1 Voor een schip dat geen doorlopend schottendek heeft, mag de vulbare lengte op zeker punt worden bepaald tot een aangenomen doorlopende indompelingsgrenslijn, die op geen enkel punt op minder dan 76 millimeter is gelegen onder de bovenzijde van het dek in de zijde, tot hetwelk de in aanmerking komende schotten en de scheepshuid waterdicht zijn opgetrokken.

• 3.2 Indien een aangenomen indompelingsgrenslijn over een zekere lengte op een behoorlijke afstand is gelegen onder het dek tot hetwelk de schotten zijn opgetrokken, mag de Administratie een beperkte vrijstelling verlenen voor zover betreft de waterdichtheid van die delen van de schotten welke gelegen zijn boven de indompelingsgrenslijn, onmiddellijk onder genoemd dek.

Voorschrift 5. Permeabiliteit bij passagiersschepen

• 1.1 De in Voorschrift 4 bedoelde aangenomen en omschreven omstandigheden hebben betrekking op de permeabiliteiten van de ruimten onder de indompelingsgrenslijn.

• 1.2 Bij de bepaling van de vulbare lengte moet een gelijk gemiddelde permeabiliteit aangenomen worden voor de gehele lengte van elk van de volgende gedeelten van het schip onder de indompelingsgrenslijn:

  • 1. het voortstuwingsgedeelte, zoals omschreven in Voorschrift 2;

  • 2. het gedeelte vóór het voortstuwingsgedeelte; en

  • 3. het gedeelte achter het voortstuwingsgedeelte.

• 2.1 De gelijke gemiddelde permeabiliteit voor het gehele voortstuwingsgedeelte moet worden bepaald door de formule:

  

  waarin:

  a	=	inhoud van de passagiersruimten, zoals omschreven in Voorschrift 2, welke onder de indompelingsgrenslijn binnen de begrenzing van het voortstuwingsgedeelte zijn gelegen;
  c	=	inhoud van de tussendeksruimten die onder de indompelingsgrenslijn binnen de begrenzing van het voortstuwingsgedeelte zijn gelegen en bestemd zijn voor de berging van lading, steenkolen of voorraden;
  v	=	totale inhoud van het voortstuwingsgedeelte onder de indompelingsgrenslijn.

• 2.2 Indien ten genoegen van de Administratie wordt aangetoond, dat de door rechtstreekse berekening bepaalde gemiddelde permeabiliteit kleiner is dan die welke door de formule wordt verkregen, mag de rechtstreeks berekende waarde worden gebruikt. Bij zulk een berekening moet de permeabiliteit van passagiersruimten als omschreven in Voorschrift 2 op 95 worden gesteld, die van alle ruimten bestemd voor lading, kolen en voorraden op 60, en die van dubbele bodem-, brandstofolietanks en andere tanks op de waarde die voor elk geval door de Administratie wordt goedgekeurd.

• 3 Behalve in het in paragraaf (4) omschreven geval moet de gelijke gemiddelde permeabiliteit over de gehele lengte van het gedeelte vóór of achter het voortstuwingsgedeelte worden bepaald door de formule:

  

  a	=	inhoud van de passagiersruimten, als omschreven in Voorschrift 2, welke onder de indompelingsgrenslijn vóór of achter het voortstuwingsgedeelte zijn gelegen;
  v	=	gehele inhoud van het gedeelte van het schip dat onder de indompelingsgrenslijn vóór of achter de voortstuwingsruimte is gelegen.

  waarin:

• 4.1 In het geval van een bijzondere waterdichte indeling, vereist in voorschrift 6.5, moet de gelijke gemiddelde permeabiliteit over de gehele lengte van het gedeelte vóór of achter het voortstuwingsgedeelte 95-35 b/v zijn, waarin:

  b = inhoud van de ruimten gelegen vóór of achter het voortstuwingsgedeelte onder de indompelingsgrenslijn en boven de bovenkant van de vrangen, de top van de dubbele bodem of van de piektanks, naar gelang van de constructie en die bestemd zijn en gebruikt worden voor lading, steenkolen of brandstof olie, voorraden, bagage en post, ankerkettingen en zoetwater; en

  v = gehele inhoud van het gedeelte van het schip onder de indompelingsgrenslijn vóór of achter het voortstuwingsgedeelte.

• 4.2 Indien schepen worden gebruikt in diensten waarin de laadruimen in het algemeen niet door lading van enige omvang worden ingenomen, mag geen van deze ruimen voor de bepaling van de inhoud volgens ,,b” in aanmerking worden genomen.

• 5 Indien de inrichting van de gedeelten vóór of achter het voortstuwingsgedeelte afwijkt van de normale, kan de Administratie toestaan of eisen, dat de gemiddelde permeabiliteit van deze gedeelten door gedetailleerde berekening wordt bepaald. Bij deze berekening moet de permeabiliteit van passagiersruimten, zoals omschreven in Voorschrift 2, worden gesteld op 95, die van ruimten voor machines Op 85, die voor lading, steenkolen en voorraden op 60, en die van dubbele bodem-, brandstofolie- en andere tanks op de waarde die voor elk geval door de Administratie wordt goedgekeurd.

• 6 Indien een tussendeksafdeiing tussen twee waterdichte dwarsschotten een passagiers- of bemanningsruimte bevat, moet deze gehele tussendeksafdeling als passagiersruimte worden beschouwd, met uitzondering van die gedeelten welke volkomen door vaste stalen schotten zijn ingesloten en voor andere doeleinden zijn bestemd. Indien echter de bedoelde passagiers- of bemanningsruimte volkomen binnen vaste stalen schotten is ingesloten, moet slechts de aldus ingesloten ruimte als passagiersruimte worden beschouwd.

Voorschrift 6. Toelaatbare lengte van afdelingen op passagiersschepen

• 1 De schepen moeten zo doeltreffend mogelijk in waterdichte afdelingen zijn onderverdeeld, waarbij rekening moet worden gehouden met de aard van de dienst, waarvoor zij bestemd zijn. De mate van onderverdeling, afhankelijk van de lengte van het schip en van de aard van de dienst, moet het hoogst zijn voor schepen met de grootste lengte, die hoofdzakelijk passagiers vervoeren.

• 2 Indelingsfactor

  • 2.1. De grootste toelaatbare lengte van een afdeling welke haar midden in enig punt van de lengte van het schip heeft, moet uit de vulbare lengte worden verkregen door deze te vermenigvuldigen met een bepaalde factor, welke de indelingsfactor wordt genoemd.

  • 2.2. De indelingsfactor is afhankelijk te stellen van de lengte van het schip, en voor een bepaalde lengte van het schip van de aard van de dienst voor welke dit schip bestemd is. Deze factor moet geleidelijk en voortdurend afnemen:

    • 1. bij toenemende lengte van het schip, en

    • 2. van een factor A, welke van toepassing is op schepen die hoofdzakelijk vracht vervoeren tot een factor B, die van toepassing is op schepen die hoofdzakelijk passagiers vervoeren.

  • 2.3. Het verloop van de factoren A en B wordt uitgedrukt door de volgende formules (1) en (2), waarin L de lengte van het schip is zoals omschreven in Voorschrift 2:

    

• 3 Criterium van dienst

  • 3.1. Voor een schip van gegeven lengte moet de juiste waarde van de indelingsfactor worden bepaald door het getal dat het criterium van dienst aangeeft (hierna genoemd het criteriumgetal) en dat bepaald wordt door de volgende formules (3) en (4), waarin:

    Cs	=	het criteriumgetal;
    L	=	de lengte van het schip (meters), zoals omschreven in Voorschrift 2;
    M	=	de inhoud van het voortstuwingsgedeelte (kubieke meters), zoals omschreven in Voorschrift 2, vermeerderd met de inhoud van alle vaste brandstofoliebunkers die zich boven de dubbele bodem eri vóór of achter het voortstuwingsgedeelte bevinden;
    P	=	de gezamenlijke inhoud van de passagiersruimten (kubieke meters), als omschreven in Voorschrift 2, gelegen onder de indompelingsgrenslijn;
    V	=	de gehele inhoud van het schip onder de indompelingsgrenslijn (kubieke meters);
    P1	=	KN, waarin:
    N	=	aantal passagiers dat het schip zal mogen vervoeren, en
    K	=	0.056L

  • 3.2. Wanneer de waarde van KN groter is dan de som van P en de gehele inhoud van de werkelijke passagiersruimte boven de indompelingsgrenslijn, moet voor P₁ die som of de waarde van ²/₃ KN worden genomen, welke van de twee de grootste is.

    Indien P₁ groter is dan P -

    

  • 3.3. Voor schepen die geen doorlopend schottendek hebben, moeten voor de bepaling van de vulbare lengten, de inhouden tot de aangenomen indompelingsgrenslijn worden genomen.

• 4 Bepalingen betreffende de waterdichte indeling van schepen, andere dan die bedoeld in paragraaf (5)

  • 4.1. De waterdichte indeling achter de voorpiek van schepen met een lengte van 131 meter of groter, welke een criteriumgetal van 23 of kleiner hebben, moet door middel van de factor A volgens formule (1) worden geregeld; van die welke een criteriumgetal van 123 of groter hebben, door middel van de factor B volgens formule (2); en van die welke een criteriumgetal tussen 23 en 123 hebben, door middel van de factor F, welke door lineaire interpolatie tussen de factoren A en B wordt verkregen volgens de formule:

    

    Indien echter het criteriumgetal 45 of groter is en de berekende indelingsfactor van het schip volgens formule (5) daarbij 0,65 of kleiner, doch groter dan 0,50 is, moet de waterdichte indeling achter de voorpiek door middel van de factor 0,50 geregeld worden.

  • 4.2. Indien de factor F kleiner is dan 0,40 en ten genoegen van de Administratie is aangetoond, dat het ten aanzien van een voortstuwingsgedeelte praktisch onuitvoerbaar is de factor F toe te passen, mag de schottenindeling van zulk een gedeelte door middel van een grotere factor worden geregeld, mits deze niet groter is dan 0,40.

  • 4.3. De waterdichte indeling achter de voorpiek van schepen met een lengte kleiner dan 131 meter, doch niet kleiner dan 79 meter, van welke het criteriumgetal een grootte heeft gelijk aan S, waarbij:

    

    moet worden geregeld door middel van de factor één; van die welke een criteriumgetal hebben van 123 of groter door middel van de factor B volgens de formule (2); van die welke een criteriumgetal hebben tussen S en 123 door middel van de factor F, welke verkregen wordt door lineaire interpolatie tussen één en de factor B volgens de formule:

    

  • 4.4. De waterdichte indeling achter de voorpiek van schepen met een lengte kleiner dan 131 meter, doch niet kleiner dan 79 meter en met een criteriumgetal dat kleiner is dan S, en van schepen met een lengte kleiner dan 79 meter moet geregeld worden door de factor één, tenzij ten genoegen van de Administratie is aangetoond, dat dit voor enigerlei deel van het schip praktisch onuitvoerbaar is, in welk geval de Administratie, nadat met alle omstandigheden rekening is gehouden, zodanige verzachting kan toestaan als gerechtvaardigd blijkt.

  • 4.5. De bepalingen in paragraaf 4.4 zijn ook van toepassing op schepen van onverschillig welke lengte, die een aantal passagiers mogen vervoeren, dat groter is dan 12, doch niet groter is dan de kleinste der volgende waarden:

    

• 5 Bijzondere standaard voor de waterdichte indeling van schepen die voldoen aan Voorschrift III/20.1.2.

  • 5.1.1. De waterdichte indeling achter de voorpiek van schepen welke hoofdzakelijk passagiers vervoeren, moet geregeld worden door middel van de factor 0,50 of door middel van de factor, overeenkomstig het bepaalde in de paragrafen 3 en 4, indien deze laatste kleiner is dan 0,50.

  • 5.1.2. Indien voor zulke schepen de lengte kleiner is dan 91,5 meter, en ten genoegen van de Administratie is aangetoond, dat de toepassing van zulk een factor voor een afdeling in verband met de eisen van de praktijk onuitvoerbaar is, kan zij toestaan, dat de lengte van deze afstand wordt geregeld door middel van een grotere factor, mits deze de kleinst mogelijke is welke, rekeninghoudende met de omstandigheden, redelijkerwijze kan worden vastgesteld.

  • 5.2. Indien op schepen met een lengte al dan niet kleiner dan 91,5 meter de noodzaak bestaat belangrijke hoeveelheden lading te vervoeren, in verband waarmede toepassing van een factor gelijk aan of kleiner dan 0,50 voor de bepaling van de waterdichte indeling achter de voorpiek niet mogelijk is door de eisen die het praktisch gebruik stelt, moet de standaard voor de waterdichte indeling in overeenstemming zijn met hetgeen hiernavolgend in de sub-paragrafen 1 tot 5 wordt bepaald, onder het voorbehoud dat, indien de Administratie overtuigd is dat de strikte toepassing niet in overeenstemming is te brengen met de eisen die de praktijk stelt, zij een afwijkende plaatsing van de waterdichte schotten kan toestaan, die geen afbreuk doet aan de algemene doeltreffendheid van de waterdichte indeling.

    • 1. De bepalingen van paragraaf 3 met betrekking tot het criteriumgetal zijn van toepassing, behalve dat K in de berekening van de waarde van P₁ voor passagiers waarvoor vaste slaapplaatsen aanwezig zijn, de waarde moet hebben zoals is voorgeschreven in paragraaf 3 of van 3,5 kubieke meter, welke van de twee de grootste is, en voor passagiers voor wie geen vaste slaapplaatsen aanwezig zijn, de waarde van 3,5 kubieke meter.

    • 2. De factor B in paragraaf 2 moet vervangen worden door de factor BB, welke bepaald moet worden door middel van de volgende formule:

      

    • 3. De waterdichte indeling achter de voorpiek van schepen met een lengte van 131 meter en groter, welke een criteriumgetal hebben van 23 of kleiner, moet worden geregeld door middel van de factor A volgens de formule (1) in paragraaf 2.3; van die welke een criteriumgetal van 123 of groter hebben door middel van de factor BB volgens de formule in paragraaf 5.2.2; en van die welke een criteriumgetal hebben tussen 23 en 123, door middel van de factor F, welke door lineaire interpolatie tussen de factoren A en BB wordt verkregen volgens de formule:

      

      onder het voorbehoud dat, indien de aldus bepaalde factor F kleiner is dan 0,50, de toe te passen factor, hetzij 0,50, hetzij gelijk moet zijn aan de berekende factor overeenkomstig de bepalingen van paragraaf 4.1, welke van de twee de kleinste is.

    • 4. De waterdichte indeling achter de voorpiek van schepen met een lengte, kleiner dan 131 meter, doch niet kleiner dan 55 meter, waarvan het criteriumgetal een grootte heeft gelijk aan S₁, waarbij

      

      moet geregeld worden door middel van de factor één; van die welke een criteriumgetal hebben van 123 of groter door middel van de factor BB volgens de formule in paragraaf 5.2.2; van die welke een criteriumgetal hebben tussen S, en 123 door middel van de factor F, welke verkregen wordt door lineaire interpolatie tussen één en de factor BB volgens de formule;

      

      onder het voorbehoud dat, indien in elk van de twee laatste gevallen de aldus bepaalde factor F kleiner is dan 0,50, de waterdichte indeling geregeld mag worden door middel van een factor welke niet groter is dan 0,50.

    • 5. De waterdichte indeling achter de voorpiek van schepen met een lengte, kleiner dan 131 meter, doch niet kleiner dan 55 meter, met een criteriurngetal dat kleiner is dan Si en van schepen waarvan de lengte kleiner is dan 55 meter, moet geregeld worden door middel van de factor één, tenzij ten genoegen van de Administratie is aangetoond, dat dit voor bepaalde afdelingen praktisch onuitvoerbaar is, in welk geval de Administratie, nadat met alle omstandigheden rekening is gehouden, voor zulke afdelingen zodanige verzachting kan toestaan als gerechtvaardigd blijkt, onder het voorbehoud dat de lengte van de achterste afdeling, en voorzover mogelijk van die van de voorste afdelingen (tussen de voorpiek en de achterkant van de voortstuwingsruimte) de vulbare lengte niet mag overschrijden.

  • 5.3 De bijzondere eisen betreffende permeabiliteit, gesteld in Voorschrift 5.4 dienen te worden gehanteerd bij de berekening van de krommen voor de vulbare lengte.

  • 5.4 Wanneer de Administratie ervan overtuigd is dat, gezien de aard en de omstandigheden van de voorgenomen reizen, het voldoen aan de andere bepalingen van dit hoofdstuk en van hoofdstuk II-2 voldoende is, behoeft niet aan de eisen van deze paragraaf te worden beantwoord.

Voorschrift 7. Bijzondere bepalingen betreffende de waterdichte indeling van passagiersschepen

• 1 Wanneer in een gedeelte of in gedeelten van een schip de waterdichte schotten tot een hoger gelegen dek zijn opgetrokken dan in het overblijvende deel van het schip, mogen voor de berekening van de vulbare lengte voor elk gedeelte waar zulks het geval is, afzonderlijke indompelingsgrenslijnen worden gebruikt, mits:

  • 1. de huidbeplating over de gehele lengte van het schip is opgetrokken tot aan het dek waarmede de hoogst gelegen indompelingsgrenslijn correspondeert, waarbij voor de toepassing van Voorschrift 17 alle openingen in de scheepshuid beneden dit dek over de gehele lengte van het schip beschouwd worden als te zijn openingen beneden de indompelingsgrenslijn; en

  • 2. de lengte van elk der beide afdelingen ter plaatse waar het schottendek trapsgewijze verspringt, de toelaatbare lengte, rekening houdende met hun respectieve indompelingsgrenslijnen, niet overschrijdt en hun gezamenlijke lengte niet groter is dan tweemaal de toelaatbare lengte, gebaseerd op de laagst gelegen indompelingsgrenslijn.

• 2.1 Een afdeling mag langer zijn dan de toelaatbare lengte, zoals deze volgens de bepalingen van Voorschrift 6 is berekend, mits de gezamenlijke lengte van elk paar aangrenzende afdelingen waarvan de bedoelde afdeling deel uitmaakt, noch groter is dan de vulbare lengte, noch groter dan het tweevoud van de toelaatbare lengte, welke het kleinst is.

• 2.2 Indien één van de twee aangrenzende afdelingen binnen het voortstuwingsgedeelte is gelegen en de gemiddelde permeabiliteit van het gedeelte van het schip waarin de andere afdeling is gelegen, niet gelijk is aan die van het voortstuwingsgedeelte, mag de gezamenlijke lengte van de beide afdelingen ten hoogste gelijk zijn aan de lengte, bepaald met toepassing van de gemiddelde permeabiliteit van de twee gedeelten van het schip waarin de afdelingen zijn gelegen.

• 2.3 Indien de beide aangrenzende afdelingen verschillende indelingsfactoren hebben, moet de gezamenlijke lengte naar evenredigheid worden bepaald.

• 3 In schepen met een lengte van 100 meter of groter moet één van de hoofddwarsschotten achter de voorpiek worden aangebracht op een afstand van de vóórloodlijn welke niet groter is dan de toelaatbare lengte.

• 4 In een hoofddwarsschot mag een nis voorkomen, mits alle delen van de nis binnenwaarts zijn gelegen van vlakken welke aan beide zijden van het schip loodrecht op het vlak van de hoogst gelegen indelingslastlijn worden gedacht en die op een afstand van de huidbeplating liggen, gelijk aan één vijfde van de scheepsbreedte, als omschreven in Voorschrift 2, waarbij die afstand loodrecht op het vlak van kiel en stevens ter hoogte van de hoogst gelegen indelingslastlijn wordt gemeten. Elk deel van een nis dat buiten deze begrenzing ligt, moet worden behandeld als een deel van een schot dat trapsgewijze verspringt, in overeenstemming met het bepaalde in paragraaf 5.

• 5 Een hoofddwarsschot mag trapsgewijze verspringen mits aan één van de volgende bepalingen wordt voldaan:

  • 1. de gezamenlijke lengte van de beide afdelingen die door het betreffende schot worden gescheiden, mag noch 90 percent van de vulbare lengte, noch tweemaal de toelaatbare lengte overschrijden, behalve in schepen met een indelingsfactor welke groter is dan 0,9, waar de gezamenlijke lengte van de beide betreffende afdelingen niet groter dan de toelaatbare lengte mag zijn;

  • 2. een aanvulling in de waterdichte indeling moet aanwezig zijn ter verkrijging van dezelfde mate van veiligheid als bij een vlak schot;

  • 3. de lengte van de afdeling waarover het horizontale deel van het schot zich uitstrekt, mag niet groter zijn dan de toelaatbare lengte, behorende bij een indompelingsgrenslijn die 76 millimeter beneden de aansnijding van dat horizontale deel van het schot met de scheepshuid ligt.

• 6 Indien een hoofddwarsschot van een nis is voorzien, dan wel trapsgewijze verspringt, moet het, ter bepaling van de waterdichte indeling, door een denkbeeldig gelijkwaardig vlak schot worden vervangen.

• 7 Indien de afstand tussen twee opvolgende hoofddwarsschotten of tussen hun gelijkwaardige vlakke schotten, dan wel de afstand tussen de dvvarsvlakken, gaande door de dichtst bij elkaar zijnde vlakken van trapsgewijze verspringende schotten, minder is dan 3.0 meter, vermeerderd met 3 percent van de lengte van het schip of 11.0 meter, indien dit kleiner is, mag slechts één dezer schotten beschouwd worden deel uit te maken van de waterdichte indeling van het schip in overeenstemming met de bepalingen van Voorschrift 6.

• 8 Indien een dwarsscheepse waterdichte hoofdafdeling plaatselijk onderverdeeld is en ten genoegen van de Administratie kan worden aangetoond, dat de gehele hoofdafdeling niet volloopt bij beschadiging in de zijde die zich uitstrekt over een lengte van 3.0 meter, vermeerderd met 3 percent van de lengte van het schip, of 11.0 meter, indien dit kleiner is, kan naar verhouding een vergroting van de anders voorgeschreven toelaatbare lengte worden toegekend. In een dergelijk geval mag het drijfvermogen dat verondersteld wordt aan de onbeschadigde zijde aanwezig te zijn, niet groter zijn dan dat aan de beschadigde zijde.

• 9 Indien de voorgeschreven indelingsfactor 0,50 of kleiner is, mag de gezamenlijke lengte van twee aangrenzende afdelingen niet groter zijn dan de vulbare lengte.

Voorschrift 8. Stabiliteit van passagiersschepen in beschadigde toestand

(Met inachtneming van de bepalingen van voorschrift 8-1 zijn de paragrafen 2.3.1 tot en met 2.3.4, 2.4, 5 en 6.2 van toepassing op passagiersschepen gebouwd op of na 29 april 1990. De paragrafen 7.2, 7.3 en 7.4 zijn van toepassing op alle passagiersschepen.)

• 1.1 De stabiliteit in onbeschadigde toestand moet in alle voorkomende bedrijfstoestanden toereikend zijn, opdat het schip de eindtoestand kan doorstaan na het lek worden van enige hoofdafdeling waarvan vereist wordt dat de lengte binnen die van de vulbare lengte blijft.

• 1.2 Wanneer twee aangrenzende hoofdafdelingen zijn gescheiden door een schot dat trapsgewijze verspringt volgens de bepalingen van Voorschrift 7.5.1, moet de stabiliteit in onbeschadigde toestand voldoende groot zijn om het hoofd te kunnen bieden aan het vollopen van deze twee aan elkaar grenzende hoofdafdelingen.

• 1.3 Wanneer de voorgeschreven indelingsfactor gelijk aan of kleiner is dan 0,50, maar groter dan 0,33 moet de stabiliteit in onbeschadigde toestand voldoende groot zijn, opdat het schip het vollopen van elke twee aan twee aan elkaar grenzende hoofdafdelingen kan doorstaan.

• 1.4 Wanneer de voorgeschreven indelingsfactor gelijk aan of kleiner is dan 0,33 moet de stabiliteit in onbeschadigde toestand voldoende groot zijn, opdat het schip het vollopen van elke drie opeenvolgende hoofdafdelingen kan doorstaan.

• 2.1 Door berekeningen, in overeenstemming met de paragrafen 3, 4 en 6, waarin de afmetingen en de bijzonderheden van het ontwerp van het schip, zomede de inrichting en de vorm van de beschadigde hoofdafdelingen in aanmerking worden genomen, moet worden aangetoond dat wordt voldaan aan het bepaalde in paragraaf 1. Bij deze berekeningen moet worden aangenomen dat het schip in de voor de stabiliteit meest ongunstige bedrijfstoestand verkeert, welke kan voorkomen.

• 2.2 Wanneer voorgesteld wordt dekken, een dubbele huid of langsschotten aan te brengen van voldoende dichtheid om het overvloeien van water in ernstige mate te belemmeren, moet de invloed hiervan op de berekeningen ten genoegen van de Administratie worden nagegaan.

• 2.3 De stabiliteit vereist in de eindtoestand na beschadiging, en na overvloeiing indien voorgeschreven, wordt als volgt vastgesteld:

  • 2.3.1 De kromme van de restarmen van positieve statische stabiliteit in de eindtoestand moet een bereik hebben van ten minste 15° boven de hoek van de evenwichtstoestand.

    Dit bereik kan worden beperkt tot een minimum van 10°, indien het gebied onder de kromme gelijk is aan hetgeen is omschreven in paragraaf 2.3.2, verhoogd met:

    • 15/bereik

    • waarbij het bereik wordt uitgedrukt in graden.

  • 2.3.2 Het oppervlak onder de kromme van de armen van statische stabiliteit dient ten minste 0,015 m-rad te bedragen, gemeten van de hoek van de evenwichtstoestand tot aan de kleinste van de volgende hoeken:

    • .1 de hoek waarbij geleidelijk vollopen optreedt;

    • .2

      • 22° (gemeten in rechte toestand) in geval van vollopen van één afdeling, of

      • 27° (gemeten in rechte toestand) ingeval van gelijktijdig vollopen van twee of meer aangrenzende afdelingen.

  • 2.3.3 Een restarm van statische stabiliteit wordt verkregen in het bereik van positieve stabiliteit, rekening houdend met de grootste van de volgende hellende momenten:

    • .1 het moment ten gevolge van samendringing van alle passagiers aan één zijde;

    • .2 het moment ten gevolge van tewaterlating van alle volle strijkbare groepsreddingmiddelen aan één zijde;

    • .3 het moment ten gevolge van de windbelasting; berekend met behulp van de volgende formule:

      GZ (in meters) = hellend moment/deplacement + 0,04

    Deze arm van statische stabiliteit mag evenwel in geen geval minder bedragen dan 0,10 m.

  • 2.3.4 Voor de berekening van de hellende momenten in paragraaf 2.3.3 wordt uitgegaan van de volgende aannamen:

    • .1 Momenten ten gevolge van samendringing van passagiers:

      • .1.1 vier personen per vierkante meter;

      • .1.2 een massa van 75 kg per passagier;

      • .1.3 verdeling van de passagiers over de beschikbare dekoppervlakken aan één zijde van het schip op de dekken waar de verzamelplaatsen zijn gelegen en op zodanige wijze dat het ongunstigste hellende moment wordt bereikt.

    • .2 Momenten ten gevolge van tewaterlating van alle volle strijkbare groepsreddingmiddelen aan één zijde:

      • .2.1 alle reddingboten en hulpverleningsboten, geplaatst aan de zijde waarnaar het schip slagzij heeft gemaakt na schade te hebben geleden, worden geacht volgeladen naar buiten te zijn gedraaid en gereed om te worden gevierd;

      • .2.2 voor reddingboten die zijn bedoeld om volgeladen vanuit de opstellingsplaats te water te worden gelaten, wordt het maximale hellende moment gedurende de tewaterlating genomen;

      • .2.3 een volgeladen strijkbaar reddingvlot, bevestigd aan elke davit aan de zijde waarnaar het schip slagzij heeft gemaakt na schade te hebben geleden, wordt geacht gereed om te worden gevierd naar buiten te zijn gedraaid;

      • .2.4 personen die zich niet in de naar buiten gedraaide groepsreddingmiddelen bevinden, brengen geen verschuiving van het hellend moment of het herstellend moment teweeg;

      • .2.5 groepsreddingmiddelen aan de andere zijde dan die waarnaar het schip slagzij heeft gemaakt, worden geacht in opstellingsplaats te zijn.

    • .3 Momenten ten gevolge van de windbelasting:

      • .3.1 de winddruk bedraagt 120N/m²;

      • .3.2 het oppervlak waarvan wordt uitgegaan, is het geprojecteerde laterale oppervlak van het schip boven de waterlijn overeenkomend met de onbeschadigde toestand;

      • .3.3 de arm van het moment is de verticale afstand tussen een punt halverwege de gemiddelde diepgang overeenkomend met de onbeschadigde toestand en het zwaartepunt van het zijoppervlak.

• 2.4 In de tussenstadia van het vollopen dient de maximale arm van statische stabiliteit ten minste 0,05 m te bedragen en het bereik van de armen van statische stabiliteit met een positieve waarde dient ten minste 7° te zijn. In alle gevallen wordt er geacht slechts één lek in de romp en één vrij vloeistofoppervlak te zijn.

• 3 Voor het maken van berekeningen voor lekstabiliteit moeten in het algemeen de volgende inhouds- en oppervlakte-permeabiliteiten worden aangenomen:

  Ruimten	Permeabiliteit
  Bestemd voor lading, kolen of voorraden	60
  Ingenomen door verblijven	95
  Ingenomen door machines	85
  Bestemd voor vloeistoffen	0 of 95*)

  *) Welke van deze twee tot zwaardere eisen leidt.

  Voor ruimten waarin zich ongeveer ter plaatse van de waterlijn na beschadiging geen verblijven of machines van enige omvang bevinden en voor ruimten die in het algemeen niet door hoeveelheden lading of voorraden van enig belang zijn ingenomen, moeten hogere oppervlaktepermeabiliteiten worden aangenomen.

• 4 Als omvang van de beschadiging moet worden aangenomen:

  • 1. langsscheeps: een lengte van 3.0 meter, vermeerderd met 3 percent van de lengte van het schip, of van 11.0 meter welke van de twee de kleinste is. Indien de voorgeschreven indelingsfactor gelijk is aan of kleiner is dan 0,33, moet de aangenomen lengte van de beschadiging zoveel groter worden aangenomen als nodig is opdat elke twee opeenvolgende waterdichte dwarsschotten van waterdichte hoofdafdelingen daarbij zijn betrokken;

  • 2. dwarsscheeps: (binnenboord gemeten vanaf de scheepshuid loodrecht op het vlak van kiel en stevens ter hoogte van de hoogst gelegen indelingslastlijn): een afstand van een vijfde van de breedte van het schip, zoals deze laatste is omschreven in Voorschrift 2; en

  • 3. verticaal: van de lijn van onderkant spanten naar boven zonder begrenzing.

  • 4. Indien een beschadiging van kleinere omvang dan aangegeven in de paragrafen 4.1,4.2 en 4.3, een gevaarlijker toestand zou veroorzaken met betrekking tot slagzij of verlies aan metacenterhoogte, moet deze beschadiging aan de berekeningen ten grondslag worden gelegd.

• 5 Onsymmetrisch vollopen moet zoveel mogelijk worden beperkt als in overeenstemming is te brengen met een doelmatige indeling. Indien het noodzakelijk is om grote hellingshoeken te corrigeren, moeten de middelen daartoe, indien zulks uitvoerbaar is, automatisch werken, doch wanneer bedieningsmiddelen voor overvloeiinrichtingen aanwezig zijn, moeten deze in ieder geval van boven het schottendek behandeld kunnen worden. Deze overvloeiinrichtingen met hun bedieningsmiddelen moeten de goedkeuring van de Administratie kunnen wegdragen. De maximum slagzij na het vollopen, maar vóór het overvloeien, mag niet meer dan 15° zijn. Indien overvloeiinrichtingen nodig zijn, mag de tijd die het overvloeien in beslag neemt, niet meer zijn dan 15 minuten. Aan de kapitein van het schip moet een doelmatige gebruiksaanwijzing voor overvloeiinrichtingen ter beschikking worden gesteld.37

• 6 Ten aanzien van de toestand waarin het schip zich bevindt na beschadiging en, bij onsymmetrisch vollopen nadat overvloeimaatregelen getroffen zijn, geldt het volgende:

  • 1. Bij symmetrisch vollopen moet de metacenterhoogte in de eindtoestand ten minste 50 millimeter bedragen, berekend volgens de methode van constante waterverplaatsing.

  • 2. Bij onsymmetrisch vollopen mag de slagzij in geval van vollopen van één afdeling niet groter zijn dan 7°. Bij gelijktijdig vollopen van twee of meer afdelingen kan een slagzij van 12° worden toegestaan door de Administratie.

  • 3. In geen geval mag de indompelingsgrenslijn in de eindtoestand na het vollopen onder water komen. Indien rekening moet worden gehouden met de mogelijkheid, dat de indompelingsgrenslijn in enig stadium gedurende het vollopen onder komt, kan de Administratie een onderzoek naar deze mogelijkheid verlangen en zulke voorzieningen voorschrijven, als zij voor de veiligheid van het schip noodzakelijk acht.

• 7.1 Aan de kapitein van het schip moeten de gegevens ter beschikking worden gesteld, die nodig zijn om in alle voorkomende bedrijfsomstandigheden voor een voldoende stabiliteit in onbeschadigde toestand te kunnen zorgdragen, opdat het schip de meest gevaarlijke, maatgevende, beschadiging zal kunnen doorstaan. De kapitein van een schip, waarvoor in geval van beschadiging dwarsscheeps overvloeien noodzakelijk is, moet worden ingelicht omtrent de stabiliteitstoestanden waarop de slagzijberekeningen zijn gebaseerd en worden gewaarschuwd, dat, in geval van een ongunstiger beladingstoestand, bij beschadiging een overmatige slagzij zal kunnen optreden.

• 7.2 De in paragraaf 7.1 bedoelde gegevens om de kapitein in staat te stellen zorg te dragen voor een voldoende stabiliteit in onbeschadigde toestand, moeten informatie bevatten die de maximum toelaatbare hoogte van het zwaartepunt van het schip boven de kiel (KG), dan wel de minimum toelaatbare metacenterhoogte (GM) aangeven voor een scala van diepgangen of waterverplaatsingen dat alle bedrijfsomstandigheden dekt. Deze informatie moet de invloed van verschillende trims weergeven, rekening houdend met de bedrijfsgrenzen.

• 7.3 Aan de voor- en achterzijde van elk schip moeten duidelijk zichtbaar diepgangmerken zijn aangebracht. Wanneer deze merken niet zijn aangebracht op een plaats waar zij gemakkelijk af te lezen zijn, of wanneer het moeilijk is deze af te lezen vanwege de bedrijfsbeperkingen van een bepaald gebruik, dient het schip ook te worden uitgerust met een betrouwbaar systeem voor de meting van de diepgang waarmee de diepgang aan de voor- en achterzijde kan worden bepaald.

• 7.4 Na het laden van het schip en vóór het vertrek bepaalt de kapitein de trim en de stabiliteit van het schip en stelt hij vast en tekent hij aan dat het schip voldoet aan de stabiliteitscriteria in de voorschriften ter zake. Het vaststellen van de stabiliteit van het schip geschiedt altijd door middel van berekening. De Administratie kan het gebruik van een elektronische beladings- en stabiliteitscalculator of een soortgelijk toestel toestaan.

• 8.1 De Administratie mag geen verzachting van de eisen voor lekstabiliteit in overweging nemen, tenzij aangetoond wordt, dat de metacenterhoogte van het onbeschadigde schip in enige bedrijfstoestand, die noodzakelijk is om te kunnen voldoen aan die eisen, te groot is voor de voorgenomen dienst.

• 8.2 Verzachtingen van de eisen voor lekstabiliteit mogen slechts in uitzonderingsgevallen worden toegestaan, onder voorwaarde dat ten genoegen van de Administratie wordt aangetoond, dat de afmetingen, de inrichting en de andere bijzondere kenmerken van het schip de meestgunstige zijn, die op praktische en redelijke gronden voor de stabiliteit na een beschadiging in deze uitzonderlijke omstandigheden kunnen worden aangenomen.

Voorschrift 8-1. Stabiliteit van ro-ro passagiersschepen in beschadigde toestand

Ro-ro passagiersschepen gebouwd voor 1 juli 1997 moeten uiterlijk op de datum van het eerste periodieke onderzoek na de hieronder voorgeschreven datum voldoen aan de bepalingen van voorschrift 8, zoals gewijzigd door resolutie MSC.12(56), overeenkomstig de A/Amax-waarde zoals omschreven in de bijlage van de „Calculation procedure to assess the survivability characteristics of existing ro-ro passenger ships when using a simplified method based upon resolution A.265(VIII)”, ontwikkeld door de Maritieme Veiligheidscommissie tijdens haar negenenvijftigste zitting in juni 1991 (MSC/Circ.574):

A/Amax-waarde	Datum van naleving
minder dan 85%	1 oktober 1998
85% of meer maar minder dan 90%	1 oktober 2000
90% of meer maar minder dan 95%	1 oktober 2002
95% of meer maar minder dan 97,5%	1 oktober 2004
97,5% of meer	1 oktober 2005

Voorschrift 8-2. Bijzondere eisen voor ro-ro passagiersschepen waarmee 400 personen of meer worden vervoerd

Onverminderd de bepalingen van de voorschriften 8 en 8-1:

• .1 moeten ro-ro passagiersschepen gebouwd op of na 1 juli 1997 waarmee 400 personen of meer mogen worden vervoerd voldoen aan de bepalingen van paragraaf 2.3 van voorschrift 8, ervan uitgaande dat de schade is ontstaan op enig punt binnen de lengte (L) van het schip; en

• .2 moeten ro-ro passagiersschepen gebouwd vóór 1 juli 1997 waarmee 400 personen of meer mogen worden vervoerd niet later voldoen aan de bepalingen van subparagraaf .1 dan de datum van het eerste periodieke onderzoek na de in subparagraaf .2.1. .2.2 of .2.3 genoemde datum van naleving, naar gelang van welke datum het laatst is:

  • .2.1

    A/Amax-waarde	Datum van naleving
    minder dan 85%	1 oktober 1998
    85% of meer maar minder dan 90%	1 oktober 2000
    90% of meer maar minder dan 95%	1 oktober 2002
    95% of meer maar minder dan 97,5%	1 oktober 2004
    97,5% of meer	1 oktober 2010

  • .2.2

    Aantal personen dat mag worden vervoerd
    1500 of meer	1 oktober 2002
    1000 of meer maar minder dan 1500	1 oktober 2006
    600 of meer maar minder dan 1000	1 oktober 2008
    400 of meer maar minder dan 600	1 oktober 2010

  • .2.3

    Leeftijd van het schip gelijk aan of groter dan

    20 jaar,

waarbij de leeftijd van het schip betekent de tijd gerekend vanaf de datum waarop de kiel is gelegd of de datum waarop het zich in een vergelijkbaar bouwstadium bevond of vanaf de datum waarop het schip was omgebouwd tot een ro-ro passagiersschip.

Voorschrift 8-3. Bijzondere vereisten voor passagiersschepen, anders dan ro-ropassagiersschepen, waarmee 400 personen of meer worden vervoerd

Onverminderd de bepalingen van voorschrift 8 moeten passagiersschepen, anders dan ro-ro-passagiersschepen, waarmee 400 personen of meer mogen worden vervoerd, gebouwd op of na 1 juli 2002 voldoen aan de bepalingen van paragraaf 2.3 en 2.4 van voorschrift 8, ervan uitgaande dat de schade kan optreden op enig punt binnen de lengte (L) van het schip.

Voorschrift 9. Het innemen van waterballast door passagiersschepen

• 1 Voor het innemen van waterballast moeten in het algemeen geen brandstofolietanks worden gebruikt. Schepen waarop om praktische redenen niet voorkomen kan worden dat brandstofolietanks voor ballastwater moeten worden gebruikt, moeten ten genoegen van de Administratie worden ingericht met een olieseparator-installatie, of worden voorzien van andere vervangende middelen, zoals voorzieningen voor het lossen aan de wal, welke door de Administratie voor het afvoeren van het met olie vermengde water kunnen worden aanvaard.

• 2 Het bepaalde in dit Voorschrift is van toepassing onverminderd het bepaalde in het geldende Internationaal Verdrag ter voorkoming van verontreiniging van de zee vanaf schepen.

Voorschrift 10. Piekschotten, schotten welke het voortstuwingsgedeelte begrenzen, astunnels, enz. op passagiersschepen

• 1 Er moet een voorpiek- of aanvaringsschot zijn aangebracht dat tot het schottendek waterdicht opgetrokken is. Dit schot moet op een afstand, niet kleiner dan 5 percent van de lengte van het schip en niet groter dan 3.0 meter, vermeerderd met 5 percent van de lengte van het schip, van de vóórloodlijn zijn aangebracht.

• 2 Wanneer enig deel van het schip onder de waterlijn doorloopt tot vóór de vóórloodlijn, zoals een bulb-steven, dienen de in paragraaf 1 vastgestelde afstanden te worden gemeten vanaf een punt, hetzij:

  • 1. halverwege de lengte van een zodanige voortzetting; of

  • 2. op een afstand van 1,5 per cent van de lengte van het schip vóór de vóórloodlijn; of

  • 3. op een afstand van 3 m vóór de vóórloodlijn, welk punt de kleinste afstand oplevert.

• 3 Indien het schip een lange bovenbouw op het voorschip heeft, moet het voorpiekschot of aanvaringsschot doorlopen tot het volgende doorlopende dek boven het schottendek en aldaar dicht zijn tegen weer en wind. De voortzetting van het schot moet zodanig worden aangebracht dat de mogelijkheid wordt uitgesloten dat de boegdeur hieraan schade veroorzaakt ingeval van schade aan of losraken van een boegdeur.

• 4 De in paragraaf 3 verlangde voortzetting behoeft niet onmiddellijk boven het eronder geplaatste schot te worden aangebracht, mits alle onderdelen van deze voortzetting niet zijn aangebracht vóór de voorste begrenzing bedoeld in paragraaf 1 of paragraaf 2. Echter, op schepen die zijn gebouwd vóór 1 juli 1997:

  • .1 waarbij een hellende oprit deel uitmaakt van de voortzetting, mag het gedeelte van de voortzetting dat zich op meer dan 2,3 m boven het schottendek bevindt, niet verder doorlopen dan 1 m vóór de in paragraaf 1 of paragraaf 2 bedoelde voorste begrenzingen; en

  • .2 waarbij de bestaande oprit niet voldoet aan de vereisten voor de aanvaarding als een voortzetting van het aanvaringsschot en de positie van de helling verhindert dat deze voortzetting wordt geplaatst binnen de in paragraaf 1 of paragraaf 2 genoemde begrenzingen, mag de voortzetting worden geplaatst binnen een beperkte afstand achter de in paragraaf 1 of paragraaf 2 bedoelde achterste begrenzing. De begrensde afstand achter mag niet meer bedragen dan nodig is om te garanderen dat er geen problemen kunnen ontstaan met de oprit. De voortzetting naar het aanvaringsschot moet naar voren openen en moet voldoen aan de vereisten van paragraaf 3 en moet zodanig worden aangebracht dat de mogelijkheid wordt uitgesloten dat de oprit hieraan schade veroorzaakt ingeval van schade aan of losraken van de oprit.

• 5 Opritten die niet voldoen aan de bovenstaande vereisten worden niet beschouwd als voortzetting van het aanvaringsschot.

• 6 Op schepen gebouwd vóór 1 juli 1997 zijn de vereisten van de paragrafen 3 en 4 uiterlijk van toepassing op de datum van het eerste periodieke onderzoek na 1 juli 1997.

• 7 Tevens moeten zijn aangebracht een achterpiekschot en schotten die het voortstuwingsgedeelte, zoals omschreven in Voorschrift 2, vóór en achter afscheiden van de vracht- en passagiersruimten en waterdicht zijn opgetrokken tot het schottendek. Het achterpiekschot mag echter beneden het schottendek eindigen, mits daardoor de veiligheid van het schip, wat de waterdichte indeling betreft, niet wordt verminderd.

• 8 De schroef askokers moeten steeds in waterdichte ruimten van naar verhouding niet te grote inhoud zijn ingesloten. De pakkingbus moet geplaatst zijn binnen een waterdichte astunnel of andere waterdichte ruimte, afgescheiden van de afdeling waarin de schroefaskoker is ingesloten en van zodanige inhoud, dat de indompelingsgrenslijn niet onder water komt, wanneer deze ruimte door lekkage van de pakkingbus zou vollopen.

Voorschrift 11. Piekschotten, schotten die het voortstuwingsgedeelte begrenzen en schroefaskokers aan boord van vrachtschepen

(De leden 8 en 9 van dit voorschrift zijn van toepassing op schepen gebouwd op of na 1 februari 1992)

• 1. Voor de toepassing van dit Voorschrift hebben de begrippen „vrijboorddek”, „lengte van het schip” en „vóórloodlijn” dezelfde betekenis als omschreven in het van kracht zijnde Internationaal Verdrag betreffende de Uitwatering van Schepen.

• 2. Er dient een aanvaringsschot te worden aangebracht dat waterdicht is tot aan het vrijboorddek. Dit schot moet zich bevinden op een afstand van de vóórloodlijn van ten minste 5 percent van de lengte van het schip, dan wel 10 meter, welke van beide afstanden het kleinst is, en op een afstand van ten hoogste 8 percent van de lengte van het schip, tenzij de Administratie een grotere afstand toestaat.

• 3. Wanneer enig deel van het schip onder de waterlijn doorloopt tot vóór de vóórloodlijn, zoals een bulb-steven, dienen de in paragraaf 2 vastgestelde afstanden te worden gemeten vanaf een punt, hetzij:

  • 1. halverwege de lengte van een zodanige voortzetting; of

  • 2. op een afstand van 1,5 percent van de lengte van het schip vóór de vóórloodlijn; of

  • 3. op een afstand van 3 meter vóór de vóórloodlijn, welk punt de kleinste afstand oplevert.

• 4. In het schot mogen trapsgewijze sprongen of nissen zijn aangebracht, mits deze blijven binnen de begrenzingen voorgeschreven in paragraaf 2 of 3. Leidingen die door het aanvaringsschot heen zijn gevoerd dienen te worden voorzien van geëigende afsluiters die kunnen worden bediend van boven het vrijboorddek en het kleppenhuis moet tegen het schot in de voorpiek zijn bevestigd. De afsluiters mogen worden aangebracht aan de achterzijde van het aanvaringsschot, mits deze onder alle bedrijfsomstandigheden gemakkelijk bereikbaar zijn en de ruimte waarin zij zich bevinden niet is gelegen in een laadruim. Alle afsluiters dienen te zijn vervaardigd van staal, brons of ander goedgekeurd vormbaar materiaal. Afsluiters vervaardigd van gewoon gietijzer of soortgelijk materiaal zijn niet aanvaardbaar. In dit schot mag geen deur, mangat, ventilatiekanaal of andere opening zijn aangebracht.

• 5. Indien het schip een lange bovenbouw op het voorschip heeft, moet het aanvaringsschot doorlopen tot het dek boven het vrijboorddek en aldaar dicht zijn tegen weer en wind. Deze voortzetting van het schot behoeft niet onmiddellijk boven het eronder geplaatste schot te worden aangebracht, mits deze voortzetting is aangebracht binnen de grenzen als aangegeven in paragraaf 2 of 3 - met daarbij de uitzondering als toegestaan in paragraaf 6 - en het gedeelte van het dek dat de trapsgewijze verspringing vormt, dicht is tegen weer en wind.

• 6. Wanneer er in de boeg deuren zijn aangebracht en een hellende laadoprit deel uitmaakt van de voortzetting van het aanvaringsschot boven het vrijboorddek, mag het gedeelte van de oprit dat zich op meer dan 2.30 m boven het vrijboorddek bevindt doorlopen tot vóór de in paragraaf 2 of 3 aangegeven grens. De oprit moet over de gehele lengte dicht zijn tegen weer en wind.

• 7. Het aantal openingen in de voortzetting van het aanvaringsschot boven het vrijboorddek dient te worden beperkt tot het minimumaantal dat verenigbaar is met de bestemming en de normale werkzaamheden van het schip. Al dit soort openingen moeten afsluitbaar zijn tegen weer en wind.

• 8. Er moeten schotten zijn aangebracht die het voortstuwingsgedeelte voor en achter scheiden van vracht- en passagiersruimten en deze moeten waterdicht zijn tot aan het vrijboorddek.

• 9. De schroefaskokers moeten in niet te grote waterdichte ruimten zijn ingesloten. De Administratie kan naar eigen inzicht andere maatregelen treffen ter verkleining van het risico dat bij beschadiging van inrichtingen voor schroefaskokers water binnendringt in het schip.

Voorschrift 12. Dubbele bodems in passagiersschepen

• 1 Er moet een dubbele bodem zijn, die zich uitstrekt van het voorpiekschot tot het achterpiekschot, voor zover dit uitvoerbaar is in verband met de inrichting van het schip en verenigbaar met de opzet en de juiste behandeling van het schip.

  • 1. In schepen waarvan de lengte 50 meter of meer bedraagt, doch minder dan 61 meter, moet in ieder geval een dubbele bodem zijn aangebracht van het voortstuwingsgedeelte tot het voorpiekschot of althans tot een zo dicht mogelijk daarbij gelegen punt.

  • 2. In schepen waarvan de lengte 61 meter of meer bedraagt, doch minder dan 76 meter, moet in ieder geval een dubbele bodem buiten het voortstuwingsgedeelte zijn aangebracht, die zich uitstrekt tot het vooren tot het achterpiekschot of althans tot zo dicht mogelijk daarbij gelegen punten.

  • 3. In schepen waarvan de lengte 76 meter of meer bedraagt, moet in ieder geval een dubbele bodem zijn aangebracht, die zich uitstrekt van het voor- tot het achterpiekschot, of althans tot zo dicht mogelijk daarbij gelegen punten.

• 2 Waar het aanbrengen van een dubbele bodem is voorgeschreven, moet de hoogte hiervan ten genoegen zijn van de Administratie en de tanktop moet in de zijden op zodanige hoogte op de huid aansluiten, dat het vlak van het schip tot de ronding van de kimmen beschermd is. Deze bescherming zal geacht worden bevredigend te zijn, indien de lijn van aansnijding van de kantplaat met de huid nergens lager ligt dan een horizontaal vlak dat gaat door het punt van aansnijding van de spantlijn op het grootspant en een dwarsscheepse diagonaal welke onder een hoek van 25 graden met de basislijn getrokken is uit het snijpunt van deze basislijn met de verticale raaklijn aan genoemde spantlijn.

• 3 Kleine in de dubbele bodem aangebrachte lensputten mogen niet dieper zijn dan nodig is. De diepte van de lensput mag in geen geval groter zijn dan de hoogte van de dubbele bodem op hart schip, verminderd met 460 millimeter, noch mag de put beneden het horizontale vlak, als bedoeld in paragraaf 2, reiken. In het achtergedeelte van een astunnel mag een lensput echter tot de huid doorlopen. Andere putten (bij voorbeeld voor het opvangen van smeerolie onder de hoofdvoortstuwingswerktuigen) kunnen worden toegelaten, indien de Administratie van oordeel is dat de beveiliging niet achterstaat bij die welke een dubbele bodem, aangebracht in overeenstemming met dit Voorschrift, biedt.

• 4 Ter plaatse van waterdichte afdelingen van niet te grote inhoud, die uitsluitend worden gebruikt voor het vervoer van vloeistoffen, behoeft geen dubbele bodem te zijn aangebracht, indien de veiligheid van het schip bij een bodem- of zijbeschadiging naar het oordeel van de Administratie daardoor niet vermindert.

• 5 Voor passagiersschepen waarop de bepalingen van Voorschrift 1.5 van toepassing zijn en die een geregelde lijndienst onderhouden binnen de begrenzing van een korte internationale reis, zoals omschreven in voorschrift III/3.16, kan de Administratie ontheffing verlenen van de eis dat een dubbele bodem aanwezig moet zijn, voor zover betreft enig deel van het schip waarvoor de waterdichte indeling is geregeld door middel van een factor die niet groter is dan 0,50, indien zij van oordeel is dat het aanbrengen van een dubbele bodem in dat deel niet verenigbaar zou zijn met de eisen die de algemene inrichting van het schip en een goede uitoefening van de dienst aan boord stellen.

Voorschrift 12-1. Dubbele bodems aan boord van andere vrachtschepen dan tankschepen

(Dit voorschrift is van toepassing op schepen gebouwd op of na 1 februari 1992)

• 1. Er moet een dubbele bodem zijn aangebracht die zich uitstrekt van het aanvaringsschot tot het achterpiekschot, voor zover dit uitvoerbaar is in verband met de inrichting van het schip en verenigbaar met een goede uitvoering van de dienst aan boord.

• 2. De hoogte van de in lid 1 bedoelde dubbele bodems moet ten genoegen zijn van de Administratie en de tanktop moet in de zijden op zodanige hoogte op de huid aansluiten, dat het vlak van het schip tot de ronding van de kimmen is beschermd.

• 3. In de dubbele bodem aangebrachte lensputten mogen niet dieper zijn dan nodig is. In het achtergedeelte van een astunnel mag een lensput echter tot de huid doorlopen. Andere putten kunnen door de Administratie worden toegestaan, indien wordt aangetoond dat de beveiliging gelijkwaardig is aan die welke een dubbele bodem aangebracht in overeenstemming met dit voorschrift biedt.

• 4. Ter plaatse van een waterdichte afdeling die uitsluitend wordt gebruikt voor het vervoer van vloeistoffen behoeft geen dubbele bodem te worden aangebracht indien de veiligheid van het schip bij een bodembeschadiging naar het oordeel van de Administratie daardoor niet vermindert.

Voorschrift 12-2. Toegang tot ruimten in het ladinggedeelte van olietankschepen

[Vervallen per 01-07-2004]

Voorschrift 13. Het vaststellen van merken, het aantekenen van indelingslastlijnen en het plaatsen van de merken hiervan bij passagiersschepen

• 1 Ten einde zeker te zijn dat de vereiste graad van waterdichte indeling blijft behouden, moet een lastlijn, overeenkomende met de diepgang die is goedgekeurd als behorende bij die waterdichte indeling, worden vastgesteld en het merk daarvoor op de zijden van het schip worden geplaatst. Indien een schip ruimten heeft, die ingericht zijn om nu eens voor de huisvesting van passagiers, dan weer voor het vervoeren van lading te worden gebruikt, is het, indien de eigenaar zulks wenst, geoorloofd één of meer extra lastlijnen vast te stellen en merken daarvoor te plaatsen, overeenkomende met de diepgangen, behorende bij de waterdichte indeling, als door de Administratie voor de verschillende gebruikstoestanden kunnen worden goedgekeurd.

• 2 De merken voor de vastgestelde indelingslastlijnen moeten op het Veiligheidscertificaat voor Passagiersschepen zijn aangetekend en moeten onderscheiden zijn door de aanwijzing C₁ voor de toestand, waarbij het grootste aantal passagiers wordt vervoerd, en C₂, C₃, enz. voor de andere gebruikstoestanden van het schip.

• 3 Het vrijboord dat met elk van deze iastlijnen overeenkomt, moet op dezelfde plaats en van dezelfde deklijn worden gemeten als het minimum vrijboord dat volgens het van kracht zijnde Internationale Verdrag betreffende de Uitwatering van Schepen wordt bepaald.

• 4 Het vrijboord dat met elke goedgekeurde indelingslastlijn overeenkomt, en de gebruikstoestand voor welke deze is goedgekeurd, moeten duidelijk op het Veiligheidscertificaat voor Passagiersschepen zijn vermeld.

• 5 In geen geval mag een merk voor een indelingslastlijn zijn geplaatst boven de hoogst gelegen lastlijn in zoutwater, als met een voldoende sterkte van het schip of het van kracht zijnde Internationale Verdrag betreffende de Uitwatering van Schepen overeenkomt.

• 6 Een schip zal in geen geval zodanig geladen mogen zijn, dat het uitwateringsmerk behorende bij seizoen en vaargebied, zoals bepaald krachtens het van kracht zijnde Internationale Verdrag betreffende de Uitwatering van Schepen, is ondergedompeld, onverschillig hoe de merken van de indelingslastlijnen geplaatst zijn.

• 7 Een schip zal in geen geval zodanig geladen mogen zijn, dat het in zoutwater dieper inzinkt dan tot de bovenkant van het merk van de indelingslastlijn dat behoort bij de desbetreffende reis en gebruikstoestand.

Voorschrift 14. Constructie en eerste beproeving van waterdichte schotten, enz. op passagiersschepen en vrachtschepen

• 1 Elk schot van de waterdichte indeling, hetzij dwars- dan wel langsscheeps, moet zodanig geconstrueerd zijn, dat het met voldoende zekerheid een waterdruk tot de grootste hoogte die in geval van beschadiging van het schip door het water kan worden bereikt, doch ten minste tot de hoogte van de indompelingsgrenslijn, kan doorstaan. De constructie van deze schotten moet ten genoegen zijn van de Administratie.

• 2.1 Trapsgewijze sprongen en nissen in schotten moeten waterdicht zijn en zo sterk als het schot ter plaatse hiervan zou moeten zijn.

• 2.2 Indien spanten of balken door een waterdicht dek of schot zijn gevoerd, moet de doorvoering zonder toepassing van hout of cement waterdicht zijn uitgevoerd.

• 3 Het beproeven van hoofdcompartimenten, door deze met water te vullen, is niet vereist. Indien geen beproeving door het vullen met water plaats vindt, moet, indien uitvoerbaar, een test door middel van een waterstraal worden uitgevoerd. Deze beproeving moet worden uitgevoerd in de meest gevorderde staat van afwerking van het schip. Wanneer beproeving door middel van een waterstraal niet mogelijk is in verband met mogelijke schade aan machine-installaties, isolatie van elektrische voorzieningen of uitrustingsonderdelen, mag deze worden vervangen door een zorgvuldige visuele controle van de gelaste verbindingen, waar nodig geacht ondersteund door middelen als een verfabsorptietest of een ultrasone lekkagetest of een vergelijkbare testmethode. In elk geval moeten de waterdichte schotten zorgvuldig worden onderzocht.

• 4 De voorpiek, de dubbele bodems (met inbegrip van kokerkielen) en een dubbele huid, moeten met een waterdruk tot een hoogte als overeenkomt met die in de bepalingen van paragraaf 1 beproefd worden.

• 5 Tanks die bestemd zijn om vloeistoffen te bevatten en deel uitmaken van de waterdichte indeling van het schip, moeten worden beproefd met een waterdruk, hetzij tot de hoogte van de bovenste indelingslastlijn, hetzij tot een hoogte, gelijk aan twee derde van de verticale afstand van bovenkant kielplaat tot de indompelingsgrenslijn, gemeten ter plaatse van deze tanks, welke van beide de grootste is; de hoogte van de waterdruk mag echter nimmer kleiner zijn dan 0.9 meter boven de top van de tank gemeten.

• 6 De beproevingen als voorgeschreven in de paragrafen 4 en 5 hebben ten doel de waterdichtheid te verzekeren van de constructies behorende tot de waterdichte indeling en moeten niet beschouwd worden als beproevingen ter vaststelling of enige afdeling geschikt is voor het innemen van brandstof olie of voor andere bijzondere doeleinden waartoe een zwaardere beproeving kan worden geëist afhankelijk van de hoogte waartoe de vloeistof in de tank of haar aansluitingen kan stijgen.

Voorschrift 15. Openingen in waterdichte schotten van passagiersschepen

(Dit voorschrift is van toepassing op schepen gebouwd op of na 1 februari 1992)

• 1 Het aantal openingen in waterdichte schotten moet worden beperkt tot het minimum dat verenigbaar is met de algemene inrichting en de goede uitoefening van de dienst aan boord; deze openingen moeten van deugdelijke middelen tot afsluiting zijn voorzien.

• 2.1 Indien pijpen, spuipijpen, elektrische leidingen, enzovoort, door waterdichte schotten zijn gevoerd, moeten de doorvoeringen waterdicht zijn.

• 2.2 Afsluiters die geen deel uitmaken van een pijpleidingsysteem mogen niet zijn aangesloten op openingen in waterdichte schotten.

• 2.3 Lood of andere materialen van geringe bestendigheid tegen hitte mogen niet worden toegepast in leidingsystemen die door waterdichte schotten gaan, indien beschadiging daarvan in geval van brand aan de waterdichtheid van de schotten afbreuk zou kunnen doen.

• 3.1 Deuren, mangaten en andere toegangsopeningen mogen niet voorkomen in:

  • 3.1.1 het aanvaringsschot onder de indompelingsgrenslijn;

  • 3.1.2 waterdichte dwarsschotten die een laadruimte afscheiden van een belendende laadruimte, van een permanent kolenruim of van een reservekolenruim, behalve in het geval, aangegeven in lid 10.1 en in voorschrift 16.

• 3.2 Met uitzondering van het bepaalde in lid 3.3 mag het aanvaringsschot onder de indompelingsgrenslijn door slechts één pijp, die dient voor het transport van vloeistof van en naar de voorpiektank, zijn doorboord. De pijp moet zijn voorzien van een afsluiter met neerschroefbare klep die boven het schottendek kan worden bediend en in de voorpiek tegen het aanvaringsschot is bevestigd. De Administratie kan echter toestaan dat deze afsluiter aan de achterzijde van het aanvaringsschot wordt bevestigd, mits de afsluiter onder alle dienstomstandigheden goed toegankelijk is en de ruimte waarin hij is aangebracht geen laadruimte is.

• 3.3 Wanneer de voorpiek is ingericht voor de berging van twee verschillende soorten vloeistoffen, kan de Administratie toestaan dat het aanvaringsschot onder de indompelingsgrenslijn door twee pijpen wordt doorboord, elk voorzien van een afsluiter op de wijze zoals in lid 3.2 is voorgeschreven, mits is aangetoond dat een andere oplossing waarbij met één pijp kan worden volstaan, op praktische gronden onmogelijk is en in verband met de onderverdeling dezelfde mate van veiligheid wordt gehandhaafd.

• 4.1 Waterdichte deuren in schotten tussen permanente kolenruimen en reservekolenruimen moeten steeds toegankelijk zijn, behalve de deuren in schotten tussen bunkers in tussendekken waarop het bepaalde in lid 9.4 van toepassing is.

• 4.2 Afdoende voorzieningen door middel van schermen of anderszins moeten worden getroffen, teneinde te verhinderen dat de kolen het sluiten van waterdichte kolenschuiven beletten.

• 5 Behoudens het bepaalde in lid 11, mag in ruimten waarin de hoofd- en hulpmachines voor de voortstuwing zijn opgesteld, met inbegrip van de ketels ten dienste van de voortstuwing en alle permanente kolenruimen, in elk hoofddwarsschot niet meer dan één deur voorkomen, ongeacht de deuren in schotten van kolenruimen en astunneldeuren. Indien twee of meer schroefassen aanwezig zijn, moeten de tunnels door middel van een dwarsverbinding onderling toegankelijk zijn. Er mag in het voortstuwingsgedeelte slechts één deur zijn naar de tunnels wanneer twee schroefassen, en slechts twee deuren wanneer meer dan twee schroefassen aanwezig zijn. Al deze deuren moeten schuifdeuren zijn en zodanig zijn aangebracht, dat de bovenkant van de drempels zo hoog is gelegen als praktisch mogelijk is. De bewegingsinrichtingen voor handkracht die zich boven het schottendek bevinden, moeten zijn aangebracht buiten de ruimten waarin de machines zijn opgesteld.

• 6.1 Waterdichte deuren, behalve in het geval aangegeven in lid 10.1 of voorschrift 16, moeten werktuiglijk bewogen schuifdeuren zijn die voldoen aan de eisen gesteld in lid 7 en die in niet meer dan 60 seconden bij rechtliggend schip vanaf het centrale bedieningspaneel op de brug gelijktijdig gesloten kunnen worden.

• 6.2 De middelen tot het bewegen van alle werktuiglijk bewogen waterdichte schuifdeuren, ongeacht of zij werktuiglijk of met handkracht worden bediend, moeten zodanig zijn, dat de deur nog kan worden gesloten wanneer het schip een helling heeft van 15 graden over welke zijde ook. Tevens dient rekening te worden gehouden met de krachten die op een van beide zijden van de deuren kunnen werken, zoals wanneer water door de opening stroomt, waarbij een statische drukhoogte voorkomt die gelijk is aan een waterhoogte van ten minste 1 m boven de drempel ter plaatse van de hartlijn van de deur.

• 6.3 Bedieningsinrichtingen van waterdichte deuren, met inbegrip van hydraulische leidingen en elektrische kabels, moeten zo dicht als praktisch mogelijk is bij het schot waarin de deuren zich bevinden, zijn aangebracht, teneinde de kans dat zij betrokken raken bij enige vorm van schade die het schip kan ondervinden, zo klein mogelijk te houden.

  Waterdichte deuren en de bedieningsinrichtingen daarvan moeten zodanig zijn aangebracht, dat indien het schip schade ondervindt binnen een vijfde van de breedte van het schip als omschreven in voorschrift 2, waarbij de afstand loodrecht op het vlak van kiel en stevens ter hoogte van de hoogst gelegen indelingslastlijn wordt gemeten, het bewegen van de waterdichte deuren buiten het beschadigde gedeelte van het schip niet nadelig wordt beïnvloed.

• 6.4 Alle werktuiglijk bewogen waterdichte schuifdeuren moeten zijn voorzien van standaanwijzers die op plaatsen waar de deur op afstand kan worden bewogen, aangeven of de deur geopend dan wel gesloten is. Plaatsen waar de deur op afstand kan worden bewogen, mogen slechts zijn gelegen op de brug, zoals voorgeschreven in lid 7.1.5, en op de plaats waar beweging met de hand boven het schottendek is voorgeschreven krachtens lid 7.1.4.

• 6.5 Op schepen gebouwd vóór 1 februari 1992 moeten deuren die niet voldoen aan de vereisten van paragraaf 6.1 tot en met 6.4 vóór de aanvang van de reis worden gesloten en gedurende de vaart gesloten worden gehouden; het tijdstip van het openen van deze deuren in een haven en van het sluiten ervan voordat het schip de haven verlaat, moet in het logboek worden genoteerd.

• 7.1 Elke werktuiglijk bewogen waterdichte schuifdeur:

  • 7.1.1 moet voor verticale of horizontale beweging zijn ingericht

  • 7.1.2 moet, behoudens het bepaalde in lid 11, in principe een vrije openingsbreedte hebben van maximaal 1,2 m. De Administratie mag bredere deuren slechts toestaan voor zover zulks noodzakelijk wordt geacht voor een goede uitvoering van de dienst aan boord, mits andere veiligheidsmaatregelen, met inbegrip van de onderstaande, in acht worden genomen:

    • 7.1.2.1 bijzondere aandacht dient te worden besteed aan de sterkte van de deur en de afsluitmiddelen daarvan, teneinde lekkages te voorkomen;

    • 7.1.2.2 de deur moet zijn gelegen buiten de beschadigingszone van B/5;

    • 7.1.2.3 de deur moet gesloten blijven wanneer het schip op zee is, behalve, wanneer strikt noodzakelijk, gedurende perioden van beperkte tijdsduur, als vast te stellen door de Administratie;

  • 7.1.3 moet zijn uitgerust met de nodige voorzieningen om de deur te openen en te sluiten met gebruikmaking van elektrische of hydraulische aandrijving, dan wel van enige andere door de Administratie goedgekeurde aandrijving;

  • 7.1.4 moet zijn voorzien van een afzonderlijke bewegingsinrichting voor handbediening. De bewegingsinrichting moet zodanig zijn dat de deur niet alleen ter plaatse aan beide zijden van het schot met handkracht kan worden geopend en gesloten, maar ook op een toegankelijke plaats boven het schottendek kan worden gesloten door middel van een handwiel of ronddraaiende kruk, of een andere door de Administratie goedgekeurde inrichting die dezelfde veiligheid biedt. De draairichting of andere beweging moet op alle plaatsen voor de bediening duidelijk worden aangegeven. De deur moet bij rechtliggend schip door middel van handbeweging in niet meer dan 90 seconden volledig kunnen worden gesloten;

  • 7.1.5 moet zijn voorzien van een zodanige bewegingsinrichting dat de deur zowel werktuiglijk kan worden geopend en gesloten aan beide zijden van de deur, als werktuiglijk kan worden gesloten vanaf het centrale bedieningspaneel op de brug;

  • 7.1.6 moet zijn voorzien van een hoorbaar alarm, te onderscheiden van andere waarschuwingsinstallaties in de omgeving, dat telkens wanneer de deur op afstand werktuiglijk wordt gesloten een geluidsignaal moet laten horen, dat ten minste vijf seconden, maar niet meer dan 10 seconden voordat de deur begint te bewegen, in werking worden gesteld en moet blijven weerklinken totdat de deur volledig gesloten is. Wanneer de deur met handbediening op afstand wordt gesloten, is het voldoende dat het hoorbare alarm slechts weerklinkt zolang de deur beweegt. De Administratie kan voorschrijven dat in passagiersruimten en in ruimten met een hoog achtergrondgeluidsniveau het hoorbare alarm wordt aangevuld met een intermitterend zichtbaar alarm op de plaats van de deur; en

  • 7.1.7 moet, indien werktuiglijk bewogen, bij benadering een eenparige sluitsnelheid hebben. De tijd die het sluiten vergt, vanaf het tijdstip dat de deur begint te bewegen totdat zij volledig gesloten is, mag bij rechtliggend schip nimmer minder dan 20 seconden of meer dan 40 seconden bedragen.

• 7.2 De elektrische kracht die is benodigd voor de werktuiglijk bewogen waterdichte schuifdeuren moet worden geleverd door het noodschakelbord, hetzij rechtstreeks, hetzij via een uitsluitend voor dit doel ingericht verdeelbord gelegen boven het schottendek. De bijbehorende stroomkringen van de bediening, standaanwijzing en alarmering moeten worden gevoed door het noodschakelbord, hetzij rechtstreeks, hetzij via een uitsluitend voor dit doel ingericht verdeelbord gelegen boven het schottendek en zij moeten automatisch kunnen worden gevoed door de tijdelijke elektrische noodkrachtbron, voorgeschreven in lid 3.1.3 van voorschrift 42, in geval van storing van de elektrische hoofdkrachtbron of de elektrische noodkrachtbron.

• 7.3 Werktuiglijk bewogen waterdichte schuifdeuren moeten zijn voorzien van:

  • 7.3.1 een centraal bediend hydraulisch systeem met twee onafhankelijke krachtbronnen, elk bestaande uit een motor en een pomp die in staat zijn alle deuren tegelijkertijd te sluiten. Bovendien moeten er voor het gehele systeem hydraulische buffervaten aanwezig zijn met voldoende capaciteit om alle deuren ten minste drie maal te bewegen, dat wil zeggen: sluiten - openen - sluiten, zulks tegen een helling van 15 graden. Deze bedieningscyclus moet kunnen worden uitgevoerd wanneer het buffervat op de inschakeldruk van de pomp is. Bij de keuze van de te gebruiken vloeistof moet rekening worden gehouden met de temperaturen waaraan het systeem bij de bedrijfsuitvoering zou kunnen worden blootgesteld. Het werktuiglijke bedieningssysteem moet van een zodanig ontwerp zijn, dat de mogelijkheid van een storing in de hydraulische leidingen die de bediening van meer dan één deur nadelig beïnvloedt, zo klein mogelijk is. Het hydraulische systeem moet zijn voorzien van een waarschuwingssysteem dat aangeeft dat het vloeistofpeil in de hydraulische vloeistoftanks van de werktuiglijke bedieningsinrichting te laag is, alsmede van een waarschuwingssysteem dat een te lage gasdruk aangeeft, dan wel van andere doeltreffende middelen voor de detectie van verlies van opgeslagen energie in hydraulische buffervaten. Deze waarschuwingssystemen moeten zowel hoorbare als zichtbare signalen geven en moeten zijn aangebracht op het centrale bedieningspaneel op de brug; of

  • 7.3.2 een onafhankelijk hydraulisch systeem voor elke deur, waarvan de krachtbron bestaat uit een motor en een pomp die in staat zijn de deur te openen en te sluiten. Bovendien moet een hydraulisch buffervat aanwezig zijn met voldoende capaciteit om de deur ten minste drie maal te bewegen, dat wil zeggen: sluiten - openen - sluiten, zulks tegen een helling van 15 graden. Deze bedieningscyclus moet kunnen worden uitgevoerd wanneer het buffervat op de inschakeldruk van de pomp is. Bij de keuze van de te gebruiken vloeistof moet rekening worden gehouden met de temperaturen waaraan het systeem bij de bedrijfsuitvoering zou kunnen worden blootgesteld. Het centrale bedieningspaneel op de brug moet zijn uitgerust met een groepswaarschuwingssysteem dat een te lage gasdruk aangeeft, dan wel met andere doeltreffende middelen voor de detectie van verlies van opgeslagen energie in hydraulische buffervaten. Verlies van opgeslagen energie moet ook op iedere plaats van bediening worden aangegeven; of

  • 7.3.3 een onafhankelijk elektrisch systeem en een motor voor elke deur, waarvan de krachtbron bestaat uit een motor die in staat is de deur te openen en te sluiten. De krachtbron moet automatisch kunnen worden gevoed door de tijdelijke elektrische noodkrachtbron, voorgeschreven in lid 4.2 van voorschrift 42, in geval van storing van de elektrische hoofdkrachtbron of de elektrische noodkrachtbron, met voldoende capaciteit om de deur drie maal te bewegen, dat wil zeggen: sluiten - openen, sluiten, zulks tegen een helling van 15 graden.

  Voor de in 7.3.1, 7.3.2. en 7.3.3 omschreven systemen moeten de volgende voorzieningen worden getroffen:

  • Krachtinstallaties voor werktuiglijk bewogen waterdichte schuifdeuren moeten gescheiden zijn van iedere andere krachtinstallatie. Een storing in de elektrisch of hydraulisch aangedreven werktuiglijke bewegingssystemen, met uitzondering van het hydraulische inwerkingstellingsmechanisme, mag van geen enkele deur de handbediening verhinderen.

• 7.4 Aan beide zijden van het schot moeten op een hoogte van ten minste 1,6 m boven het vloeroppervlak bedieningshandles aanwezig zijn op zodanige wijze, dat personen die door de deuropening gaan deze beide handles in de open stand kunnen houden, zonder dat daarbij het werktuiglijk aangedreven sluitingsmechanisme toevallig in werking kan worden gesteld. De bewegingsinrichting van de handles voor het openen en sluiten van de deur moet overeenkomen met de bewegingsrichting van de deur en moet duidelijk zijn aangegeven.

• 7.5 De elektrische uitrusting en de onderdelen voor waterdichte deuren moeten, voor zover dit praktisch uitvoerbaar is, boven het schottendek en buiten gevaarlijke zones en ruimten zijn gelegen.

• 7.6 De omkastingen van elektrische onderdelen die noodzakelijkerwijs onder het schottendek zijn gelegen, moeten afdoende bescherming bieden tegen binnendringend water.38

• 7.7 De stroomkringen voor de elektrische aandrijving, bediening, standaanwijzing en alarmering moeten zodanig tegen een defect zijn beschermd, dat een storing in een stroomkring van een deur niet een storing in de stroomkring van een andere deur tot gevolg heeft. Kortsluiting of andere defecten in de stroomkringen voor alarmering of standaanwijzing van een deur mogen niet leiden tot verlies van de werktuiglijke werking van die deur. De voorzieningen moeten zodanig zijn, dat lekkage van water in de onder het schottendek gelegen elektrische installatie niet het openen van de deur veroorzaakt.

• 7.8 Een elektrische storing in het bewegings- of bedieningssysteem van een werktuiglijk bewogen waterdichte schuifdeur mag er niet toe leiden dat een gesloten deur wordt geopend. De beschikbaarheid van de krachtvoorziening moet constant worden gecontroleerd op een punt in de elektrische stroomkring dat zo dicht mogelijk bij de in lid 7.3 voorgeschreven motoren is gelegen. Bij het uitvallen van een dergelijke krachtvoorziening moet op het centrale bedieningspaneel een hoorbaar en zichtbaar alarm in werking worden gesteld.

• 8.1 Het centrale bedieningspaneel op de brug moet zijn uitgerust met een „master mode"-schakelaar met twee standen voor de wijze van bediening: de stand „bediening ter plaatse", waarin elke deur ter plaatse kan worden geopend en na gebruik ter plaatse kan worden gesloten, zonder automatische sluiting, en de stand „deuren sluiten", waarin elke geopende deur automatisch wordt gesloten. In de stand „deuren sluiten" kunnen de deuren ter plaatse worden geopend en worden zij weer automatisch gesloten na loslating van de bedieningsinrichting ter plaatse. De „master mode"-schakelaar dient in principe in de stand „bediening ter plaatse" te staan. De stand „deuren sluiten" mag slechts worden toegepast in geval van nood of voor beproevingsdoeleinden. Bijzondere aandacht dient te worden besteed aan de betrouwbaarheid van de „master mode"-schakelaar.

• 8.2 Het centrale bedieningspaneel op de brug moet zijn voorzien van een overzichtspaneel, waarop de plaats van elke deur is weergegeven, dat door middel van standaanwijzingslampjes aangeeft of een deur geopend of gesloten is. Rood licht geeft aan dat een deur volledig geopend is en groen licht geeft aan dat een deur volledig gesloten is. Wanneer een deur op afstand wordt gesloten, moet de overgangstoestand worden aangegeven door middel van een rood knipperlicht. De stroomkring van de standaanwijzers moet onafhankelijk zijn van de stroomkring van de bediening van elke deur.

• 8.3 Het mag niet mogelijk zijn een deur op afstand te openen vanaf het centrale bedieningspaneel.

• 9.1 Alle waterdichte deuren moeten gesloten blijven tijdens de vaart, tenzij zij gedurende de vaart mogen worden geopend zoals bepaald in de leden 9.2, 9.3 en 9.4. Waterdichte deuren met een breedte van meer dan 1,2 m, toegelaten krachtens lid 11, mogen slechts onder de in dat lid omschreven omstandigheden worden geopend. Elke deur die in overeenstemming met dit lid wordt geopend, moet onmiddellijk kunnen worden gesloten.

• 9.2 Een waterdichte deur mag tijdens de vaart worden geopend om passagiers of bemanningsleden door te laten, of indien het in verband met werkzaamheden in de onmiddellijke nabijheid van de deur noodzakelijk is dat zij wordt geopend. De deur moet onmiddellijk worden gesloten zodra men is gepasseerd of zodra de werkzaamheden die het openen noodzakelijk maakten, zijn voltooid.

• 9.3 Bepaalde waterdichte deuren mogen tijdens de vaart geopend blijven, doch slechts indien zulks strikt noodzakelijk wordt geacht; dat wil zeggen: indien is vastgesteld dat de geopende stand van wezenlijk belang is voor de veilige en doeltreffende werking van de werktuiglijke uitrusting van het schip of om de passagiers normaal onbeperkte toegang te verlenen tot de voor passagiers toegankelijke ruimten. De vaststelling geschiedt door de Administratie, slechts na zorgvuldige afweging van de gevolgen voor de uitvoering van de dienst aan boord en de veiligheid van het schip. Een waterdichte deur waarvoor aldus toestemming is verleend dat zij geopend kan blijven, moet duidelijk worden aangegeven in de stabiliteitsgegevens van het schip en moet altijd onmiddellijk kunnen worden gesloten.

• 9.4 Waterdichte schuifdeuren tussen tussendekskolenruimen onder het schottendek mogen somtijds op zee worden geopend voor het verwerken van steenkolen. Het openen en sluiten van deze deuren moet in het scheepsdagboek worden aangetekend op de door de Administratie voorgeschreven wijze.

• 10.1 Indien naar het oordeel van de Administratie het aanbrengen van waterdichte deuren in waterdichte schotten die tussendekslaadruimten van elkaar scheiden noodzakelijk is, mogen deze draai-, rol- of schuifdeuren zijn, doch zij mogen niet op afstand beweegbaar zijn.

  Zij moeten zijn aangebracht op het hoogste niveau dat mogelijk is en zo ver van de huidbeplating zijn verwijderd als praktisch mogelijk is; in geen geval mag één der verticale zijden van een dergelijke deur zijn gelegen op een afstand van de huidbeplating die minder is dan één vijfde van de breedte van het schip als omschreven in voorschrift 2, waarbij de afstand loodrecht op het vlak van kiel en stevens ter hoogte van de hoogst gelegen indelingslastlijn wordt gemeten.

• 10.2 Dergelijke deuren moeten worden gesloten voordat de reis begint en tijdens de vaart gesloten blijven; de tijdstippen waarop deze deuren in de haven worden geopend en, voordat het schip de haven verlaat, worden gesloten, moeten in het scheepsdagboek worden vermeld. Indien één of meer van deze deuren tijdens de reis toegankelijk zijn, moeten zij zijn voorzien van een middel waardoor opening door onbevoegden wordt voorkomen. Wanneer wordt voorgesteld dergelijke deuren aan te brengen, dient de Administratie speciale aandacht te besteden aan het aantal daarvan en de aangebrachte voorzieningen.

• 11 Wegneembare platen in waterdichte schotten mogen slechts in voortstuwingsgedeelten worden toegepast. Dergelijke platen moeten, voordat het schip de haven of rede verlaat, aangebracht en waterdicht verpakt zijn en mogen tijdens de vaart niet worden verwijderd, behalve wanneer dit, naar het oordeel van de kapitein, dringend noodzakelijk is. De tijdstippen waarop dergelijke wegneembare platen worden verwijderd en aangebracht, moeten in het scheepsdagboek worden aangetekend; de nodige voorzorgsmaatregelen moeten worden genomen bij het weer aanbrengen om de waterdichtheid van de verbindingsnaden te waarborgen. De Administratie kan toestaan dat in elk hoofddwarsschot in plaats van deze wegneembare platen ten hoogste één werktuiglijk bewogen waterdichte schuifdeur wordt aangebracht die breder is dan de in lid 7.1.2. bedoelde deuren, mits deze deuren worden gesloten voordat het schip de haven of rede verlaat en tijdens de vaart gesloten blijven, behalve wanneer opening, naar het oordeel van de kapitein, dringend noodzakelijk is. Deze deuren behoeven niet te voldoen aan het bepaalde in lid 7.1.4. betreffende het volledig sluiten met de hand in niet meer dan 90 seconden. De tijdstippen waarop deze deuren worden geopend en gesloten, ongeacht of het schip zich op zee dan wel in de haven of op de rede bevindt, moeten in het scheepsdagboek worden aangetekend.

• 12.1 Indien verkeersgangen of tunnels voor de verbinding tussen de verblijven voor de bemanning en de stookplaats, voor pijpleidingen of voor enig ander doel door waterdichte hoofddwarsschotten leiden, moeten zij waterdicht zijn en voldoen aan het bepaalde in voorschrift 19. Indien dergelijke verkeersgangen of tunnels gedurende de reis als doorgang worden benut, moet ten minste één uiteinde waterdicht aansluiten aan een schacht die tot boven de indompelingsgrenslijn waterdicht is opgetrokken en waarvan de uitgang boven deze grenslijn is gelegen. De opening aan het andere einde van deze verkeersgangen of tunnels mag worden gesloten door middel van een waterdichte deur van de soort als op grond van de plaats in het schip wordt vereist. Dergelijke verkeersgangen of tunnels mogen niet door het eerste, achter het aanvaringsschot gelegen, dwarsschot dat deel uitmaakt van de waterdichte indeling, worden gevoerd.

• 12.2 Wanneer wordt voorgesteld tunnels door waterdichte hoofddwarsschotten te leiden, dient de Administratie daaraan speciale aandacht te besteden.

• 12.3 Wanneer verkeersgangen in verband met gekoelde lading en ventilatie, dan wel gangen ten behoeve van geforceerde trek door meer dan één waterdicht schot zijn gevoerd, moeten de afsluitmiddelen van de openingen daarvan werktuiglijk worden bewogen en moeten zij vanaf een centrale plaats gelegen boven het schottendek kunnen worden gesloten.

Voorschrift 16. Passagiersschepen die goederenvoertuigen en bijbehorend personeel vervoeren

• 1 Dit Voorschrift is van toepassing op passagiersschepen, ongeacht de datum waarop zij zijn gebouwd, ontworpen of aangepast voor het vervoer van goederenvoertuigen en bijbehorend personeel, wanneer het totale aantal personen aan boord, anders dan die welke worden vermeld in Voorschrift I/2(e) (i) en (ii), meer bedraagt dan 12.

• 2 Indien op een zodanig schip het totale aantal passagiers met inbegrip van het personeel behorend bij voertuigen niet meer bedraagt dan N = 12 + A/25, waarbij A = het totale dekoppervlak (vierkante meters) van ruimten die beschikbaar zijn voor het stuwen van goederenvoertuigen en waar de vrije hoogte op de plaats waar gestuwd wordt en bij de ingang van zodanige ruimten niet minder bedraagt dan 4 m, zijn de bepalingen van lid 10 van voorschrift 15 met betrekking tot waterdichte deuren van toepassing, met dien verstande dat de deuren mogen worden aangebracht op ongeacht welk niveau in de waterdichte schotten die de laadruimen verdelen. Bovendien moeten er op de brug standaanwijzers zijn aangebracht die automatisch aangeven wanneer iedere deur is gesloten en alle afsluitmiddelen zijn geborgd.

• 3 Wanneer het bepaalde in dit Hoofdstuk op een zodanig schip wordt toegepast, dient N te staan voor het maximum aantal passagiers waarvoor ten behoeve van het schip overeenkomstig dit Voorschrift een certificaat wordt afgegeven.

• 4 Wanneer Voorschrift 8 wordt toegepast voor de meest ongunstige bedrijfsomstandigheden, moet de permeabiliteit van laadruimen die zijn bedoeld voor het stuwen van goederenvoertuigen en containers worden vastgesteld aan de hand van een berekening waarbij de goederenvoertuigen en containers worden geacht niet waterdicht te zijn en hun permeabiliteit wordt gesteld op 65. Voor schepen die in speciale diensten varen kan de werkelijke waarde van de permeabiliteit voor goederenvoertuigen of containers worden toegepast. In geen geval mag de permeabiliteit van de laadruimen waarin de goederenvoertuigen en containers worden vervoerd, worden gesteld op minder dan 60.

Voorschrift 17. Openingen in de scheepshuid onder de indompelingsgrenslijn van passagiersschepen

• 1 Het aantal openingen in de scheepshuid moet beperkt zijn tot het minimum, dat verenigbaar is met de algemene inrichting van het schip en de goede uitoefening van de dienst aan boord.

• 2 De inrichting en de doeltreffendheid van de middelen tot sluiting van alle openingen in de scheepshuid moeten beantwoorden aan het beoogde doel, en aan de eisen die de plaats waar zij zijn aangebracht, stelt; zij moeten in het algemeen ten genoegen van de Administratie zijn.

• 3.1 Ingevolge de vereisten vervat in het van kracht zijnde Internationaal Verdrag betreffende de Uitwatering van Schepen mag een patrijspoort niet op zodanige wijze worden aangebracht dat het laagste punt van de opening lager is gelegen dan een lijn die evenwijdig aan het schottendek op het scheepsboord is getrokken en die haar laagste punt heeft op een hoogte boven de hoogst gelegen indelingslastlijn, overeenkomend met 2½ percent van de breedte van het schip, of op een hoogte van 500 mm, welke van beide afstanden groter is.

• 3.2 Alle patrijspoorten, waarvan het laagste punt lager dan de indompelingsgrenslijn is gelegen, zoals toegestaan ingevolge paragraaf 3.1 moeten zodanig zijn uitgevoerd, dat zij niet zonder toestemming van de kapitein kunnen worden geopend.

• 3.3.1 Indien in een tussendek het laagste punt van de opening van een patrijspoort, zoals bedoeld in paragraaf 3.2, lager is gelegen dan een lijn welke evenwijdig aan het schottendek op het scheepsboord is getrokken en die haar laagste punt heeft op een hoogte, gelijk aan 1,4 meter, vermeerderd met 2½ percent van de breedte van het schip boven de lastlijn waarop het schip bij vertrek uit een haven ligt, moeten alle patrijspoorten in dat tussendek, vóór het schip de haven verlaat, waterdicht zijn gesloten en vastgezet en zij mogen niet worden geopend vóór het schip in de volgende haven is aangekomen. Bij toepassing van deze paragraaf mag, zo nodig, met de grotere diepgang in zoetwater rekening worden gehouden.

• 3.3.2 Het tijdstip waarop dergelijke patrijspoorten in de haven geopend, alsmede het tijdstip waarop zij, vóór het schip een haven verlaat, met een sleutel gesloten worden, moeten in een zodanig scheepsdagboek, als door de Administratie wordt voorgeschreven, worden aangetekend.

• 3.3.3 Voor een schip met een of meer patrijspoorten die zo gelegen zijn, dat de bepalingen van paragraaf 3.3.1 van toepassing zouden zijn, indien het was ingezonken tot de hoogst gelegen indelingslastlijn, kan de Administratie de grootste gemiddelde diepgang aangeven, waarbij deze patrijspoorten met het laagste punt van de opening blijven boven de lijn die evenwijdig aan het schottendek op het scheepsboord is getrokken en die haar laagste punt heeft op een hoogte, gelijk aan 1,4 meter, vermeerderd met 2½ percent van de breedte van het schip, boven de waterlijn die behoort bij de grootste gemiddelde diepgang en op welke diepgang het dus geoorloofd is uit een haven te vertrekken, zonder dat bedoelde poorten te voren met een sleutel waterdicht gesloten zijn, en ze tijdens de reis naar de volgende haven, onder de verantwoordelijkheid van de kapitein, te openen.

  In de tropische vaargebieden, zoals deze zijn omschreven in het van kracht zijnde Internationale Verdrag betreffende de Uitwatering van Schepen, mag deze grootste diepgang met 0,30 meter worden vermeerderd.

• 4 Deugdelijke scharnierende, binnen boord aangebrachte blinden, die zodanig zijn ingericht, dat zij gemakkelijk en afdoende gesloten en waterdicht aangedrukt kunnen worden, moeten op alle patrijspoorten worden aangebracht, met de uitzondering, dat voor patrijspoorten, die achter een achtste van de lengte van het schip van de vóór-loodlijn zijn gelegen boven een lijn die evenwijdig aan het schottendek op het scheepsboord is getrokken en die haar laagste punt heeft op een hoogte, gelijk aan 3,7 meter, vermeerderd met 2,5 percent van de breedte van het schip boven de hoogst gelegen indelingslastlijn, de blinden in verblijven voor passagiers, geen tussendekspassagiers zijnde, wegneembaar mogen zijn, tenzij in het van kracht zijnde Internationale Verdrag betreffende de Uitwatering van Schepen vast aangebrachte blinden zijn voorgeschreven. Dergelijke wegneembare blinden moeten in de onmiddellijke nabijheid van de patrijspoorten waarvoor zij bestemd zijn, worden geborgd.

• 5 Patrijspoorten en hun blinden die gedurende de vaart niet bereikbaar zijn, moeten, vóór het schip de haven verlaat, gesloten en geborgd zijn.

• 6.1 In ruimten die uitsluitend voor het vervoer van lading of het bergen van kolen zijn bestemd, mogen geen patrijspoorten zijn aangebracht.

• 6.2 In ruimten die afwisselend bestemd zijn voor het vervoer van lading of passagiers, mogen echter patrijspoorten zijn aangebracht, mits deze zodanig zijn uitgevoerd, dat zij en de daarbij behorende blinden niet zonder toestemming van de kapitein geopend kunnen worden.

• 6.3 Indien lading in dergelijke ruimten wordt vervoerd, moeten de patrijspoorten en hun blinden waterdicht worden gesloten en vastgezet vóór de lading is ingenomen en deze waterdichte sluiting moet in het dagboek, dat daartoe door de Administratie is aangewezen, worden aangetekend.

• 7 Patrijspoorten met automatische ventilatie mogen zonder bijzondere goedkeuring van de Administratie niet onder de indompelingsgrenslijn in de scheepshuid worden aangebracht.

• 8 Het aantal spuigaten, sanitaire afvoerpijpen en andere soortgelijke openingen in de scheepshuid moet tot een minimum beperkt zijn, hetzij door elke uitlaatopening voor het grootst mogelijke aantal sanitaire of andere leidingen te doen dienen, hetzij op een andere afdoende wijze.

• 9.1 Alle buitenboordopeningen moeten zijn voorzien van doeltreffende en bereikbare inrichtingen, die voorkomen dat water ongewenst het schip kan binnendringen.

• 9.2.1 Ingevolge de vereisten vervat in het van kracht zijnde Internationaal Verdrag betreffende de Uitwatering van Schepen en met uitzondering van het bepaalde in paragraaf 9.3 moet voor elke afzonderlijke uitlaatopening in de scheepshuid van afvoerpijpen van ruimten onder de indompelingsgrenslijn hetzij een zelf sluitende terugslagklep worden toegepast, die voorzien is van een inrichting, waardoor de klep rechtstreeks van boven het schottendek af dichtgezet kan worden, hetzij twee zelfsluitende terugslagkleppen zonder rechtstreekse afsluitinrichting worden gebruikt, met dien verstande dat de klep binnen boord boven de hoogst gelegen indelingslastlijn moet zijn gelegen en steeds bereikbaar moet zijn om gedurende de normale dienst te worden nagezien. Indien een klep wordt aangebracht, die rechtstreeks kan worden dichtgezet moet de plaats, waar deze boven het schottendek wordt bediend, steeds toegankelijk zijn en moet een inrichting welke aanwijst of de klep open dan wel gesloten is, daar zijn aangebracht.

• 9.2.2 De vereisten vervat in het van kracht zijnde Internationaal Verdrag betreffende de Uitwatering van Schepen zijn van toepassing op uitlaatopeningen in de scheepshuid van afvoerpijpen van ruimten boven de indompelingsgrenslijn.

• 9.3 In het voortstuwingsgedeelte voor machine-installaties moeten hoof din- en uitlaten en hulpin- en uitlaten zijn voorzien van gemakkelijk bereikbare afsluiters tussen de leidingen en de scheepshuid of tussen de leidingen en op de huid gebouwde stalen kasten. De afsluiters kunnen ter plaatse worden bediend en dienen te zijn voorzien van een inrichting welke aanwijst of zij open dan wel gesloten zijn.

• 9.4 Alle krachtens dit Voorschrift vereiste voorzieningen aan de scheepshuid en afsluiters dienen te zijn uitgevoerd in staal, brons of ander goedgekeurd vormbaar materiaal. Afsluiters die zijn uitgevoerd in gewoon gietijzer of soortgelijk materiaal zijn niet aanvaardbaar. Alle in dit Voorschrift bedoelde pijpen moeten ten genoegen van de Administratie zijn uitgevoerd in staal of ander gelijkwaardig materiaal.

• 10.1 Toegangs-, laad- en kolenpoorten die onder de indompelingsgrenslijn zijn aangebracht, moeten van voldoende sterkte zijn. Zij moeten, vóór het schip de haven verlaat, op doeltreffende wijze waterdicht gesloten en geborgd zijn en gedurende de vaart gesloten blijven.

• 10.2 Het laagste punt van de opening van dergelijke poorten mag in geen geval lager zijn dan de hoogst gelegen indelingslastlijn.

• 11.1 De binnenboordopening van elke stortkoker voor as, vuil enz. moet van een doelmatig deksel zijn voorzien.

• 11.2 Indien de binnenboordopening onder de indompelingsgrenslijn is gelegen, moet het deksel waterdicht afsluiten en moet bovendien een terugslagklep in de koker op een gemakkelijk toegankelijke plaats boven de hoogst gelegen indelingslastlijn zijn aangebracht. Wanneer de koker niet in gebruik is, moeten zowel het deksel als de klep gesloten en geborgd zijn.

Voorschrift 17-1. Openingen in de scheepshuid onder het schottendek van passagiersschepen en het vrijboorddek van vrachtschepen

Onverminderd de vereisten van voorschrift 17, moeten schepen gebouwd op of na 1 juli 1998 voldoen aan de vereisten van voorschrift 17, waarbij een verwijzing naar „indompelingsgrenslijn” moet worden geïnterpreteerd als een verwijzing naar het schottendek van passagiersschepen en het vrijboorddek van vrachtschepen.

Voorschrift 18. Constructie en eerste beproeving van waterdichte deuren, patrijspoorten, enz. op passagiersschepen en vrachtschepen

• 1 Op passagiersschepen:

  • 1. moeten de inrichting, de materialen en de constructie van alle waterdichte deuren, patrijspoorten, toegangs-, laad- en kolenpoorten, kleppen, pijpen, as- en vuilnisstortkokers die in de voorgaande voorschriften zijn vermeld, ten genoegen zijn van de Administratie;

  • 2. mag de onderkant van het raamwerk van verticaal bewegende waterdichte deuren geen groef vormen, waarin zich vuil zou kunnen verzamelen, dat de goede sluiting zou kunnen beletten.

• 2 Op passagiersschepen en vrachtschepen moeten waterdichte deuren met een waterdruk tot respectievelijk de hoogte van het schottendek of het vrijboorddek worden beproefd. Wanneer de beproeving van afzonderlijke deuren vanwege mogelijke beschadiging van de isolatie of de toebehoren niet plaatsvindt, mag het beproeven van de afzonderlijke deuren worden vervangen door een drukbeproeving van het prototype van elk type en omvang deur, met een beproevingsdruk die ten minste overeenkomt met de druk die voor de bewuste plaats vereist is. De beproeving van het prototype moet plaatsvinden voordat de deur wordt aangebracht. De installatiemethode en -procedure voor het aanbrengen van de deur aan boord moeten overeenkomen met de bij de beproeving van het prototype gehanteerde installatiemethode en -procedure. Bij het aanbrengen aan boord moet elke deur worden gecontroleerd op goede aansluiting van het schot, het raamwerk en de deur.

Voorschrift 19. Constructie en eerste beproeving van waterdichte dekken, kokers, enz. op passagiersschepen en vrachtschepen

• 1 Waterdichte dekken, kokers, tunnels, kokerkielen en luchtschachten moeten even sterk zijn als de waterdichte schotten op overeenkomstige hoogte. De middelen om ze waterdicht te maken, en voor de sluiting van openingen daarin, moeten ten genoegen van de Administratie zijn. Waterdichte luchtschachten en kokers moeten op passagiersschepen en vrachtschepen ten minste tot het schottendek zijn opgetrokken.

• 2 Indien een ventilatieschacht die door een constructie loopt het schottendek doorkruist, moet de schacht in staat zijn de waterdruk in de schacht te weerstaan, na rekening te hebben gehouden met de maximum toegestane hellingshoek gedurende de verschillende stadia van vollopen, in overeenstemming met voorschrift 8.5.

• 3 Indien op ro-ro passagiersschepen een schacht die het schottendek doorkruist zich geheel of ten dele op het belangrijkste ro-ro dek bevindt, moet de schacht in staat zijn de druk te weerstaan die wordt veroorzaakt door interne verplaatsing (klotsen) van ingesloten water op het ro-ro dek.

• 4 Op ro-ro passagiersschepen gebouwd vóór 1 juli 1997 zijn de vereisten van paragraaf 2 en 3 uiterlijk van toepassing op de datum van het eerste periodieke onderzoek na 1 juli 1997.

• 5 Na gereedkomen moeten de waterdichte dekken door bespuiten of onder water zetten op waterdichtheid beproefd worden, terwijl de waterdichte kokers, tunnels en luchtschachten door bespuiten moeten worden beproefd.

Voorschrift 20. Waterdichtheid van passagiersschepen boven de indompelingsgrenslijn

• 1 De Administratie kan eisen dat alle redelijke en praktische maatregelen moeten worden getroffen, die het binnendringen en het verspreiden van water boven het schottendek zoveel mogelijk zullen beperken. Zulke maatregelen mogen het aanbrengen van plaatselijke schotten of raamspanten zijn. Indien plaatselijke waterdichte schotten of raamspanten op het schottendek zijn aangebracht direct boven of ongeveer direct boven waterdichte schotten, behorende tot de waterdichte indeling, moeten zij waterdicht op de scheepshuid en op het schottendek aansluiten, om het verspreiden van lekwater bij slagzij van het schip te beperken. Waar het plaatselijk waterdicht schot niet onmiddellijk boven het schot daaronder is opgetrokken, moet het schottendek, gelegen tussen deze beide schotten, doeltreffend waterdicht zijn uitgevoerd.

• 2 Het schottendek of een dek hierboven moet dicht zijn tegen weer en wind. Alle openingen in blootgestelde delen van dit dek moeten van hoofden zijn voorzien van voldoende hoogte en sterkte en van doelmatige middelen om deze onder alle weersomstandigheden snel tegen weer en wind af te sluiten. Waterloospoorten, open railings en spuipijpen moeten zijn aangebracht zodat het open dek onder alle weersomstandigheden snel van overgekomen water kan worden bevrijd.

• 3 Op passagiersschepen gebouwd op of na 1 juli 1997, moeten de open uiteinden van luchtpijpen die eindigen in een bovenbouw zich ten minste 1 m boven de waterlijn bevinden wanneer het schip onder een hoek van 15° slagzij maakt, of de maximum hellingshoek gedurende tussenliggende stadia van vollopen, zoals vastgesteld door middel van directe berekening, naar gelang van welk het grootst is. Luchtpijpen komend van tanks anders dan olietanks mogen ook eindigen in de zijkant van de bovenbouw. De bepalingen van deze paragraaf doen geen afbreuk aan de bepalingen van het van kracht zijnde Internationaal Verdrag inzake de lastlijnen.

• 4 Patrijspoorten, toegangs-, laad- en kolenpoorten en andere middelen tot sluiting van openingen in het scheepsboord boven de indompelingsgrenslijn, moeten deugdelijk ontworpen en geconstrueerd zijn en voldoende sterk zijn, rekening houdend met de ruimten waarin zij zijn aangebracht en met hun plaats ten opzichte van de hoogst gelegen indelingslastlijn.

• 5 Alle patrijspoorten in ruimten onder het eerste dek boven het schottendek moeten aan de binnenzijde van sterke blinden zijn voorzien, waarmee zij gemakkelijk en doeltreffend waterdicht gesloten kunnen worden.

Voorschrift 20-1. Sluiting van de laaddeuren

• 1 Dit Voorschrift is van toepassing op alle passagiersschepen.

• 2 De volgende deuren, gelegen boven de indompelingsgrenslijn, moeten gesloten en vergrendeld zijn voordat een schip een reis begint en zij dienen gesloten en vergrendeld te blijven totdat het schip zich op zijn volgende aanlegplaats bevindt:

  • .1 laaddeuren in de scheepshuid of in de buitenschotten van een gesloten bovenbouw;

  • .2 boegkleppen op de in paragraaf 2.1 genoemde plaatsen;

  • .3 laaddeuren in het aanvaringsschot;

  • .4 opritten (ramps) dicht tegen weer en wind die een andere wijze van sluiting vormen dan die genoemd in de paragrafen 2.1 tot en met 2.3.

  Wanneer een deur niet kan worden geopend of gesloten terwijl het schip op de afmeerplaats ligt, mag bedoelde deur geopend worden of blijven terwijl het schip de aanlegplaats nadert of zich daarvan verwijdert, mits niet op grotere afstand van de aanlegplaats dan nodig is om de deur te bedienen. De binnenste boegdeur moet in elk geval gesloten blijven.

• 3 Niettegenstaande de bepalingen van de paragrafen 2.1 en 2.4 kan de Administratie toestaan dat bepaalde deuren naar goeddunken van de kapitein kunnen worden geopend, voor zover noodzakelijk voor de bedrijfsvoering van het schip of het inschepen en ontschepen van passagiers, wanneer het schip op een veilige ankerplaats ligt en mits de veiligheid van het schip niet in gevaar wordt gebracht.

• 4 De kapitein dient erop toe te zien dat er een doeltreffend toezicht- en meldingssysteem voor het sluiten en openen van de in paragraaf 2 genoemde deuren wordt gebruikt.

• 5 De kapitein dient er voordat het schip een reis begint op toe te zien dat in het dagboek, zoals voorgeschreven in Voorschrift II-1/25, wordt aangetekend het tijdstip waarop de deuren genoemd in paragraaf 2 voor het laatst zijn gesloten en het tijdstip waarop bepaalde deuren in overeenstemming met paragraaf 3 zijn geopend.

Voorschrift 20-2. Waterdichtheid tussen het ro-ro dek (schottendek) en de daaronder gelegen ruimten

• 1 Op ro-ro passagiersschepen gebouwd op of na 1 juli 1997:

  • .1 moeten, onverminderd de bepalingen van de subparagrafen .2 en .3, alle toegangen die naar ruimten onder het schottendek leiden een laagste punt hebben dat ten minste 2,5 m boven het schottendek ligt;

  • .2 moeten, indien voertuigopritten aanwezig zijn voor de toegang tot ruimten onder het schottendek, de openingen hiervan waterdicht kunnen worden gesloten ter voorkoming van het binnendringen van water daaronder en te zijn voorzien van een alarm- en meldingssysteem ten behoeve van de brug;

  • .3 kan de Administratie de plaatsing van bijzondere toegangen tot de ruimten beneden het schottendek toestaan, mits deze essentieel zijn voor de bedrijfsvoering van het schip, bijvoorbeeld voor de verplaatsing van machines en proviand, en mits deze toegangen waterdicht zijn en zijn voorzien van een alarm- en meldingssysteem ten behoeve van de brug;

  • .4 moeten de in subparagrafen .2 en .3 genoemde toegangen gesloten zijn voordat het schip de aanlegplaats verlaat en gesloten te blijven totdat het schip op de volgende aanlegplaats ligt;

  • .5 moet de kapitein ervoor zorg dragen dat er een doeltreffend toezicht- en rapportagesysteem wordt ingesteld voor het sluiten en openen van de in de subparagrafen .2 en .3 bedoelde toegangen; en

  • .6 moet de kapitein, voordat het schip de aanlegplaats verlaat, ervoor zorg dragen dat, overeenkomstig voorschrift 25, een aantekening in het logboek wordt gemaakt van het tijdstip waarop de in de subparagrafen .2 en .3 bedoelde toegangen voor het laatst zijn gesloten.

• 2 Op ro-ro passagiersschepen gebouwd vóór 1 juli 1997:

  • .1 moeten alle toegangen van het ro-ro dek naar ruimten onder het schottendek waterdicht worden gemaakt en moet de brug worden uitgerust met middelen die aangeven of de toegang open of gesloten is;

  • .2 moeten al deze toegangen worden gesloten voordat het schip de aanlegplaats verlaat en gesloten te blijven totdat het schip op de volgende aanlegplaats ligt;

  • .3 kan de Administratie, onverminderd de eisen van subparagraaf 2, toestaan dat sommige toegangen gedurende de reis slechts geopend zijn voor de tijdsduur die voor de doorgang nodig is en, indien noodzakelijk, voor de activiteiten die essentieel zijn voor de bedrijfsvoering van het schip; en

  • .4 moeten de vereisten van subparagraaf .1 worden nageleefd uiterlijk op de datum van het eerste periodieke onderzoek na 1 juli 1997.

Voorschrift 20-3. Toegang tot het ro-ro dek

Op alle ro-ro passagiersschepen moet de kapitein of de aangewezen officier ervoor zorg dragen dat zonder de uitdrukkelijke toestemming van de kapitein of de aangewezen officier, geen enkele passagier een gesloten ro-ro dek mag betreden wanneer het schip varende is.

Voorschrift 20-4. Het sluiten van schotten op het ro-ro dek

• 1 Alle dwars- of langsschotten die als doeltreffend worden beschouwd voor het tegenhouden van het zeewater dat zich op het ro-ro dek bevindt, moeten zijn geplaatst en vastgezet voordat het schip de aanlegplaats verlaat en op hun plaats en vastgezet blijven totdat het schip op de volgende aanlegplaats ligt.

• 2 Onverminderd de bepalingen van paragraaf 1, kan de Administratie toestaan dat sommige toegangen in deze schotten gedurende de reis geopend zijn voor de tijdsduur die voor de doorgang nodig is en, indien noodzakelijk, voor de activiteiten die essentieel zijn voor de bedrijfsvoering van het schip.

Voorschrift 21. Lenspompinrichting

(De leden 1.6 en 2.9 van dit voorschrift zijn van toepassing op schepen gebouwd op of na 1 februari 1992)

• 1. Passagiersschepen en vrachtschepen

  • 1.1. Er dient een doeltreffende lenspompinrichting te zijn aangebracht die in staat is onder alle omstandigheden die in de praktijk kunnen voorkomen, elke waterdichte afdeling, anders dan een ruimte die blijvend is bestemd voor het vervoer van drinkwater, waterballast, brandstofolie of vloeibare lading en waarvoor een andere doeltreffende pompinrichting is aangebracht, lens te pompen. Er moeten doeltreffende middelen zijn waarmee water uit koelruimen kan worden verwijderd.

  • 1.2. Sanitaire pompen, ballastpompen en algemene dienstpompen mogen worden aanvaard als onafhankelijke werktuiglijk gedreven lenspompen mits zij zijn voorzien van de nodige aansluitingen aan de lensleiding.

  • 1.3. Alle lenspijpen in of onder kolenruimen of brandstof olietanks of in ruimten van het voortstuwingsgedeelte, met inbegrip van ruimten waarin oliebenzinetanks of brandstof oliepompen aanwezig zijn, moeten zijn vervaardigd van staal of ander geschikt materiaal.

  • 1.4. De inrichting van de lensleiding en van de ballastleiding moet zodanig zijn, dat het is uitgesloten dat water van buitenboord en uit waterballastruimten naar laadruimten en ruimten van het voortstuwingsgedeelte of uit de ene afdeling naar de andere kan stromen. Voorzorgen moeten worden genomen om te voorkomen dat een dieptank, met aansluiting zowel aan de lensleiding als aan de ballastleiding, door onachtzaamheid of met zeewater volloopt wanneer zij droge lading bevat of door een lenspijp wordt leeggepompt, wanneer zij met waterballast is gevuld.

  • 1.5. Alle verdeelkasten en met de hand bediende afsluiters die in verbinding staan met de lensinrichting, moeten zodanig zijn opgesteld, dat zij onder normale omstandigheden bereikbaar zijn.

  • 1.6 Er moeten voorzieningen zijn aangebracht voor de waterafvoer van omsloten laadruimten gelegen op het schottendek van een passagiersschip en op het vrijboorddek van een vrachtschip lens te pompen, met dien verstande dat de Administratie kan toestaan dat voor het aanbrengen van middelen voor waterafvoer in een bepaalde afdeling van een schip of een type schepen vrijstelling wordt verleend, indien te haren genoegen wordt aangetoond dat de veiligheid van het schip, gezien de grootte of de indeling van die ruimten, daardoor niet wordt aangetast.

    • 1.6.1 Wanneer het vrijboord tot aan het schottendek, onderscheidenlijk het vrijboorddek, zodanig is dat de dekrand wordt ondergedompeld wanneer het schip een helling heeft van meer dan 5 graden, moet het water worden afgevoerd door middel van een toereikend aantal spuipijpen van voldoende afmetingen die rechtstreeks overboord spuien; zij moeten zijn aangebracht in overeenstemming met de vereisten van voorschrift 17 in geval van een passagiersschip, en de van kracht zijnde voorschriften voor spuipijpen, inlaat- en afvoerpijpen van het internationale Verdrag betreffende de uitwatering van schepen in geval van een vrachtschip.

    • 1.6.2 Wanneer het vrijboord zodanig is dat de rand van het schottendek, onderscheidenlijk het vrijboorddek, wordt ondergedompeld wanneer het schip een helling heeft van 5 graden of minder, moet het water uit de omsloten laadruimten op het schottendek, onderscheidenlijk het vrijboorddek, worden afgevoerd naar een geschikte ruimte of ruimten van voldoende capaciteit, die zijn voorzien van een waarschuwingsinstallatie voor een te hoog waterpeil, en zijn uitgerust met passende voorzieningen voor afvoer naar buitenboord. Daarnaast moet erop worden toegezien dat:

      • 1.6.2.1 het aantal, de afmetingen en de plaatsing van de spuipijpen zodanig zijn dat er niet te veel water wordt verzameld;

      • 1.6.2.2 met de voorzieningen voor pompen, die krachtens dit voorschrift zijn vereist voor passagiersschepen of vrachtschepen, naargelang, rekening wordt gehouden met de eisen voor een vast aangebrachte brandblusinstallatie die water onder druk sproeit;

      • 1.6.2.3 met benzine of andere gevaarlijke stoffen verontreinigd water niet wordt afgevoerd naar ruimten voor machines of andere ruimten waarin ontstekingsbronnen aanwezig kunnen zijn;

      • 1.6.3.4 wanneer de omsloten laadruimte tegen brand is beschermd door middel van een kooldioxyde-brandblusinstallatie, de dekspuipijpen zijn uitgerust met middelen die het vrijkomen van verstikkende gassen voorkomen.

• 2. Passagiersschepen

  • 2.1. De krachtens paragraaf 1.1 vereiste lenspompinrichting moet in staat zijn te functioneren onder alle omstandigheden die in de praktijk na een ramp kunnen voorkomen, hetzij dat het schip recht ligt dan wel slagzij heeft. Voor dit doel zullen in het algemeen zuigpijpen naar de zijden van de afdelingen moeten worden aangebracht, met uitzondering van smalle afdelingen aan het scheepseinde waar één zuigpijp voldoende kan zijn. In afdelingen van bijzondere vorm zullen extra zuigpijpen geëist kunnen worden. Maatregelen moeten worden getroffen, waardoor water in de afdeling de weg naar de zuigpijpen kan vinden. Waar met betrekking tot bepaalde afdelingen de Administratie overtuigd is, dat een lensinrichting daarin ongewenst zou zijn, kan worden toegestaan deze achterwege te laten, als door berekeningen gemaakt in overeenstemming met de principes aangegeven in Voorschrift 8.2.1 tot 8.2.3 wordt aangetoond, dat de overlevingskans van het schip daardoor niet wordt aangetast.

  • 2.2. Er moeten ten minste drie op de hoofd-lensleiding aangesloten werktuiglijk gedreven lenspompen aanwezig zijn, van welke één door de voortstuwingswerktuigen mag worden gedreven. Wanneer het criteriumgetal 30 of groter is, moet een extra onafhankelijke werktuiglijk gedreven pomp aanwezig zijn.

  • 2.3. Waar zulks praktisch uitvoerbaar is, moeten de werktuiglijk gedreven lenspompen worden geplaatst in afzonderlijke waterdichte afdelingen die zodanig gelegen zijn dat zij niet gemakkelijk door eenzelfde averij kunnen vollopen. Indien de hoofd- en hulpwerktuigen voor de voortstuwing en de ketels in twee of meer waterdichte afdelingen zijn geplaatst, moeten de pompen welke als lenspomp kunnen dienen, zoveel als praktisch mogelijk is over deze afdelingen worden verdeeld.

  • 2.4. Op een schip met een lengte gelijk aan of groter dan 91,5 meter of met een criteriumgetal van 30 of groter, moet de inrichting zodanig zijn, dat ten minste één werktuiglijk gedreven lenspomp beschikbaar blijft voor gebruik in alle omstandigheden waaronder een schip kan vollopen en waartegen het bestand moet zijn. Aan deze eis zal zijn voldaan wanneer:

    • 1. één van de voorgeschreven lenspompen een noodpomp is van een type dat onder water op betrouwbare wijze werkt, en die wordt aangedreven door een zich boven het schottendek bevindende krachtbron; of

    • 2. de lenspompen met hun krachtbronnen op een zodanige wijze verdeeld over de lengte van het schip zijn geplaatst dat ten minste één pomp in een onbeschadigde afdeling beschikbaar zal zijn.

  • 2.5. Met uitzondering van de pompen die alleen voor de voor- of achterpiek zijn bestemd, moet elke voorgeschreven lenspomp zo zijn ingericht, dat zij kan pompen op elke ruimte die ingevolge paragraaf 1.1 gelensd moet kunnen worden.

  • 2.6. Elke werktuiglijk gedreven lenspomp moet in staat zijn water door de voorgeschreven hoofdlensleiding te pompen met een snelheid van niet minder dan 2 meter per seconde. Onafhankelijk werktuiglijk gedreven lenspompen die in voortstuwingsafdelingen zijn opgesteld, moeten van rechtstreekse zuigpijpen op deze afdelingen zijn voorzien, doch niet meer dan twee dergelijke zuigpijpen zijn per afdeling vereist. Waar twee of meer dergelijke zuigpijpen aanwezig zijn, moet er ten minste één aan elke zijde van het schip zijn aangebracht. De Administratie kan voorschrijven, dat onafhankelijk werktuiglijk gedreven lenspompen opgesteld in andere afdelingen, eveneens van afzonderlijke rechtstreekse zuigpijpen worden voorzien. De rechtstreekse zuigaansluitingen moeten doelmatig zijn ingericht en de middellijn van deze leidingen in een voortstuwingsafdeling mag niet kleiner zijn dan die van de hoofdlensleiding.

  • 2.7.1. Behalve de rechtstreekse zuigaansluiting of zuigaansluitingen, voorgeschreven in paragraaf 6.2, moet in de voortstuwingsafdeling een rechtstreekse zuigpijp welke naar een voldoende laag gelegen plaats in deze afdeling is geleid en voorzien is van een afsluiter met losse klep, zijn aangebracht in de voortstuwingsruimte. Op stoomschepen moet de middellijn van deze zuigpijp ten minste twee-derde van die van de zuigopening van de pomp zijn, terwijl aan boord van motorschepen deze middellijn gelijk moet zijn aan die van de zuigopening van de pomp.

  • 2.7.2. Waar naar het oordeel van de Administratie de hoofdcirculatiepomp voor dit doel niet geschikt is, moet een rechtstreekse noodlenspijp, die naar een voldoende laag gelegen punt in de voortstuwingsafdeling is geleid, worden aangesloten op de grootste onafhankelijk werktuiglijk gedreven pomp die beschikbaar is; de middellijn van deze lenspijp moet gelijk zijn aan de middellijn van de zuigopening van deze pomp. De capaciteit van een op dergelijke wijze aangesloten pomp moet die van een voorgeschreven lenspomp overtreffen in een mate, die door de Administratie voldoende wordt geacht.

  • 2.7.3. De klepstangen van de zee-inlaat en van de rechtstreekse zuigafsluiters moeten voldoende tot boven de machinekamervloer reiken.

  • 2.8. Alle zuigaansluitingen aan de pompen moeten gescheiden zijn van andere leidingen.

  • 2.9. De middellijn van de hoofdlensleiding moet zijn berekend volgens de hierna volgende formules. De werkelijke inwendige middellijn van de hoofdlensleiding mag echter worden afgerond tot de dichtstbijzijnde standaard-pijpmiddellijn welke voor de Administratie aanvaardbaar is:

    

    waarin d is de inwendige middellijn van de hoof diensleiding (in mm);

    L en B zijn de lengte en de breedte van het schip (in meters) zoals omschreven in Voorschrift 2; en

    D is de holte van het schip naar de mal tot het schottendek (in meters), waarbij op een schip dat een omsloten, zich over de gehele lengte van het schip uitstrekkende, laadruimte op het schottendek heeft, waaruit het water binnenboord wordt afgevoerd in overeenstemming met het bepaalde in lid 1.6.2, D wordt gemeten tot aan het volgende dek boven het schottendek. Wanneer de omsloten laadruimten een kleinere lengte bestrijken, is D de holte van het schip naar de mal tot het schottendek plus lh/L, waarbij 1 en h de totale lengte en hoogte van de omsloten laadruimten (in meters) zijn.

  • 2.10. Maatregelen moeten worden getroffen om te voorkomen dat een afdeling waarop een lenspijp is aangesloten, volloopt ten gevolge van breken of beschadigen van deze pijp in een andere afdeling bij een aanvaring of bij aan de grond lopen. Hiertoe moet, wanneer zulk een pijp op enige plaats dichter dan een vijfde van de breedte (als omschreven in Voorschrift 2 en gemeten loodrecht op het vlak van de kiel en tevens ter hoogte van de bovenste indelingslastlijn) van het scheepsboord of in een kokerkiel is gelegen, in de pijp binnen de afdeling welke het open zuigeind van de pijp bevat, een terugslagklep zijn aangebracht.

  • 2.11. De verdeelkasten, kranen en afsluiters die in verbinding staan met de lensinrichting, moeten zodanig zijn opgesteld dat in geval van vollopen één van de lenspompen op elke afdeling kan pompen; bovendien mag schade aan een pomp of aan de aansluiting van een pomp aan de hoofdlensleiding, ontstaan buiten de lijn getrokken op een afstand van een vijfde van de breedte van het schip, de lensinrichting niet buiten werking kunnen stellen. Indien er slechts één pijpleidingstelsel door alle pompen wordt bediend, moeten de nodige kleppen welke de verdeling van de werking der lensleiding regelen, boven het schottendek bewogen kunnen worden. Wanneer behalve de hoofdlensinrichting ook een noodlensinrichting aanwezig is, moet deze onafhankelijk zijn van de hoofdlensinrichting en zo zijn ingericht, dat een pomp in staat is op elke afdeling te pompen, wanneer een afdeling volloopt, zoals aangegeven in paragraaf 2.1; in dat geval behoeven alleen de kleppen nodig voor de bediening van de noodlensinrichting boven het schottendek te kunnen worden bewogen.

  • 2.12. De bewegingsinrichtingen van alle kranen en kleppen, genoemd in paragraaf 2.11, die boven het schottendek kunnen worden bediend, moeten daar ter plaatse duidelijk zijn gemerkt en voorzien van een standaanwijzer die aangeeft of zij geopend dan wel gesloten zijn.

• 3. Vrachtschepen

  Er moeten ten minste twee op de hoofdlensleiding aangesloten, werktuiglijk gedreven lenspompen aanwezig zijn, van welke er één door de voortstuwingswerktuigen mag worden aangedreven. Indien de Administratie ervan overtuigd is dat de veiligheid van het schip niet wordt aangetast, kan worden toegestaan lenspompinrichtingen in bepaalde afdelingen achterwege te laten.

Voorschrift 22. Stabiliteitsgegevens voor passagiersschepen en vrachtschepen39

• 1 Elk passagiersschip, ongeacht zijn afmeting, en elk vrachtschip dat een lengte heeft van 24 m en meer, als omschreven in het van kracht zijnde Internationaal Verdrag betreffende de Uitwatering van Schepen, moet na voltooiing aan een hellingproef worden onderworpen en de stabiliteitsgegevens moeten worden bepaald. Aan de kapitein moeten zodanige gegevens ter beschikking worden gesteld ten genoegen van de Administratie, als nodig zijn om hem in staat te stellen op een snelle en eenvoudige wijze nauwkeurige gegevens te verkrijgen ter beoordeling van de stabiliteit van het schip in verschillende gebruikstoestanden. Een afschrift van deze gegevens ter zake van de stabiliteit moet bij de Administratie worden ingediend.

• 2 Indien een schip wijzigingen heeft ondergaan die van enige invloed zijn op de aan de kapitein afgegeven stabiliteitsgegevens, moeten gewijzigde gegevens ter beschikking worden gesteld. Zo nodig moet het schip opnieuw aan een hellingproef worden onderworpen.

• 3 Met tussenpozen van niet meer dan vijf jaar moeten alle passagiersschepen aan een onderzoek worden onderworpen om veranderingen in de waterverplaatsing en het langsscheepse zwaartepunt van het ledige schip na te gaan. Het schip dient opnieuw een hellingproef te ondergaan wanneer in verhouding tot de goedgekeurde stabiliteitsgegevens een afwijking van de waterverplaatsing van het ledige schip van meer dan 2% of een afwijking van het langsscheepse zwaartepunt van het ledige schip van meer dan 1% van L wordt geconstateerd of verwacht.

• 4 De Administratie mag vrijstelling geven van het nemen van een hellingproef met een schip, indien hellingproefresultaten beschikbaar zijn van een zusterschip en ten genoegen van de Administratie wordt aangetoond, dat voor het vrij te stellen schip betrouwbare stabiliteitsgegevens zoals voorgeschreven in paragraaf 1 aan die resultaten worden ontleend.

• 5 De Administratie mag eveneens vrijstelling geven van het nemen van een hellingproef met een schip of met schepen van een type, speciaal ontworpen voor het vervoer van onverpakte vloeistoffen of erts, indien uit bestaande hellingproefresultaten van gelijksoortige schepen duidelijk blijkt dat, ten gevolge van de afmetingen en de inrichting van het schip, een meer dan voldoende aanvangsstabiliteit in alle te verwachten beladingstoestanden beschikbaar zal zijn.

Voorschrift 23. Documenten voor het gebruik bij beschadiging van passagiersschepen

Tekeningen die voor elk dek en ruim duidelijk aangeven de begrenzende schotten van de waterdichte afdelingen, de openingen daarin met de middelen tot sluiting en de bedieningsplaatsen hiervan, zomede de inrichtingen voor de correctie van slagzij als gevolg van vollopen, moeten blijvend zijn opgehangen ter voorlichting van de officier van de wacht. Bovendien moeten instructieboekjes die de genoemde gegevens bevatten, ter beschikking van de officieren worden gesteld.

Voorschrift 23-1. Documenten voor het gebruik bij beschadiging van vrachtschepen met droge lading

(Dit voorschrift is van toepassing op schepen gebouwd op of na 1 februari 1992)

• 1. Een tekening die voor elk dek en ruim duidelijk aangeeft de begrenzende schotten van de waterdichte afdelingen, de openingen daarin met de middelen tot sluiting en de bedieningsplaatsen hiervan, zomede de inrichtingen voor de correctie van slagzij als gevolg van vollopen, moet aan boord blijvend zijn opgehangen, of ter beschikking liggen op de brug, ter voorlichting van de officier van de wacht. Bovendien moeten instructieboekjes die de genoemde gegevens bevatten ter beschikking van de officieren worden gesteld.

• 2. Er moeten standaanwijzers zijn aangebracht voor alle schuifdeuren en draaideuren in waterdichte schotten. Op de brug moet worden aangegeven of de deuren geopend of gesloten zijn. Bovendien moeten deuren in de scheepshuid en andere openingen die naar het oordeel van de Administratie zouden kunnen leiden tot een ernstige mate van vollopen indien zij geopend blijven of niet deugdelijk vergrendeld zijn, van dergelijke standaanwijzers zijn voorzien.

• 3.1 Als algemene voorzorgsmaatregel dient er een overzicht aanwezig te zijn van voorzieningen, omstandigheden en handelwijzen die door de Administratie noodzakelijk worden geacht voor het handhaven van de waterdichtheid bij normale uitvoering van de dienst aan boord.

• 3.2 Als bijzondere voorzorgsmaatregel dient er een overzicht aanwezig te zijn van factoren (zoals het sluiten, veiligheid van de lading, weerklinken van waarschuwingssignalen, enz.) die door De Administratie van wezenlijk belang worden geacht in verband met het behoud van het schip en zijn bemanning.

Voorschrift 23-2. Waterdichtheid van de romp en de bovenbouw, voorkoming van en documenten voor het gebruik bij beschadiging

(Dit voorschrift is van toepassing op alle ro-ro passagiersschepen, met dien verstande dat voor schepen gebouwd vóór 1 juli 1997 paragraaf 2 uiterlijk van toepassing is op de datum van het eerste periodieke onderzoek na 1 juli 1997)

• 1 Op de brug moeten aanwijsinstrumenten zijn aangebracht voor alle deuren in de huidbeplating, laaddeuren en andere sluitvoorzieningen die, indien zij zijn opengelaten of niet behoorlijk zijn vastgezet, naar de mening van de Administratie zouden kunnen leiden tot het vollopen van een ruimte van bijzondere aard of een ro-ro laadruimte. Het systeem van aanwijsinstrumenten moet van een volkomen betrouwbaar ontwerp zijn en in werking treden door middel van een visueel alarm als de deur niet volledig gesloten is of als een van de vastzetvoorzieningen niet geplaatst en volledig gesloten is en door middel van een hoorbaar alarm als de deur of sluitvoorzieningen opengaan of de vastzetvoorzieningen losgaan. Het aanwijsinstrumentenbord op de brug moet zijn uitgerust met een modusselecteerfunctie „haven/zeereis" die zodanig is dat een hoorbaar alarm op de brug afgaat als het schip de haven verlaat met niet gesloten boegdeuren, binnendeuren, hekoprit of andere deuren in de huidbeplating die niet zijn gesloten of een andere sluitvoorziening die zich niet in de juiste stand bevindt. De energievoorziening voor het systeem van aanwijsinstrumenten moet onafhankelijk zijn van de energievoorziening voor het bedienen en vastzetten van de deuren. De door de Administratie goedgekeurde systemen van aanwijsinstrumenten die zijn aangebracht op schepen gebouwd vóór 1 juli 1997 behoeven niet te worden aangepast.

• 2 Er moet een bewakingssysteem met behulp van televisie en een systeem voor ontdekking van binnendringend water zijn aangebracht, die de brug en de machinebedieningsplaats een aanwijzing verschaffen van binnendringend water door deuren in de boeg of de achtersteven of andere deuren in de huidbeplating, dat zou kunnen leiden tot het vollopen van ruimten van bijzondere aard of ro-ro laadruimten.

• 3 Op ruimten van bijzondere aard en ro-ro ruimten moet permanent toezicht worden gehouden door een rondedienst of op andere doeltreffende wijze, zoals toezicht met behulp van televisie, zodat bewegingen van de voertuigen bij slecht weer en ongeoorloofde toegang van passagiers tot deze ruimten kan worden waargenomen terwijl het schip varende is.

• 4 Schriftelijk vastgelegde gebruiksaanwijzingen voor het sluiten en vastzetten van alle deuren in de huidbeplating, laaddeuren en andere sluitvoorzieningen die, indien deze open zouden worden gelaten of niet behoorlijk zouden worden vastgezet, volgens de Administratie zouden kunnen leiden tot het vollopen van een ruimte van bijzondere aard of van een ro-ro laadruimte, moeten aan boord van het schip aanwezig zijn en op een geschikte plaats worden opgehangen.

Voorschrift 23-3. Waterniveaudetectoren op schepen met een enkel laadruim, anders dan bulkcarriers

• 1 Schepen met een enkel laadruim anders dan bulkcarriers gebouwd vóór 1 januari 2007 moeten uiterlijk op de datum van de eerste tussentijdse inspectie of de herkeuring van het schip na 1 januari 2007, naargelang welke datum eerder valt, voldoen aan de vereisten van dit voorschrift.

• 2 Voor de toepassing van dit voorschrift heeft vrijboorddek dezelfde betekenis als omschreven in het van kracht zijnde Internationaal Verdrag betreffende de uitwatering van schepen.

• 3 Schepen met een lengte (L) van minder dan 80 m, of 100 m indien gebouwd vóór 1 juli 1998, en met een enkel laadruim onder het vrijboorddek of laadruimen onder het vrijboorddek die niet worden gescheiden door ten minste één schot dat tot aan dat dek waterdicht is opgetrokken, moeten in een dergelijke ruimte of in dergelijke ruimtenmet waterniveaudetectoren zijn uitgerust.

• 4 De in paragraaf 3 vereiste waterniveaudetectoren:

  • .1 moeten op de brug een hoorbaar en zichtbaar alarm geven, een wanneer het waterniveau boven de binnenbodem in het laadruim een hoogte van ten minste 0,3 m bereikt en de ander wanneer dat niveau ten hoogste 15% van de gemiddelde diepte van het laadruim bereikt; en

  • .2 moeten worden aangebracht aan het achterste einde van het ruim, of boven het laagste deel ervan wanneer de binnenbodem niet parallel aan de ontwerplastlijn loopt. Wanneer boven de binnenbodem spanten of gedeeltelijk waterdichte schotten zijn aangebracht, kan de Administratie verlangen dat aanvullende detectoren worden aangebracht.

• 5 De in paragraaf 3 vereiste waterniveaudetectoren behoeven niet te worden aangebracht op schepen die voldoen aan voorschrift XII/12, of op schepen met aan elke zijde van het laadruim over de hele lengte waterdichte zijafdelingen die verticaal ten minste van de binnenbodem tot aan het vrijboorddek zijn opgetrokken.

Voorschrift 24. Het periodiek in werking stellen en het nazien van waterdichte deuren, daarop aan te brengen aanwijzingen, enz. op passagiersschepen

• 1 Dit Voorschrift is van toepassing op alle schepen.

• 2.1 Wekelijks moeten oefeningen plaats hebben in het bewegen van waterdichte deuren, patrijspoorten, kleppen en sluitingsinrichtingen van spuipijpen, as- en vuilnisstortkokers. Op schepen waarvan de reis langer dan één week duurt, moet een volledige oefening gehouden worden vóórdat het schip de haven verlaat en daarop volgende oefeningen ten minste éénmaal per week gedurende de reis.

• 2.2 Alle waterdichte deuren, zowel draaideuren als werktuiglijk bewogen deuren, in hoofddwarsschotten, die op zee in gebruik zijn, moeten dagelijks worden bewogen.

• 3.1 De waterdichte deuren en alle daarbij behorende bewegings- en aanwijsinrichtingen, benevens alle kleppen waarvan de afsluiting noodzakelijk is om een afdeling waterdicht te maken en alle kleppen waarvan de behandeling noodzakelijk is voor het in werking stellen van dwarsscheepse overvloei-inrichtingen in geval van beschadiging, moeten op zee periodiek, doch ten minste éénmaal per week worden nagezien.

• 3.2 Deze kleppen, deuren en bewegingsinrichtingen moeten van aanwijzingen zijn voorzien, die een juiste behandeling waarborgen voor het bereiken van de grootst mogelijke veiligheid.

Voorschrift 25. Aantekeningen in het dagboek op passagiersschepen

• 1 Dit Voorschrift is van toepassing op alle schepen.

• 2 Draaideuren, afneembare platen, patrijspoorten, toegangs-, laaden kolenpoorten en andere openingen die op grond van deze Voorschriften gedurende de reis gesloten moeten blijven, moeten, vóórdat het schip de haven verlaat, worden gesloten. De tijdstippen van sluiten en openen (indien dit openen volgens deze Voorschriften geoorloofd is) moeten in een dagboek, dat daartoe door de Administratie wordt aangewezen, worden aangetekend.

• 3 Van alle oefeningen en inspecties die volgens Voorschrift 24 zijn vereist, moet in het dagboek aantekening worden gehouden met duidelijke vermelding van elk gebrek, dat daarbij is waargenomen.

DEEL B-1. waterdichte indeling en stabiliteit van vrachtschepen in beschadigde toestand40

(Dit deel is van toepassing op vrachtschepen gebouwd op of na 1 februari 1992.)

Voorschrift 25-1. Toepassing

• 1 De voorschriften van dit deel zijn van toepassing op vrachtschepen met een lengte („L_s”) van meer dan 100 m, maar niet op schepen waarvan is aangetoond dat zij voldoen aan de voorschriften inzake waterdichte indeling en stabiliteit in beschadigde toestand in andere door de Organisatie opgestelde documenten41. De voorschriften van dit deel zijn ook van toepassing op vrachtschepen met een lengte van 80 m in L_s en meer maar niet langer dan 100 m in L_s, gebouwd op of na 1 juli 1998.

• 2 Elke verwijzing in het onderstaande naar voorschriften verwijst naar de voorschriften vervat in dit deel.

• 3 De Administratie kan voor een bepaald schip of een bepaalde groep schepen andere voorzieningen aanvaarden, indien te haren genoegen is aangetoond dat ten minste dezelfde mate van veiligheid wordt bereikt als in deze voorschriften. Een Administratie die zulke andere voorzieningen toestaat, deelt de Organisatie de bijzonderheden daarvan mede.

Voorschrift 25-2. Begripsomschrijvingen

Tenzij uitdrukkelijk anders is bepaald, gelden voor de toepassing van deze voorschriften de volgende begripsbepalingen:

• 1.1 „Indelingslastlijn” is een waterlijn, gebruikt bij de vaststelling van de waterdichte indeling van het schip.

• 1.2 „Hoogst gelegen indelingslastlijn” is de indelingslastlijn die overeenkomt met de voor het schip vast te stellen zomerdiepgang.

• 1.3 „Gedeeltelijke indelingslastlijn” is de diepgang van het schip in onbeladen toestand vermeerderd met 60% van het verschil tussen de diepgang van het schip in onbeladen toestand en de hoogst gelegen indelingslastlijn.

• 2.1 „Indelingslengte van het schip (,L_s’)” is de grootste geprojecteerde lengte naar de mal van dat deel van het schip op of onder het dek of de dekken die de verticale mate van vollopen begrenzen als het schip op de hoogste indelingslastlijn ligt.

• 2.2 „Midden van de lengte” is het middelpunt van de indelingslengte van het schip.

• 2.3 „Achtergrenslijn” de achterste begrenzing van de indelingslengte.

• 2.4 „Voorgrenslijn” de voorste begrenzing van de indelingslengte.

• 3. „Breedte” („B”) is de grootste breedte naar de mal van het schip op of onder de hoogst gelegen indelingslastlijn.

• 4. „Diepgang” („d”) is de verticale afstand van de lijn van de onderkant spanten tot de beschouwde indelingslastlijn, gemeten op het midden van de lengte.

• 5. „Permeabiliteit” („u”) van een ruimte is het gedeelte van de volgelopen inhoud van die ruimte die door water kan worden ingenomen.

Voorschrift 25-3. Vereiste indelingsindex „R”

• 1 Deze voorschriften hebben ten doel met een minimum standaard-indeling voor schepen te verzekeren.

• 2 De mate van indeling wordt als volgt bepaald door de vereiste indelingsindex R:

  • .1 voor schepen langer dan 100 m in L_s

    »R = (0,002 + 0,0009L_s)1/3

    waarbij L_s wordt uitgedrukt in meters; en

  • .2 voor schepen met een lengte van 80 m in L_s en meer maar niet langer dan 100 m in L_s.:

    R = 1–[1/(1 + L_s/100 R_o/1 – R_o)],

    waarbij R_o de waarde R is als berekend overeenkomstig de formule uit paragraaf 2.1.

Voorschrift 25-4. Verkregen indelingsindex „A”

• 1 De verkregen indelingsindex „A” berekend overeenkomstig dit voorschrift, mag niet kleiner zijn dan de vereiste indelingsindex „R”, berekend overeenkomstig voorschrift 25-3, tweede lid.

• 2 De verkregen indelingsindex „A” wordt voor het schip berekend met de volgende formule:

  A = ∑ P_is_i

  waarbij:

  „i” elke afdeling of groep afdelingen onder beschouwing is

  „p_i”de waarschijnlijkheid aangeeft dat slechts de afdeling of groep van afdelingen onder beschouwing zullen vollopen, ongeacht een horizontale indeling,

  „s_i” de waarschijnlijkheid van overleven aangeeft na het vollopen van de afdeling of groep van afdelingen onder beschouwing, met inbegrip van de invloed van een horizontale indeling.

• 3 Bij de berekening van „A” wordt uitgegaan van een gelijklastige toestand.

• 4 Deze optelling betreft alleen de gevallen van vollopen die bijdragen aan de waarde van de verkregen indelingsindex „A”.

• 5 De optelling aangegeven door bovenstaande formule geschiedt over de lengte van het schip voor alle gevallen van vollopen waarbij een enkele afdeling of twee of meer aangrenzende afdelingen zijn betrokken.

• 6 Wanneer er zijafdelingen zijn aangebracht wordt uitgegaan van een bijdrage aan de door de formule aangegeven berekening voor alle gevallen van vollopen waarbij zijafdelingen zijn betrokken, en daarnaast voor alle gevallen van gelijktijdig vollopen van een zij afdeling of -afdelingen en de aangrenzende binnenboords gelegen afdeling of afdelingen, uitgaande van een rechthoekige penetratie die zich uitstrekt tot de middenlijn van het schip, doch met uitzondering van beschadiging van een schot in het vlak van kiel en steven.

• 7 De aangenomen omvang van de verticale beschadiging strekt zich uit van de lijn van onderkant spanten naar boven tot een waterdichte horizontale indeling boven de waterlijn of hoger. Indien evenwel een beschadiging van kleinere omvang een gevaarlijker toestand zou veroorzaken, moet deze beschadiging worden aangenomen.

• 8 Als pijpen, leidingen of tunnels zijn gelegen binnen de aangenomen volgelopen afdeling, moeten er voorzieningen worden getroffen om te verzekeren dat het geleidelijk vollopen niet daardoor zich kan uitstrekken tot andere dan de als volgelopen aangenomen afdelingen. De Administratie kan evenwel een geringe mate van geleidelijk vollopen toestaan als wordt aangetoond dat de gevolgen daarvan gemakkelijk bestreden kunnen worden en de veiligheid van het schip niet wordt aangetast.

• 9 Bij de volgens de voorschriften verrichte berekeningen van het vollopen behoeft slechts één schade-opening van de scheepswand te worden aangenomen.

Voorschrift 25-5. Berekening van de factor „Pi”

• 1 De factor „Pi” moet worden berekend overeenkomstig paragraaf 1.1, waarbij de volgende aanduidingen worden gehanteerd:

  x1	=	de afstand van de achterste begrenzing van „Ls” tot het voorste gedeelte van het achterste einde van de afdeling onder beschouwing;
  X2	=	de afstand van de achterste begrenzing van „Ls” tot het achterste gedeelte van het vooreinde van de afdeling onder beschouwing;
  E1	=	x1/Ls
  E2	=	x2/Ls
  E	=	E1 + E2 - 1
  J	=	E2 – E1
  J'	=	J - E, als E > 0
  J'	=	J + E, als E < 0

  De maximum waarde van de dimensieloze lengte van de beschadiging

  J_max = 48/L_s, maar niet meer dan 0,24

  De aangenomen verdeling van de dichtheid van de plaats van beschadiging langs de lengte van het schip

  a = 1,2 + 0,8E, maar niet meer dan 1,2

  De aangenomen verdelingsfunctie van de plaats van beschadiging langs de lengte van het schip

  

  • 1.1 De factor „pi” wordt voor elke afzonderlijke afdeling bepaald:

    • 1.1.1 Wanneer de afdeling onder beschouwing zich uitstrekt over de gehele lengte van het schip „L_s”:

      pi= 1

    • 1.1.2 Wanneer de achtergrens van de afdeling onder beschouwing samenvalt met de achterste begrenzing:

      pi = F + 0,5 ap + q

    • 1.1.3 Wanneer de voorgrens van de afdeling onder beschouwing samenvalt met de voorste begrenzing:

      pi = 1 - F + 0,5 ap

    • 1.1.4 Wanneer beide uiteinden van de afdeling onder beschouwing binnen de achterste en voorste begrenzingen van de lengte van het schip „L_s” zijn gelegen:

      pi = ap

    • 1.1.5 Bij de toepassing van de formules van de paragrafen 1.1.2, 1.1.3 en 1.1.4 wanneer de afdeling onder beschouwing zich uitstrekt over de „middenlengte”, worden deze formules verminderd met een getal bepaald overeenkomstig de formule voor „q”, waarbij „F₂” wordt berekend door „y” als J'/J_max te nemen.

• 2 Wanneer er zijafdelingen zijn aangebracht, wordt de „pi”-waarde voor een zijafdeling verkregen door de waarde zoals bepaald in paragraaf 3 te vermenigvuldigen met de verminderingsfactor „r” overeenkomstig paragraaf 2.2, die de waarschijnlijkheid aangeeft dat de binnenwaarts gelegen ruimten niet zullen vollopen.

  • 2.1 De „pi”-waarde voor het geval van gelijktijdig vollopen van een zijafdeling en een aangrenzende binnenwaarts gelegen afdeling wordt verkregen door gebruikmaking van de formules van paragraaf 3, vermenigvuldigd met de factor (1 - r).

  • 2.2 De verminderingsfactor „r” wordt bepaald door de volgende formules:

    

    Voor J < 0,2 b/B wordt de verminderingsfactor „r” bepaald door lineaire interpolatie tussen

    r = 1, voor J = 0

    en

    r = zoals voor het geval waarin J > 0,2b/B, voor J = 0,2b/B,

    waarin:

    b - de gemiddelde afstand dwarsscheeps in meters, gemeten loodrecht op het vlak van kiel en stevens ter hoogte van de hoogst gelegen indelingslastlijn tussen de wand en een vlak door het uiterste deel van en parallel aan dat deel van het langsschot dat zich uitstrekt tussen de begrenzingen van de lengte gebruikt bij de berekening van de factor „p_i”.

• 3 Ter bepaling van de waarde van „p_i” voor afzonderlijk genomen afdelingen worden de formules in de paragrafen 1 en 2 rechtstreeks toegepast.

  • 3.1 Ter bepaling van de „p_i”-waarden die kunnen worden toegekend aan groepen van afdelingen geldt het volgende:

    Voor in paren genomen afdelingen:

    P_i = P₁₂ – P₁ – P₁

    P_i= P₂₃- P₂ - P₃ enz.

    voor in groepen van drie genomen afdelingen:

    P_i= P₁₂₃-P₁₂-P₂₃ + P₂

    P_i = P₂₃₄ - P₂₃ - P₃₄ + P₃ enz.

    voor in groepen van vier genomen afdelingen:

    P_i = P₁₂₃₄ - P₁₂₃- P₂₃₄ + P₂₃

    P_i= P₂₃₄₅ - P₂₃₄ - P₃₄₅ + P₃₄ enz.

    waarbij:

    P₁₂, P₂₃, P₃₄ enz.

    P₁₂₃, P₂₃₄, P₃₄₅ enz. en

    P₁₂₃₄, P₂₃₄₅, P₃₄₅₆ enz.

    worden berekend overeenkomstig de formules in 1 en 2 voor een enkele afdeling waarvan de dimensieloze lengte „J” overeenkomt met die van een groep bestaande uit de afdelingen aangegeven met de indexcijfers toegekend aan „p”.

  • 3.2 De factor „p_i” voor een groep van drie of meer aangrenzende afdelingen is gelijk aan nul als de dimensieloze lengte van zulk een groep min de dimensieloze lengte van de achterste en voorste afdelingen in de groep groter is dan „J_max”

Voorschrift 25-6. Berekening van de factor s_i

• 1 De factor „s_i” wordt voor elke afdeling of groep van afdelingen als volgt bepaald:

  • 1.1 in het algemeen wordt voor ieder vollopen na een aanvankelijke beladingstoestand „s”:

    

  • 1.2 s = O wanneer de waterlijn in de eindtoestand met inachtneming van inzinking, slagzij en trim de onderste rand van openingen onderdompelt waardoor geleidelijk vollopen kan plaatsvinden. Deze openingen omvatten luchtleidingen, ventilators en openingen die worden gesloten door middel van weerdichte deuren of luiken die dicht zijn tegen weer en wind, en omvatten niet de openingen gesloten door middel van waterdichte mangatdeksels en verzonken afsluiters, kleine waterdichte luiken die de waterdichtheid van het dek handhaven, op afstand bedienbare waterdichte schuifdeuren, toegangsdeuren en toegangen die waterdicht zijn, gewoonlijk gesloten zijn op zee en patrijspoorten die niet geopend kunnen worden. Indien evenwel rekening wordt gehouden met de volgelopen afdelingen bij de berekeningen worden de voorwaarden van dit voorschrift toegepast.

  • 1.3 Voor elke afdeling of groep van afdelingen wordt „s_i” gewogen overeenkomstig de aannamen inzake diepgang, als volgt:

    s_i = 0,5 s₁ + 0,5 s_p

    waarbij

    „Ls_i” is de „s”-factor op de hoogst gelegen indelingslastlijn

    „S_p” is de „s”-factor op de gedeeltelijke indelingslastlijn.

• 2 Voor alle voor het aanvaringsschot gelegen afdelingen moet de „s”-waarde, berekend ervan uitgaande dat het schip op de hoogst gelegen indelingslastlijn ligt en met een aangenomen onbeperkte verticale omvang van de beschadiging, gelijk zijn aan 1.

• 3 Wanneer boven de indelingslastlijn in kwestie een horizontale waterdichte indeling is aangebracht, geldt het volgende:

  • 3.1 De „s”-waarde voor de lagere afdeling of groep van afdelingen wordt verkregen door de waarde zoals bepaald in paragraaf 1.1 te vermenigvuldigen met de verminderingsfactor „v” overeenkomstig paragraaf 3.3, die de waarschijnlijkheid weergeeft dat de ruimten boven de horizontale waterdichte indeling niet zullen vollopen.

  • 3.2 In gevallen van een positieve bijdrage aan index „A” wegens gelijktijdig vollopen van de ruimten boven de horizontale waterdichte indeling, wordt de daaruit voortvloeiende „s”-waarde voor zo'n afdeling of groep van afdelingen verkregen door een verhoging van de waarde zoals bepaald aan de hand van paragraaf 3.1 met de „s”-waarde voor gelijktijdig vollopen overeenkomstig paragraaf 1.1, vermenigvuldigd met de factor (1-v).

  • 3.3 De waarschijnlijkheidsfactor „v_i” wordt berekend volgens:

    

    waarbij:

    

Voorschrift 25-7. Permeabiliteit

Voor de toepassing van de voorschriften betreffende de berekeningen inzake indeling en stabiliteit in beschadigde toestand, is de permeabiliteit van elke ruimte of deel van een ruimte als volgt:

Ruimten	Permeabiliteit
Bestemd voor voorraden	0,60
Gebruikt voor accommodatie	0,95
Gebruikt voor machines	0,85
Loze ruimten	0,95
Ruimte voor droge lading	0,70
Bestemd voor vloeistoffen	0 of 0,95*

* Welke van beide leidt tot strengere eisen.

Voorschrift 25-8. Stabiliteitsgegevens

• 1 Aan de kapitein van het schip moeten betrouwbare gegevens ter beschikking worden gesteld die nodig zijn om hem in staat te stellen op een snelle en eenvoudige wijze nauwkeurige gegevens te verkrijgen ter beoordeling van de stabiliteit van het schip in verschillende gebruikstoestanden. De gegevens omvatten:

  • .1 een kromme van de minimum operationele metacentrische hoogte (GM) ten opzichte van de diepgang waardoor verzekerd wordt dat wordt voldaan aan de desbetreffende voorwaarden voor stabiliteit in beschadigde toestand en de eisen van de voorschriften 25-1 tot en met 25-6, of een overeenkomstige kromme van de maximum toelaatbare hoogte van het verticale zwaartepunt (KG) ten opzichte van de diepgang, dan wel equivalenten van een van deze krommen;

  • .2 instructies betreffende de werking van overvloeiinrichtingen;

  • .3 alle andere gegevens en hulpmiddelen die nodig zouden kunnen zijn voor de handhaving van de stabiliteit na beschadiging.

• 2 Tekeningen die voor elk dek en ruim duidelijk aangeven de begrenzende schotten van de waterdichte afdelingen, de openingen daarin met de middelen tot sluiting en de bedieningsplaatsen hiervan, zomede de inrichtingen voor de correctie van slagzij als gevolg van vollopen, moeten blijvend zijn opgehangen, of bij de hand zijn op de navigatiebrug, ter voorlichting van de officier van de wacht. Bovendien moeten instructieboekjes die de genoemde gegevens bevatten, ter beschikkng van de officieren worden gesteld.

• 3 Voor het verstrekken van de informatie bedoeld in paragraaf 1.1, de begrenzende GM (of KG) waarden die moeten worden gebruikt, indien deze zijn bepaald uit aannamen betreffende de indelingsindex, wordt de begrenzende GM lineair gevarieerd tussen de hoogst gelegen indelingslastlijn en de gedeeltelijke indelingslastlijn. In zulke gevallen wordt, voor een diepgang onder de gedeeltelijke indelingslastlijn als het minimum GM-vereiste bij deze diepgang voortvloeit uit de berekening van de indelingsindex deze GM-waarde aangenomen voor een geringere diepgang, tenzij de vereisten inzake intacte stabiliteit van toepassing zijn.

Voorschrift 25-9. Openingen in waterdichte schotten en niet blootgestelde dekken vrachtschepen

• 1 Het aantal openingen in waterdichte schotten moet worden beperkt tot het minimum verenigbaar met de algemene inrichting van het schip en de goede uitoefening van de dienst aan boord. Wanneer doorboring van waterdichte schotten en binnendekken noodzakelijk is voor toegang, leidingen, ventilatie, elektrische kabels, enz. moeten voorzieningen zijn getroffen om de waterdichtheid te handhaven. De Administratie kan een vermindering van de waterdichtheid van openingen boven het vrijboorddek toestaan, mits wordt aangetoond dat geleidelijk vollopen gemakkelijk kan worden gecontroleerd en de veiligheid van het schip niet wordt aangetast.

• 2 Deuren ter waarborging van de waterdichtheid van inwendige openingen die op zee niet worden gebruikt, moeten waterdichte schuifdeuren zijn die op afstand vanaf de brug kunnen worden gesloten en ook ter plaatse kunnen worden geopend of gesloten vanaf beide zijden van het schot. Er moeten op de controlepost standaanwijzers zijn die aangeven of de deuren open of dicht zijn en een hoorbaar alarm wanneer de deur wordt gesloten. De bekrachtiging, controle en standaanwijzers moeten bij het uitvallen van de hoofdenergiebron kunnen worden gebruikt. Er moet bijzondere aandacht worden besteed aan het tot een minimum terugbrengen van de gevolgen van een defect in het controlesysteem. Elke bekrachtigde waterdichte schuifdeur moet zijn voorzien van een afzonderlijk mechanisme voor bediening met de hand. Het moet mogelijk zijn de deur ter plaatse aan beide zijden met de hand te openen en te sluiten.

• 3 Toegangsdeuren en toegangsluiken die op zee normaal zijn gesloten, bedoeld ter verzekering van de waterdichtheid van inwendige openingen, moeten ter plaatse en op de brug zijn voorzien van standaanwijzers die aangeven of deze deuren of luiken open of gesloten zijn. Op elke deur of elk luik moet een aanwijzing zijn aangebracht dat deze of dit niet mag worden opengelaten. Het gebruik van deze deuren en luiken moet door de officier van de wacht worden toegestaan.

• 4 Waterdichte deuren of kleppen van deugdelijke constructie kunnen worden aangebracht om grote laadruimten inwendig te verdelen, mits ten genoegen van de Administratie is aangetoond dat deze deuren of kleppen noodzakelijk zijn. Deze deuren of kleppen kunnen zijn opgehangen in scharnieren, dan wel rol- of schuifdeuren of -kleppen zijn, maar mogen niet op afstand bedienbaar zijn. Deze deuren of kleppen worden gesloten voor het begin van de reis en worden tijdens de reis gesloten gehouden; het tijdstip waarop deze deuren of kleppen in de haven worden geopend en waarop zij worden gesloten voordat het schip de haven verlaat, worden aangetekend in het logboek. Indien deuren of kleppen tijdens de reis toegankelijk moeten zijn, moeten zij zijn uitgerust met een voorziening ter voorkoming van openen door onbevoegden.

• 5 Andere sluitvoorzieningen die op zee permanent gesloten worden gehouden ter verzekering van de waterdichtheid van inwendige openingen moeten zijn voorzien van een op elk van deze sluitvoorzieningen aan te brengen aanwijzing dat zij gesloten moeten worden gehouden. Mangaten voorzien van bouten op dichte steek behoeven niet aldus te worden gemerkt.

Voorschrift 25-10. Openingen in de scheepshuid van vrachtschepen

• 1 Alle openingen in de scheepshuid die leiden naar bij de analyse van beschadiging als onbeschadigd aangenomen afdelingen die onder de definitieve waterlijn bij beschadiging zijn gelegen, moeten waterdicht zijn.

• 2 Openingen in de scheepshuid die overeenkomstig paragraaf I waterdicht moeten zijn moeten voldoende sterk zijn en, behalve ladingluiken, zijn voorzien van standaanwijzers op de brug.

• 3 Openingen in de scheepshuid onder het dek dat de verticale omvang van beschadiging begrenst, moeten op zee permanent gesloten worden gehouden. Indien een opening tijdens de reis toegankelijk is, moet deze zijn voorzien van een inrichting waardoor openen door onbevoegden wordt voorkomen.

• 4 Niettegenstaande de vereisten van paragraaf 3 kan de Administratie toestaan dat bepaalde deuren naar goeddunken van de kapitein worden geopend, indien zulks noodzakelijk voor de werkzaamheden van het schip en mits de veiligheid van het schip niet wordt aangetast.

• 5 Andere sluitingsinrichtingen die op zee permanent gesloten worden gehouden ter verzekering van de waterdichtheid van openingen in de scheepshuid moeten zijn voorzien van een op elke inrichting aangebrachte aanwijzing dat zij gesloten moeten worden gehouden. Mangaten voorzien van bouten op dichte steek behoeven niet zo te worden gemerkt.

DEEL C. - MACHINE-INSTALLATIES

(Tenzij uitdrukkelijk anderszins bepaald, is Deel C van toepassing op passagierschepen en vrachtschepen)

Voorschrift 26. Algemeen

• 1 De werktuigen, ketels en overige drukvaten, alsmede bijbehorende pijpleidingsystemen en appendages moeten van een zodanig ontwerp en een zodanige constructie zijn, dat zij geschikt zijn voor het gebruik waarvoor zij zijn bestemd en dienen zodanig te zijn opgesteld en beveiligd dat hierdoor personen aan boord zo min mogelijk gevaar lopen, waarbij naar behoren aandacht wordt geschonken aan bewegende delen, hete oppervlakken en andere gevaarlijke zaken. Bij het ontwerp dient aandacht te worden geschonken aan het soort materiaal dat in de constructie wordt toegepast, aan het gebruik waarvoor de uitrusting is bedoeld, alsook aan de omstandigheden waaronder en de omgeving waarin deze aan boord zal moeten functioneren.

• 2 De Administratie dient in het bijzonder te letten op de betrouwbaarheid van enkelvoudig aanwezige onderdelen welke essentieel zijn voor de voortstuwing.

  De Administratie kan een aparte, aanvullende voortstuwingsmogelijkheid eisen, voldoende om het schip een snelheid te geven waarbij besturing mogelijk is, in het bijzonder in gevallen waarin het ongebruikelijke installaties betreft.

• 3 Er moeten middelen aanwezig zijn waarmede een normale werking van de voortstuwingswerktuigen gehandhaafd kan blijven of kan worden hersteld, ook indien een van de essentiële hulpwerktuigen uitvalt.

  Speciale aandacht dient te worden geschonken aan het uitvallen van:

  • 1. een generatorset die als elektrische hoofdkrachtbron dient;

  • 2. de stroomvormers en het stroomsysteem;

  • 3. het ketelvoedingwatersysteem;

  • 4. de brandstofsystemen voor ketels of motoren;

  • 5. het smeeroliesysteem met pompen en appendages;

  • 6. het koelwatersysteem met pompen en appendages;

  • 7. een condensaatpomp en middelen om het vacuüm in de condensors te handhaven;

  • 8. de mechanische luchtvoorziening voor de ketels;

  • 9. een luchtcompressor en luchtvat voor het aanzetten of voor het regelen;

  • 10. het hydraulische, pneumatische of elektrische systeem voor het regelen van hoofdvoortstuwingswerktuigen met inbegrip van verstelbare schroefsystemen.

  De Administratie kan echter, met inachtneming van de algehele veiligheid, genoegen nemen met een gedeeltelijke vermindering van de voortstuwingscapaciteit ten opzichte van de normale werking.

• 4 Er dienen voorzieningen aanwezig te zijn, door middel waarvan de werktuiglijke installaties zonder hulp van buitenaf in bedrijf kan worden gesteld vanuit doodschip.

• 5 Alle ketels, delen van werktuigen, alle stoomsystemen, hydraulische, pneumatische en andere systemen, alsmede hun appendages die aan inwendige druk onderhevig zijn, dienen naar behoren te worden beproefd, ook onder druk, alvorens zij voor de eerste keer in gebruik worden gesteld.

• 6 Hoofdvoortstuwingswerktuigen en alle hulpwerktuigen die noodzakelijk zijn voor de voortstuwing en de veiligheid van het schip dienen, zoals zij in het schip zijn aangebracht, in staat te zijn te functioneren wanneer het schip recht ligt en bij een slagzij van 15 graden naar beide zijden onder statische omstandigheden en van 22½ graden naar beide zijden onder dynamische omstandigheden (rollen), terwijl het te gelijker tijd een dynamische stampbeweging van 7,5 graden over boeg of achtersteven maakt. De Administratie kan afwijkingen van deze hoeken toestaan afhankelijk van het type schip, afmeting en bedrijfsomstandigheden van het schip.

• 7 Er dienen voorzieningen te worden getroffen om het schoonhouden, het nazien en het onderhoud van hoofdvoortstuwingswerktuigen en hulpwerktuigen, met inbegrip van ketels en drukvaten zo eenvoudig mogelijk te maken.

• 8 Speciale aandacht dient te worden gegeven aan het ontwerp, de constructie en installatie van voortstuwingssystemen opdat trillingen hierin tijdens normaal gebruik geen bovenmatige spanningen veroorzaken.

• 9 Niet-metalen expansieverbindingsstukken in leidingsystemen, indien door het scheepsboord gevoerd waarbij zowel de doorvoering als het niet-metalen expansieverbindingsstuk zich onder de hoogst gelegen lastlijn bevinden, moeten worden geïnspecteerd in het kader van de in voorschrift I/10(a) voorgeschreven onderzoeken en zonodig worden vervangen, of zo vaak worden vervangen als aanbevolen door de fabrikant.

• 10 Bedienings- en onderhoudsinstructies en technische tekeningen van de werktuigkundige installaties en uitrusting van het schip die essentieel zijn voor de veilige bedrijfsvoering aan boord moeten zijn opgesteld in een taal die begrijpelijk is voor de officieren en bemanningsleden die deze informatie moeten begrijpen voor de uitvoering van hun taken.

• 11 De plaatsing en inrichting van luchtpijpen voor de brandstofoliedag-, brandstofoliebezink- en smeerolietanks moeten zodanig zijn dat indien een luchtpijp breekt, niet direct het risico ontstaat dat overkomend zeewater of regenwater binnendringen. Twee brandstofoliedagtanks voor elk type brandstof dat aan boord wordt gebruikt voor de voortstuwing en vitale systemen of gelijkwaardige inrichtingen moeten aanwezig zijn op elk nieuw schip met een capaciteit om de voortstuwingsinstallatie bij maximum continu vermogen en een normale operationele belasting van de elektrische installatie tijdens zeebedrijf tenminste acht uur in bedrijf te houden. Deze paragraaf is alleen van toepassing op schepen gebouwd op of na 1 juli 1998.

Voorschrift 27. Werktuigen

• 1 Werktuigen die te snel kunnen draaien, dienen van zodanige beveiligingsmiddelen voorzien te zijn dat de veilige snelheid niet wordt overschreden.

• 2 Indien hoofd- of hulpwerktuigen, waaronder tevens begrepen drukvaten of onderdelen van deze werktuigen aan inwendige druk onderhevig zijn en aan gevaarlijke overdruk kunnen worden blootgesteld, dienen er, waar mogelijk, voorzieningen aanwezig te zijn die tegen zulk een te hoge druk bescherming bieden.

• 3 Alle tandwieloverbrengingen en elke as en koppeling gebruikt voor het overbrengen van vermogen naar werktuigen die van essentieel belang zijn voor de voortstuwing en veiligheid van het schip of voor de veiligheid van personen aan boord, dienen zodanig te zijn ontworpen en vervaardigd dat zij bestand zijn tegen de hoogste spanningen waaraan zij onder alle bedrijfsomstandigheden kunnen worden blootgesteld en er dient naar behoren te worden gelet op het soort werktuigen waardoor zij worden aangedreven of waarvan zij deel uitmaken.

• 4 Verbrandingsmotoren met een cilinderdiameter van 200 mm of meer of een krukkastvolume van 0,6 m³ of meer, dienen te zijn voorzien van krukkastexplosiekleppen: deze moeten van een geschikt type zijn en voldoende doortocht hebben. De ontlastkleppen dienen zodanig te zijn aangebracht of met voorzieningen te zijn uitgerust dat bij het in werking treden de uitstroming wordt geleid op een wijze waarop personeelsleden zo min mogelijk kans lopen op letsel.

• 5 Turbine-installaties voor de hoofdvoortstuwingen, indien van toepassing, verbrandingsmotoren voor de hoofdvoortstuwing en hulpwerktuigen dienen te zijn uitgerust met automatische voorzieningen om deze uit te schakelen in geval van gebreken, zoals het stoppen van de smeerolietoevoer, die spoedig zouden kunnen leiden tot een totaal uitvallen, tot ernstige schade of tot explosie.

  De Administratie kan voorzieningen toestaan die de automatische uitschakeling weer ongedaan maken.

Voorschrift 28. Middelen voor achteruit varen

• 1 Er dient voldoende vermogen om achteruit te kunnen varen aanwezig te zijn, ten einde een goede besturing van het schip onder normale bedrijfsomstandigheden te verzekeren.

• 2 Er moet worden aangetoond en geregistreerd dat de machineinstallatie in staat is de richting van de stuwdruk van de schroef binnen aanvaardbare tijd om te keren en hiermede het schip binnen een redelijke afstand vanuit de maximale dienstsnelheid vooruit tot stilstand te brengen.42

• 3 Een overzicht van de stoptijden, en daarmede verband houdende koersen en afstanden van het schip zoals tijdens proefvaarten vastgesteld, te zamen met de resultaten van de proefnemingen om bij schepen met meerdere schroeven de manoeuvreer- en stuureigenschappen bij het uitvallen van één of meer schroeven vast te stellen, dient aan boord aanwezig te zijn ten behoeve van de kapitein of ander aangewezen personeel.43

• 4 Indien een schip is uitgerust met aanvullende voorzieningen om te manoeuvreren of te stoppen, dient de doeltreffendheid hiervan te zijn aangetoond en vastgesteld als bedoeld in de paragrafen 2 en 3.

Voorschrift 29. Stuurinrichting

• 1 Elk schip moet, indien niet uitdrukkelijk anders voorgeschreven, zijn uitgerust met een hoofdstuurinrichting en een hulpstuurinrichting, zulks ten genoegen van de Administratie. De hoofdstuurinrichting en de hulpstuurinrichting dienen zodanig te zijn uitgevoerd dat een storing in één van beide inrichtingen de andere inrichting niet buiten werking stelt.

• 2.1 Alle onderdelen van de stuurinrichting en de roerkoning dienen van een deugdelijke en betrouwbare constructie te zijn, die voldoet aan de eisen van de Administratie. Speciale aandacht dient te worden besteed aan de deugdelijkheid van alle belangrijke onderdelen die niet in duplo aanwezig zijn.. Zodanige onderdelen dienen, waar nodig te zijn voorzien van antifrictie-lagers zoals kogellagers, rollenlagers of lagerbussen van lager-materiaal, die hetzij voortdurend dienen te worden gesmeerd, hetzij moeten zijn voorzien van aansluitingen om ze te smeren.

• 2.2 De ontwerpdruk voor de berekening van de afmetingen van pijpleidingen en andere onderdelen van de stuurinrichting die aan inwendige hydraulische druk onderhevig zijn, dient ten minste 1,25 maal de maximale werkdruk te zijn welke kan worden verwacht onder de bedrijfscondities, aangegeven in paragraaf 3.2, rekening houdend met de druk die in het lagedrukgedeelte van het systeem aanwezig kan zijn. Naar goeddunken van de Administratie moeten vermoeidheidscriteria worden gehanteerd bij het ontwerp van pijpleidingen en onderdelen, rekening houdende met de drukgolven als gevolg van dynamische belasting.

• 2.3 Er dienen ontlastkleppen te zijn aangebracht op elk gedeelte van het hydraulisch systeem dat kan worden afgesloten en waarin druk kan worden opgebouwd door de krachtbron of door uitwendige krachten. De afsteldruk van deze ontlastkleppen mag de ontwerpdruk niet overschrijden. De kleppen dienen voldoende ruim bemeten te zijn en zodanig te zijn aangebracht dat een ongewenste drukstijging boven de ontwerpdruk wordt voorkomen.

• 3 De hoofdstuurinrichting en de roerkoning moeten:

  • 1. voldoende sterk zijn gebouwd en in staat zijn om het schip bij maximum dienstsnelheid vooruit te kunnen besturen, hetgeen moet worden aangetoond;

  • 2 terwijl het schip de grootst toegestane diepgang in zeewater heeft en bij maximum dienstsnelheid vooruit, in staat zijn het roer van 35 graden uitslag aan één zijde naar 35 graden uitslag aan de andere zijde te doen bewegen.

    De tijdsduur nodig om het roer van 35 graden uitslag aan één zijde naar 30 graden uitslag aan de andere zijde te bewegen mag onder de bovengenoemde omstandigheden niet meer dan 28 seconden bedragen.

  • 3. werktuiglijk worden aangedreven indien dit nodig is om aan de eisen vervat in paragraaf 3.2 te voldoen en in elk geval wanneer de Administratie verlangt dat de roerkoning een diameter van meer dan 120 mm heeft ter plaatse van de helmstok, waarbij de versterking voor het varen in ijs buiten beschouwing wordt gelaten; en

  • 4. zodanig zijn ontworpen dat zij bij maximum snelheid achteruit niet zullen worden beschadigd. Dat aan deze eis ten aanzien van het ontwerp wordt voldaan, behoeft echter tijdens de proef vaarten niet bij maximum snelheid achteruit en maximumroeruitslag te worden bewezen.

• 4 De hulpstuurinrichting moet:

  • 1. voldoende sterk zijn gebouwd en in staat zijn het schip te besturen bij manoeuvreersnelheden en moet snel in werking kunnen worden gesteld in noodsituaties;

  • 2. in staat zijn het roer van 15 graden uitslag aan de ene zijde naar 15 graden uitslag aan de andere zijde te doen bewegen in niet meer dan 60 seconden, terwijl het schip de grootst toegestane diepgang in zeewater heeft en een vaart vooruit heeft gelijk aan de helft van de maximum dienstsnelheid vooruit, of 7 knopen, welke van de twee snelheden het grootste is; en

  • 3. werktuiglijk worden aangedreven, wanneer dit nodig is om aan de eisen vervat in paragraaf 4.2 te voldoen en in alle gevallen waarin de Administratie verlangt dat de roerkoning een diameter van meer dan 230 mm heeft ter plaatse van de helmstok, waarbij de versterking wegens het varen in ijs buiten beschouwing wordt gelaten.

• 5 De krachtwerktuigen van de hoofd- en de hulpstuurinrichting moeten:

  • 1. zodanig zijn uitgevoerd dat zij automatisch weer in bedrijf komen wanneer de krachtvoorziening na te zijn uitgevallen weer is hersteld;

  • 2. vanaf de brug in werking kunnen worden gesteld. Bij het uitvallen van een van de krachtwerktuigen van de stuurinrichting dient een hoorbaar en zichtbaar alarm gegeven te worden op de brug.

• 6.1 Indien de hoofdstuurinrichting twee of meer gelijke krachtwerktuigen omvat, behoeft geen hulpstuurinrichting te worden aangebracht, mits:

  • 1. bij passagiersschepen de hoofdstuurinrichting in staat is het roer te bewegen zoals vereist onder paragraaf 3.2 terwijl één van de krachtwerktuigen buiten bedrijf is;

  • 2. bij vrachtschepen de hoofdstuurinrichting in staat is het roer te bewegen zoals vereist onder paragraaf 3.2 terwijl alle krachtwerktuigen in bedrijf zijn;

  • 3. de hoofdstuurinrichting zodanig is uitgevoerd dat bij een enkelvoudig defect aan het pijpleidingsysteem of in een van de krachtwerktuigen, het defecte gedeelte zodanig buiten bedrijf kan worden gesteld dat de mogelijkheid tot sturen kan worden gehandhaafd of snel kan worden hersteld.

• 6.2 De Administratie kan tot 1 september 1986 de plaatsing toestaan van een stuurinrichting die haar betrouwbaarheid heeft bewezen, maar die niet voldoet aan de in paragraaf 6.1.3 voorgeschreven voorzieningen voor een hydraulisch systeem.

• 6.3 Stuurinrichtingen van andere typen dan het hydraulische dienen te voldoen aan eisen gelijkwaardig aan die welke zijn vervat in deze paragraaf, e.e.a. ten genoegen van de Administratie.

• 7.1 De besturing van de hoofdstuurinrichting moet mogelijk zijn zowel op de brug als in de stuurmachinekamer.

• 7.2 Indien de hoofdstuurinrichting is uitgevoerd overeenkomstig paragraaf 6 dienen twee onafhankelijke besturingssystemen aanwezig te zijn, welke beide vanaf de brug te bedienen zijn. Dit houdt niet in dat het stuurwiel of de stuurhefboom dubbel moeten worden uitgevoerd.

  Indien het besturingssysteem bestaat uit een hydraulische telemotor, behoeft geen tweede onafhankelijk besturingssysteem te worden aangebracht, behoudens op een tankschip, chemicaliëntankschip of gastankschip van 10.000 ton of meer.

• 7.3 De besturing van de hulpstuurinrichting moet mogelijk zijn vanuit de stuurmachinekamer. Indien de hulpstuurinrichting werktuiglijk wordt aangedreven, moet deze tevens vanaf de brug kunnen worden bediend en deze besturing moet onafhankelijk zijn van het besturingssysteem van de hoofdstuurinrichting.

• 8 Elk besturingssysteem van hoofd- en hulpstuurinrichtingen dat vanaf de brug kan worden bediend, moet aan de volgende eisen voldoen:

  • 1. Indien elektrisch moet dit zijn voorzien van een eigen, onafhankelijke stroomkring die wordt gevoed vanuit de stroomkring van een krachtwerktuig van de stuurinrichting en aangesloten op een punt in de stuurmachinekamer of direct vanuit de hoofdrails van het schakelbord dat het krachtwerktuig van de stuurinrichting voedt op een punt in het schakelbord gelegen naast de voeding van het krachtwerktuig.

  • 2. Er moeten voorzieningen aanwezig zijn in de stuurmachinekamer om elk besturingssysteem dat van de brug kan worden bediend, los te koppelen van de stuurinrichting welke het bedient.

  • 3. Het systeem moet vanaf (een bepaalde plaats op) de brug in bedrijf kunnen worden gesteld.

  • 4. Bij het uitvallen van de elektrische voeding van het besturingssysteem dient een hoorbaar en zichtbaar alarm te worden gegeven op de brug; en

  • 5. Stroomkringen voor besturingssystemen van stuurinrichtingen mogen alleen zijn voorzien van een kortsluitbeveiliging.

• 9 De elektrische stroomkringen en de besturingssystemen van stuurinrichtingen met de bijbehorende onderdelen, kabels en pijpen die in dit voorschrift en in voorschrift 30 worden vereist, moeten, voor zover dit praktisch uitvoerbaar is, over hun totale lengte geheel gescheiden zijn aangelegd.

• 10 Er dient een communicatiemiddel te zijn aangebracht tussen de brug en de stuurmachinekamer.

• 11.1 De stand van het roer dient op de brug te worden aangegeven indien de hoofdstuurinrichting werktuiglijk wordt bewogen. De roerstandaanwijzing dient onafhankelijk te zijn van het besturingssysteem van de stuurinrichting.

• 11.2 De stand van het roer moet in de stuurmachinekamer zichtbaar zijn.

• 12 De systemen van hydraulisch bewogen stuurinrichtingen moeten zijn voorzien van:

  • 1. voorzieningen om de hydraulische vloeistof schoon te houden rekening houdend met het soort en het ontwerp van het hydraulisch systeem.

  • 2. een laag-niveau-alarm voor ieder reservoir met hydraulische vloeistof, ten einde zo spoedig mogelijk een lekkage van de hydraulische vloeistof te melden. Dit alarm dient op de brug en in de machinekamer op een gemakkelijk waar te nemen plaats te zijn aangebracht en zowel zichtbaar als hoorbaar te zijn.

  • 3. een vast opgestelde voorraadtank van voldoende inhoud om ten minste één aandrijfsysteem opnieuw te vullen, met inbegrip van de daarbij behorende olietank, wanneer de hoofdstuurinrichting werktuiglijk dient te worden aangedreven. De voorraadtank dient te zijn voorzien van een vast leidingsysteem waarmede de hydraulische systemen gemakkelijk kunnen worden bijgevuld in de stuurmachinekamer. De voorraadtank moet van een inhoudsmeter zijn voorzien.

• 13.1 De stuurmachinekamer dient gemakkelijk toegankelijk en, voor zover mogelijk, gescheiden van ruimten voor machines te zijn.

• 13.2 Er dienen in de stuurmachinekamer passende voorzieningen te zijn getroffen voor de toegankelijkheid ten behoeve van het onderhoud aan de stuurinrichtingen en de besturingssystemen. Deze voorzieningen dienen tevens handrails, open roosters of andere slipvrije oppervlakken te omvatten ten einde behoorlijke werkomstandigheden te garanderen bij lekkage van hydraulische vloeistof.

• 14 Indien de diameter van de roerkoning meer dan 230 mm moet bedragen ter plaatse van de helmstok, waarbij de versterking voor het varen in ijs buiten beschouwing wordt gelaten, dient een tweede elektrische krachtbron aanwezig te zijn die groot genoeg is om een krachtwerktuig van de stuurinrichting zoals voorgeschreven in paragraaf 4.2 aan te drijven met het daarbij behorende besturingssysteem en de roerstandaanwijzer; deze krachtbron moet automatisch binnen 45 seconden in bedrijf kunnen komen, hetzij via de noodkrachtbron, hetzij via een onafhankelijke krachtbron opgesteld in de stuurmachinekamer.

  Deze onafhankelijke krachtbron mag alléén voor bovenbedoelde aandrijving dienen.

  Op elk schip van 10.000 ton bruto of meer moet deze tweede krachtbron in staat zijn gedurende ten minste 30 minuten continu in bedrijf te zijn en op ieder ander schip gedurende ten minste 10 minuten.

• 15 Op elk tankschip, elk chemicaliëntankschip of gastankschip, van 10.000 ton bruto of meer en op elk ander schip van 70.000 ton bruto of meer dient de hoof dstuurinrichting uit twee of meer gelijke krachtwerktuigen te bestaan, die voldoen aan het bepaalde in paragraaf 6.

• 16 Ieder tankschip en ieder chemicaliën- of gastankschip van 10.000 ton bruto en meer dient, behoudens het bepaalde in paragraaf 17, te voldoen aan het volgende:

  • 1. de hoofdstuurinrichting moet zo zijn ingericht dat, ingeval de stuurinrichting van het schip onklaar raakt ten gevolge van één enkel defect aan een onderdeel van de hoofdstuurinrichting, met uitzondering van de helmstok, het kwadrant of de onderdelen die voor hetzelfde doel zijn bestemd, of het vastlopen van één van de aandrijvingen van het roer, binnen 45 seconden na het uitvallen van één van de aandrijfsystemen weer over stuurvermogen kan worden beschikt.

  • 2. de hoofdstuurinrichting moet bestaan uit:

    • 2.1. twee onafhankelijke en gescheiden aandrijfsystemen die elk kunnen voldoen aan de eisen gesteld in paragraaf 3.2; of

    • 2.2. ten minste twee gelijke aandrijfsystemen die gelijktijdig onder normale omstandigheden in bedrijf kunnen zijn en te zamen kunnen voldoen aan de eisen gesteld in paragraaf 3.2. Om aan dit voorschrift te voldoen, dienen waar nodig hydraulische aandrijfsystemen onderling met elkaar in verbinding te worden gebracht. Het verlies van hydraulische vloeistof uit één systeem moet kunnen worden opgespoord en het defecte systeem moet automatisch buiten bedrijf kunnen worden gesteld, zodat het andere aandrijfsysteem of de andere aandrijfsystemen geheel bedrijfsklaar blijft (blijven).

    • 2.3. stuurinrichtingen welke niet hydraulisch zijn moeten aan gelijkwaardige normen voldoen.

• 17 Voor tankschepen, chemicaliën- of gastankschepen van 10.000 ton bruto of meer, doch minder dan 100.000 ton draagvermogen kunnen andere oplossingen dan die welke zijn vervat in paragraaf 16 worden toegestaan, waarbij het criterium van één enkel defect niet behoeft te worden gehanteerd voor de aandrijving of aandrijvingen van het roer, mits een gelijkwaardig veiligheidsniveau wordt bereikt en:

  • 1. na het onklaar raken van de stuurinrichting ten gevolge van een enkel defect in ongeacht welk deel van het pijpleidingsysteem of in de kracht werktuigen, het stuurvermogen binnen 45 seconden kan worden hersteld, en

  • 2. ingeval de stuurinrichting slechts bestaat uit een enkele roer-aandrijving, bij het ontwerp speciale aandacht wordt geschonken aan een spanningsanalyse, met inbegrip van vermoeidheids- en breukmechanica, voor zover van toepassing, aan de toegepaste materiaalsoorten, aan het aanbrengen van speciale afdichtingsvoorzieningen, alsmede aan beproeving en inspectie en doelmatig onderhoud. Met het oog op het voorgaande dient de Administratie Voorschriften op te stellen, waarbij inbegrepen de bepalingen van de „Richtlijnen voor het aanvaarden van enkelvoudige roeraandrijving voor tankschepen, chemicaliën- en gastankschepen van 10.000 ton bruto of meer, maar van minder dan 100.000 ton draagvermogen", zoals aangenomen door de Organisatie.44

• 18 Voor een tankschip, een chemicaliën- of gastankschip van 10.000 ton bruto of meer doch minder dan 70.000 ton draagvermogen kan de Administratie tot 1 september 1986 een stuurinrichting aanvaarden die in de praktijk bewezen heeft zeer betrouwbaar te zijn doch niet voldoet aan het criterium van één enkel defect waaraan krachtens paragraaf 16 moet worden voldaan voor een hydraulisch systeem.

• 19 Elk tankschip, en elk chemicaliën- of gastankschip van 10.000 ton bruto of meer gebouwd vóór 1 september 1984 dient uiterlijk op 1 september 1986 te voldoen aan het volgende:

  • 1. de vereisten vervat in de paragrafen 7.1, 8.2, 8.4, 10, 11, 12.2, 12.3 en 13.2;

  • 2. er dienen twee onafhankelijke besturingssystemen aanwezig te zijn, welke elk kunnen worden bediend vanaf de brug. Dit houdt niet in dat het stuurwiel of de stuurhefboom dubbel moeten worden uitgevoerd;

  • 3. indien het tewerkstaande besturingssysteem uitvalt, moet het tweede systeem ogenblikkelijk in bedrijf kunnen worden gesteld vanaf de brug; en

  • 4. elk besturingssysteem van de stuurinrichting moet, indien dit elektrisch is, zijn aangesloten op een eigen afzonderlijke stroomkring welke wordt gevoed vanuit de stroomkring van een krachtwerktuig van de stuurmachine of direct vanuit de rails van het schakelbord waarop het desbetreffende krachtwerktuig voorde stuurinrichting is aangesloten op een plaats in het schakelbord die naast deze aansluiting is gelegen.

• 20 In aanvulling op de vereisten zoals omschreven in paragraaf 19 dient op elk tankschip en op elk chemicaliën- of gastankschip van 40.000 ton bruto of meer, gebouwd voor 1 september 1984, de stuurinrichting uiterlijk op 1 september 1988 zodanig te zijn ingericht dat in geval van één enkel defect in het pijpleidingsysteem of van één van de krachtwerktuigen de bestuurbaarheid kan worden gehandhaafd of de roerbeweging kan worden beperkt opdat de bestuurbaarheid snel kan worden hersteld. Dit dient te worden bereikt door:

  • 1. een onafhankelijke voorziening om het roer in bedwang te houden; óf

  • 2. snel werkende afsluiters welke met de hand mogen worden bediend om de roeraandrijver of -aandrijvers te isoleren van de uitwendige hydraulische pijpleidingen, te zamen met een voorziening om de roeraandrijvers direct weer te vullen met behulp van een vast opgestelde, onafhankelijke, werktuiglijk aangedreven pomp met bijbehorend pijpleidingsysteem; óf

  • 3. een zodanige voorziening dat indien de hydraulische systemen onderling zijn verbonden, lekkage van hydraulische vloeistof uit één systeem ontdekt wordt en dat het defecte systeem buiten bedrijf wordt gesteld, hetzij automatisch, hetzij vanaf de brug en wel zodanig dat het andere systeem volledig bedrijfsgereed blijft.

Voorschrift 30. Aanvullende vereisten voor elektrische en elektrohydraulische stuurinrichtingen

• 1 Voorzieningen om aan te geven dat de motoren voor elektrische of elektro-hydraulische stuurinrichtingen in bedrijf zijn, dienen te worden aangebracht op de brug, evenals op een geschikte plaats in het controlestation in de machinekamer.

• 2 Elke elektrische of elektro-hydraulische stuurinrichting bestaande uit één of meer krachtwerktuigen dient te zijn aangesloten op ten minste twee geheel afzonderlijke stroomkringen die rechtstreeks worden gevoed vanuit het hoofdschakelbord; één van deze stroomkringen mag echter via het noodschakelbord worden gevoed.

  Een elektrische of elektro-hydraulische hulpstuurinrichting behorende tot een elektrische of elektro-hydraulische hoofdstuurinrichting mag zijn aangesloten op één van de stroomkringen die de hoofdstuurinrichting voeden. De stroomkringen die een elektrische of elektro-hydraulische stuurinrichting voeden, moeten ruim genoeg zijn bemeten om alle motoren die hierop gelijktijdig kunnen worden aangesloten en gelijktijdig in bedrijf kunnen zijn, te voeden.

• 3 Deze stroomkringen en motoren dienen van een kortsluitbeveiliging en een overbelastingsalarm te zijn voorzien. Beveiliging tegen te hoge stroomsterkte, met inbegrip van de aanloopstroom, indien van toepassing, dient te beschermen tegen ten minste tweemaal de vollaststroomsterkte van de motor of de stroomkring die hierdoor wordt beveiligd en moet zodanig zijn uitgevoerd dat deze bij de gebruikelijke aanloopstroom niet aanspreekt.

  Indien driefasenvoeding wordt toegepast, dient er een alarm aanwezig te zijn dat het uitvallen van één van de voedingsfasen aangeeft. De in deze paragraaf vereiste alarmen dienen zowel hoorbaar als zichtbaar te zijn en zich te bevinden op een duidelijk waarneembare plaats in de hoofdmachinekamer of het controlestation van waaruit de hoofdmachine-installatie normaal wordt bediend, zulks zoals kan worden vereist ingevolge het bepaalde in Voorschrift 51.

• 4 Indien op een schip van minder dan 1600 ton de hulpstuurinrichting, die ingevolge Voorschrift 29.4.3 werktuiglijk moet worden aangedreven, niet elektrisch wordt aangedreven of wordt aangedreven door een elektromotor die in de eerste plaats voor andere doeleinden is bestemd, mag de hoofdstuurinrichting worden gevoed door slechts één stroomkring vanaf het hoofdschakelbord.

  In die gevallen waarin een elektro-motor die in de eerste plaats voor andere doeleinden is bedoeld, wordt toegepast om zulk een hulpstuurinrichting aan te drijven, kan de Administratie vrijstelling verlenen van de eisen gesteld in paragraaf 3, indien zij zich kan verenigen met de beveiligingsvoorzieningen en tot haar genoegen is voldaan aan de vereisten vervat in Voorschrift 29.5.1 en .2 en 29.7.3 ter zake van de hulpstuurinrichting.

Voorschrift 31. Bediening van de werktuiglijke installaties

• 1 Hoofd- en hulpwerktuigen welke essentieel zijn voor de voortstuwing en de veiligheid van het schip moeten zijn voorzien van doeltreffende middelen voor het in werking stellen en bedienen ervan.

• 2 Indien de voortstuwingsinstallatie op afstand vanaf de brug kan worden bediend en het de bedoeling is dat de ruimten voor machines zijn bemand is het hiernavolgende van toepassing:

  • 1. de snelheid, de richting van de stuwkracht en, waar van toepassing, de spoed van de schroef moeten volledig vanaf de brug te regelen zijn onder alle vaaromstandigheden, inclusief manoeuvreren.

  • 2. afstandbediening moet, voor elke schroef apart, plaatsvinden door een bedieningssysteem dat zodanig is ontworpen en uitgevoerd dat de werking ervan geen speciale aandacht vereist ten aanzien van de werking van de voortstuwingsinstallatie. Indien meerdere schroeven tegelijkertijd moeten werken, kunnen zij met één bedieningssysteem worden bediend.

  • 3. het hoofdvoortstuwingswerktuig moet zijn voorzien van een noodstopinrichting op de brug die onafhankelijk is van de brugbediening;

  • 4. manoeuvreerorders vanaf de brug moeten, al naar gelang, worden aangegeven in de controlekamer van de hoofdvoortstuwingsinstallatie, of op de manoeuvreerstand;

  • 5. afstandbediening van de voortstuwingswerktuigen mag slechts op één plaats tegelijk mogelijk zijn; op die bedieningsplaatsen mogen met elkaar verbonden onderstations aanwezig zijn. Op elke bedieningsplaats moet te zien zijn vanuit welke bedieningsplaats de voortstuwingswerktuigen worden bediend. Het overbrengen van de bediening tussen brug en machinekamers dient alléén in de hoofdmachinekamer of de controlekamer mogelijk te zijn. Dit systeem dient voorzieningen te omvatten om te voorkomen dat de stuwkracht aanzienlijk verandert, wanneer de bediening van de ene plaats naarde andere wordt overgeschakeld;

  • 6. het moet mogelijk zijn de voortstuwingswerktuigen lokaal te bedienen, ook in geval van storing in enig deel van de afstandbediening;

  • 7. het afstandbedieningsysteem moet zodanig zijn ontworpen dat in geval van het uitvallen hiervan een alarm wordt gegeven. Tenzij de Administratie dit niet praktisch uitvoerbaar acht, moeten de ingestelde snelheid en richting van de stuwdruk van de schroef gehandhaafd blijven totdat de lokale bediening in bedrijf is;

  • 8. op de brug dienen aanwijsinstrumenten aanwezig te zijn voor:

    • 8.1. schroeftoerental en -draairichting, in geval van vaste schroeven.

    • 8.2. schroeftoerental en spoed in geval van verstelbare schroeven;

  • 9. er dient een alarm aanwezig te zijn zowel op de brug als in de ruimte voor machines dat aangeeft wanneer de aanzetluchtdruk te laag is en dat aanspreekt op een niveau waarbij aanzetten van de hoofdmotor nog mogelijk is.

    Indien de afstandbediening van de voortstuwingswerktuigen is ingericht voor automatisch aanzetten, dient het aantal keren waarop automatische achtereenvolgende, vergeefse aanzetpogingen kunnen worden verricht beperkt te zijn en wel zodanig dat voldoende aanzetluchtdruk aanwezig blijft voor het lokaal aanzetten.

• 3 Indien de hoofdvoortstuwingswerktuigen met bijbehorende hulpwerktuigen, met inbegrip van de hoofdgeneratoren in meerdere of mindere mate zijn voorzien van automatische bediening of afstandbediening en voortdurend met de hand vanuit een controlekamer, kunnen worden gecontroleerd dienen de controlevoorzieningen zodanig te zijn ontworpen, uitgerust en geïnstalleerd dat de werking van de machine-installatie net zo veilig en doeltreffend is alsof deze installatie onder direct toezicht stond.

  Hiertoe gelden de Voorschriften 46 tot 50, voor zover van toepassing. Speciale aandacht dient te worden geschonken aan de beveiliging van zodanige ruimten tegen brand en vollopen.

• 4 In het algemeen dienen automatische systemen voor het aanzetten, alsmede bedienings- en controlesystemen te zijn voorzien van een mogelijkheid om deze systemen met de hand te bedienen. Defecten in enigerlei gedeelte van deze systemen mogen het gebruik van handbediening niet uitschakelen.

• 5 Schepen gebouwd op of na 1 juli 1998, moeten als volgt voldoen aan de vereisten van de paragrafen 1 tot en met 4, als gewijzigd:

  • .1 paragraaf 1 wordt vervangen door:

    „1. Hoofd- en hulpwerktuigen die essentieel zijn voor de voortstuwing, bediening en veiligheid van het schip moeten zijn voorzien van doeltreffende middelen voor het in werking stellen en bedienen ervan. Alle bedieningssystemen die essentieel zijn voor de voortstuwing, bediening en veiligheid van het schip moeten onafhankelijk zijn of zodanig zijn ontworpen dat storing van een systeem niet leidt tot verstoring van het functioneren van een ander systeem.”;

  • .2 in de tweede en derde regel van paragraaf 2 worden de woorden „en het de bedoeling is dat de ruimten voor machines zijn bemand” geschrapt;

  • .3 de eerste zin van paragraaf 2.2 wordt vervangen door:

    „.2 De bediening moet, voor elke schroef apart, plaatsvinden door één bedieningssysteem, waarbij alle gerelateerde bedieningshandelingen, waar nodig met inbegrip van die van voorzieningen ter voorkoming van overbelasting van de voortstuwingsinstallatie, automatisch worden uitgevoerd.”;

  • .4 paragraaf 2.4 wordt vervangen door:

    „.4 Manoeuvreerorders vanaf de brug moeten worden aangegeven in de controlekamer van de hoofdvoortstuwingsinstallatie en op de manoeuvreerstand;”

  • .5 aan het einde van paragraaf 2.6 wordt de volgende nieuwe zin toegevoegd: „Het moet voorts mogelijk zijn de hulpwerktuigen die essentieel zijn voor de voortstuwing en veiligheid van het schip op of bij de desbetreffende werktuigen te bedienen”; en

  • .6 de paragrafen 2.8, 2.8.1 en 2.8.2 worden vervangen door:

    „.8 Op de brug, in de controlekamer van de hoofdvoortstuwingsinstallatie en op de manoeuvreerstand moeten aanwijsinstrumenten aanwezig zijn voor:

    .8.1 schroeftoerental en -draairichting, in geval van vaste schroeven; en

    .8.2 schroeftoerental en spoed in geval van verstelbare schroeven;”.

• 6 Schepen gebouwd op of na 1 juli 2004 moeten als volgt voldoen aan de vereisten van de paragrafen 1 tot en met 5, als gewijzigd:

  • .1 de volgende nieuwe subparagraaf .10 wordt toegevoegd aan paragraaf 2:

    • „.10 automatiseringssystemen moeten zodanig worden ontworpen dat in geval van dreigende vertraging of uitschakeling van het voortstuwingssysteem de officier belast met de brugwacht tijdig wordt gewaarschuwd, zodat de navigatieomstandigheden in een noodsituatie kunnen worden beoordeeld. De systemen moeten in het bijzonder zorgen voor controle, monitoring, melding, alarmering en voor de uitvoering van veiligheidsmaatregelen om de voortstuwing te vertragen of te stoppen, terwijl de officier belast met de brugwacht de gelegenheid wordt geboden handmatig in te grijpen, behalve in gevallen waarin handmatig ingrijpen binnen korte tijd leidt tot volledige uitval van de motor en/of de voortstuwingsapparatuur, bijvoorbeeld in geval van te hoge snelheid.”

Voorschrift 32. Stoomketels en ketelvoedingwatersystemen

• 1 Elke stoomketel en elke ongestookte stoomgenerator moet zijn voorzien van ten minste twee veiligheidskleppen van voldoende capaciteit.

  De Administratie kan echter, rekening houdend met de stoomproduktie of enig ander kenmerk van een stoomketel of ongestookte stoomgenerator, toestaan dat slechts één veiligheidsklep wordt aangebracht, mits zij ervan overtuigd is dat hiermede afdoende beveiliging tegen overdruk wordt geboden.

• 2 Elke met olie gestookte ketel die is ontworpen om zonder handbediening te werken, moet zijn voorzien van veiligheidsvoorzieningen die de olietoevoer afsluiten en een alarm geven bij te laag waterpeil, storing in de luchttoevoer en vlamdoving.

• 3 Waterpijpketels welke stoom leveren voor turbinevoortstuwingswerktuigen moeten zijn voorzien van een alarm voor hoog waterpeil.

• 4 Elk stoomontwikkelingssysteem waarvan de werking essentieel is voor de veiligheid van het schip of dat gevaar zal kunnen opleveren bij storing in de voedingwatertoevoer, moet zijn voorzien van ten minste twee aparte voedingwatersystemen vanaf en met inbegrip van de voedingwaterpompen, waarbij een enkelvoudige aansluiting op de stoomdrum aanvaardbaar is. Tenzij overdruk wordt voorkomen door de kenmerken van de pomp moeten er passende voorzieningen aanwezig zijn om overdruk in elk gedeelte van het systeem te voorkomen.

• 5 Ketels moeten zijn voorzien van middelen om de kwaliteit van het voedingwater te controleren en te regelen. Voor zover praktisch uitvoerbaar moeten geschikte voorzieningen aanwezig zijn om het binnendringen van olie of andere verontreinigingen die schadelijk kunnen zijn voor de ketel, te voorkomen.

• 6 Elke ketel welke onontbeerlijk is voor de veiligheid van het schip en die is ontworpen voor een specifiek waterpeil, moet zijn voorzien van ten minste twee mogelijkheden om het waterpeil aan te geven. Ten minste één hiervan moet een direct afleesbaar peilglas zijn.

Voorschrift 33. Stoomleidingsystemen

• 1 Elke stoomleiding en alle onderdelen die hierop zijn aangesloten en waar stoom doorheen kan gaan, moeten zodanig zijn ontworpen, vervaardigd en aangebracht dat zij bestand zijn tegen de maximaal optredende spanningen waaraan zij onderhevig kunnen zijn.

• 2 Er moeten doelmatige aftapmogelijkheden zijn aangebracht in elke stoomleiding waar anders gevaarlijke waterslag zou kunnen optreden.

• 3 Indien in een stoomleiding of onderdeel stoom kan worden toegelaten van een hogere druk dan waarvoor deze is ontworpen, dan moeten er een passende reduceerklep, ontlastklep en manometer zijn aangebracht.

Voorschrift 34. Luchtdruksystemen

• 1 Op elk schip moeten voorzieningen zijn aangebracht om overdruk te voorkomen in enig deel van luchtdruksystemen, en in die gevallen waarin waterruimten of cilinderblokken van luchtcompressoren en koelers onderhevig kunnen zijn aan gevaarlijke overdruk ten gevolge van lekkage in deze delen, afkomstig van onder luchtdruk staande onderdelen. Op al deze systemen moeten doelmatige ontlastvoorzieningen zijn aangebracht.

• 2 De hoofdaanzetluchtsystemen voor de verbrandingsmotoren voor de hoofdvoortstuwing moeten voldoende zijn beveiligd tegen de gevolgen van terugslag van verbrandingsgassen of inwendige explosies in de aanzetluchtleidingen.

• 3 Alle persleidingen van de aanzetluchtcompressoren moeten rechtstreeks zijn aangesloten op de aanzetluchtvaten, en alle aanzetluchtleidingen van de aanzetluchtvaten naar de hoofd- en hulpmotoren moeten geheel gescheiden zijn van het persleidingsysteem van de compressoren.

• 4 Er dienen voorzieningen te worden getroffen om het binnendringen van olie in de luchtdruksystemen tot een minimum te beperken en om deze olie uit het desbetreffende systeem af te kunnen tappen.

Voorschrift 35. Ventilatiesystemen in ruimten voor machines

Ruimten voor machines van categorie A moeten doelmatig worden geventileerd, zodat zeker is gesteld dat er onder alle weersomstandigheden, inclusief zwaar weer, wanneer de werktuigen en ketels op volle kracht werken, nog voldoende lucht in deze ruimten aanwezig blijft opdat het personeel zich prettig kan voelen en geen gevaar loopt en de werktuigen kunnen blijven functioneren. Elke andere ruimte voor machines moet voldoende worden geventileerd afhankelijk van het doel waarvoor die ruimte voor machines is bestemd.

Voorschrift 36. Bescherming tegen lawaai45

Er moeten maatregelen worden getroffen om machinelawaai in ruimten voor machines te beperken tot een aanvaardbaar, door de Administratie vastgesteld niveau.

Indien dit lawaai niet voldoende kan worden beperkt, dienen de bronnen van het overmatige lawaai behoorlijk te worden geïsoleerd of afgezonderd óf er dient een aparte geluiddichte cabine te worden aangebracht, indien de ruimte bemand moet zijn. Voor personeel dat verplicht is deze ruimten te betreden, moeten oorbeschermers aanwezig zijn.

Voorschrift 37. Communicatie tussen brug en ruimte voor machines

• 1 Er moeten ten minste twee onafhankelijk van elkaar functionerende mogelijkheden aanwezig zijn om orders door te geven van de brug naar de plaats in de ruimte voor machines of naar de controlekamer van waaruit de werktuigen normaal worden bediend. Eén van deze communicatiemiddelen dient een (machine)telegraaf te zijn, die een zichtbare aanwijzing geeft van de orders en van de beantwoording daarvan zowel in de ruimte voor machines als op de brug.

  Er dienen doelmatige mogelijkheden voor communicatie aanwezig te zijn met elke andere plaats van waaruit de werktuigen kunnen worden bediend.

• 2 Voor schepen gebouwd op of na 1 oktober 1994 gelden de volgende vereisten in plaats van de bepalingen van paragraaf 1:

  Er moeten ten minste twee onafhankelijk van elkaar functionerende mogelijkheden aanwezig zijn om orders door te geven van de brug naar de plaats in de ruimte voor machines of naar de controlekamer van waaruit de snelheid en de richting van de stuwdruk van de schroef normaal worden geregeld. Eén van deze communicatiemiddelen dient een (machinekamer)telegraaf te zijn, die een zichtbare aanwijzing geeft van de orders en van de beantwoording daarvan zowel in de ruimte voor machines als op de brug. Er dienen doelmatige mogelijkheden aanwezig te zijn voor communicatie vanaf de brug en de machinekamer met elke andere plaats van waaruit de snelheid of de richting van de stuwdruk van de schroef kan worden geregeld.

Voorschrift 38. Alarm voor werktuigkundigen

Er moet een alarm voor werktuigkundigen aanwezig zijn dat wordt bediend hetzij vanuit de controlekamer, hetzij vanaf de manoeuvreerstand, en dat duidelijk hoorbaar is in de verblijven van de werktuigkundigen.

Voorschrift 39. Plaatsing van noodinstallaties op passagiersschepen

De elektrische noodkrachtbron, brandbluspompen, lenspompen - met uitzondering van lenspompen die alleen de ruimten gelegen vóór het aanvaringsschot bedienen -, elke vast aangebrachte brandblusinstallatie vereist krachtens Hoofdstuk II-2 en andere noodinstallaties die onmisbaar zijn voor de veiligheid van het schip, met uitzondering van ankerspillen, mogen niet voorlijk van het aanvaringsschot worden opgesteld.

DEEL D. - ELEKTRISCHE INSTALLATIES

Tenzij uitdrukkelijk anders bepaald, is Deel D van toepassing op passagierschepen en op vrachtschepen.

Voorschrift 40. Algemeen

• 1 Elektrische installaties moeten zodanig zijn uitgevoerd dat:

  • 1. alle elektrische hulpdiensten nodig om de normale bedrijfs- en leefomstandigheden te handhaven, verzekerd zijn zonder dat behoeft te worden teruggevallen op de elektrische noodkrachtbron;

  • 2. elektrische diensten welke essentieel zijn voorde veiligheid, onder verschillende noodsituaties verzekerd zijn;

  • 3. de veiligheid van passagiers, bemanning en schip met betrekking tot gevaren die kunnen voortkomen uit de toepassing van elektriciteit is gewaarborgd.

• 2 De Administratie dient geëigende stappen te ondernemen om de uniformiteit in de uitvoering en toepassing van het bepaalde in dit Deel wat betreft elektrische installaties te verzekeren.46

Voorschrift 41. Elektrische hoofdkrachtbron en verlichtingsinstallaties

• 1.1 Er moet een elektrische hoofdkrachtbron aanwezig zijn van voldoende vermogen om alle diensten genoemd in Voorschrift 40.1.1 te voeden. Deze hoofdkrachtbron moet ten minste bestaan uit twee generatoraggregaten.

• 1.2 Het vermogen van deze generatoraggregaten moet zodanig zijn dat, als een van de generatoraggregaten stopt, het nog mogelijk zal zijn de diensten die noodzakelijk zijn voor de normale bedrijfsvoering met betrekking tot de voortstuwing en de veiligheid te voeden. Eveneens moeten minimum omstandigheden van leefbaarheid zijn verzekerd die ten minste voldoende diensten voor koken, verwarming, proviand-koeIing, mechanische ventilatie, en voorzieningen voor drinkwater en water voor sanitaire doeleinden omvatten.

• 1.3 De elektrische hoofdkrachtbron van het schip moet zodanig zijn ingericht dat de diensten genoemd in Voorschrift 40.1.1 kunnen worden gehandhaafd ongeacht het toerental en de draairichting van het voortstuwingswerktuig of de schroefas.

• 1.4 Bovendien moeten de generatoraggregaten zodanig zijn uitgevoerd dat, indien één van de generatoren of de krachtbron hiervan buiten bedrijf is, de overige generatoraggregaten in staat zijn de elektriciteitsvoorziening te handhaven voor de diensten die nodig zijn voor het aanzetten van de voortstuwingsinstallatie vanuit een dood-schip-situatie. De elektrische noodkrachtbron mag worden gebruikt voor het aanzetten vanuit dood-schip-situatie, indien haar vermogen alleen of in combinatie met dat van een andere elektrische krachtbron, voldoende is om te gelijker tijd te voorzien in de elektrische energie voor de diensten vereist krachtens Voorschrift 42.2.1 tot 42.2.3 of 43.2.1 tot 43.2.4.

• 1.5 Indien transformatoren een essentieel onderdeel vormen van de volgens deze paragraaf vereiste stroomvoorziening, moet deze voorziening zodanig zijn ingericht dat dezelfde continuïteit van de stroomvoorziening als bepaald in deze paragraaf, verzekerd is.

• 2.1 Een elektrische hoofdverlichtingsinstallatie, die moet voorzien in de verlichting van alle delen van het schip die normaal toegankelijk zijn voor en worden gebruikt door passagiers of bemanning, moet door de elektrische hoofdkrachtbron worden gevoed.

• 2.2 De hoofdverlichtingsinstallatie moet zodanig zijn ingericht dat door brand of een ander ongeval in de ruimten waar de elektrische hoofdkrachtbron, de eventuele daarbij behorende transformatoren, het hoofdschakelbord en het hoofdverlichtingsschakelbord is opgesteld, niet de noodverlichtingsinstallatie als vereist in Voorschrift 42.2.1 en 42.2.2 of 43.2.1 en 43.2.2 en 43.2.3, buiten werking wordt gesteld.

• 2.3 De noodverlichtingsinstallatie moet zodanig zijn ingericht dat door brand of een ander ongeval in de ruimten waar de elektrische noodkrachtbron, de eventuele daarbij behorende transformatoren, het noodschakelbord en het noodverlichtingsschakelbord is opgesteld, niet de hoofdverlichtingsinstallatie als vereist in dit Voorschrift, buiten werking wordt gesteld.

• 3 Het hoofdschakelbord moet ten opzichte van één hoofdgeneratorstation zo zijn opgesteld dat, voorzover uitvoerbaar, de continuïteit van de normale stroomvoorziening alleen kan worden aangetast door brand of een ander ongeval in één ruimte. Een afgescheiden ruimte voor het hoofdschakelbord, zoals kan zijn voorzien in een machinecontrolekamer binnen de hoofdbegrenzing van de voortstuwingsruimte, wordt niet beschouwd als afscheiding tussen de schakelborden en de generatoren.

• 4 Waar het totaal geïnstalleerd elektrisch vermogen van de hoofdgeneratoraggregaten groter is dan 3 Megawatt, moet het hoofdrailsysteem zijn onderverdeeld in ten minste twee delen die normaal met elkaar moeten zijn verbonden door middel van wegneembare verbindingsstukken of andere goedgekeurde middelen; de aansluitingen van de generatoraggregaten en elke andere dubbel uitgevoerde uitrusting moeten, voor zover uitvoerbaar, gelijkelijk over de delen zijn verdeeld. Gelijkwaardige voorzieningen kunnen worden toegestaan ten genoegen van de Administratie.

• 5 Schepen gebouwd op of na 1 juli 1998:

  • .1 moeten in aanvulling op de paragrafen 1 tot en met 3, voldoen aan de volgende eisen:

    • .1.1 indien de elektrische hoofdkrachtbron nodig is voor de voortstuwing en besturing van het schip, moet het systeem zodanig zijn geplaatst en ingericht dat de stroomvoorziening voor de uitrusting die nodig is voor de voortstuwing, besturing en de veiligheid van het schip wordt gehandhaafd of onmiddellijk hersteld, indien een van de in bedrijf zijnde generatoren uitvalt;

    • .1.2 inrichtingen om de belasting te verlagen of gelijkwaardige voorzieningen moeten aanwezig zijn om de door dit voorschrift vereiste generatoren te beschermen tegen langdurige overbelasting;

    • .1.3 waar de elektrische hoofdkrachtbron nodig is voor de voortstuwing van het schip, moet het hoofdrailsysteem zijn onderverdeeld in ten minste twee delen die normaal met elkaar moeten zijn verbonden door middel van twee scheidingsschakelaars of andere goedgekeurde middelen; de aansluitingen van de generatoraggregaten en andere dubbel uitgevoerde uitrustingen moeten, voor zover uitvoerbaar, gelijkelijk over de delen zijn verdeeld; en

  • .2 hoeven niet te voldoen aan paragraaf 4.

Voorschrift 42. Elektrische noodkrachtbron op passagiersschepen

(De leden 2.6.1 en 4.2 van dit voorschrift zijn van toepassing op schepen gebouwd op of na 1 februari 1992)

• 1.1 Er moet een onafhankelijk werkende elektrische noodkrachtbron zijn aangebracht.

• 1.2 De elektrische noodkrachtbron, eventuele bijbehorende transformatoren, de tijdelijke elektrische noodkrachtbron, het noodschakelbord en het noodverlichtingsschakelbord moeten boven het bovenste doorlopende dek zijn opgesteld en moeten gemakkelijk toegankelijk zijn vanaf het open dek. Zij mogen niet vóór het aanvaringsschot zijn geplaatst.

• 1.3 De elektrische noodkrachtbron en eventuele bijbehorende transformatoren, de tijdelijke elektrische noodkrachtbron, het noodschakelbord en de noodverlichtingsschakelborden moeten ten opzichte van de elektrische hoofdkrachtbron, eventuele bijbehorende transformatoren en het hoofdschakelbord zodanig zijn opgesteld dat de voeding, de bediening en de verdeling van de noodstroomvoorziening niet kunnen worden beïnvloed door brand of een ander ongeval in de ruimten waar de elektrische hoofdkrachtbron, eventuele bijbehorende transformatoren en het hoofdschakelbord zijn opgesteld of in een ruimte voor machines van categorie A, zulks ten genoegen van de Administratie. Voor zover uitvoerbaar, mag de ruimte waarin de elektrische noodkrachtbron, eventuele bijbehorende transformatoren, de tijdelijke elektrische noodkrachtbron en het noodschakelbord zijn opgesteld, niet grenzen aan de begrenzingen van ruimten voor machines van categorie A, noch aan de ruimten waarin de elektrische hoofdkrachtbron, eventuele bijbehorende transformatoren of het hoofdschakelbord is geplaatst.

• 1.4 Mits geëigende maatregelen zijn getroffen om de onafhankelijke werking in noodgevallen onder alle omstandigheden te waarborgen, mag bij wijze van uitzondering en voor korte duur de noodgenerator worden gebruikt voor de stroomvoorziening van andere noodstroomkringen.

• 2 Het beschikbare elektrische vermogen moet voldoende zijn om stroom te leveren aan al die diensten die in geval van nood essentieel zijn voor de veiligheid, waarbij naar behoren rekening moet worden gehouden met die diensten, die te gelijker tijd in bedrijf moeten kunnen zijn. De elektrische noodkrachtbron moet in staat zijn om, rekening houdend met aanloopstromen en de tijdelijke aard van bepaalde belastingen, te gelijker tijd gedurende de hierna aangegeven tijd, stroom te leveren aan ten minste de volgende diensten, indien deze voor hun werking afhankelijk zijn van een elektrische krachtbron:

  • 2.1. Gedurende 36 uur aan de noodverlichting:

    • 1. bij elke appelplaats en elk inschepingsstation en buitenboord zoals vereist volgens de Voorschriften III/11.4 en III/15.7

    • 2. in de gangen, bij de trappen en uitgangen die toegang geven tot de appelplaatsen en inschepingsstations, zoals vereist volgens Voorschrift III/11.5

    • 3. in alle gangen, bij alle trappen en uitgangen en in de kooien van personenliften in dienstruimten en in ruimten voor accommodatie;

    • 4. in ruimten voor machines en hoofdgeneratorstations, met inbegrip van hun bedieningsplaatsen;

    • 5. in alle controlestations, machine-controlekamers en bij elk hoofd- en noodschakelbord;

    • 6. bij alle bergplaatsen van brandweeruitrusting;

    • 7. bij de stuurinrichting; en

    • 8. bij de brandbluspomp, de sprinklerpomp en de sprinklerpomp als genoemd in paragraaf 2.4 en bij de plaatsen waar de motoren hiervan kunnen worden ingeschakeld.

  • 2.2. Gedurende 36 uur:

    • .1 aan de navigatielichten en aan andere lichten vereist ingevolge de van kracht zijnde Internationale Bepalingen ter voorkoming van aanvaringen op zee; en

    • .2 op schepen die op of na 1 februari 1995 zijn gebouwd, aan de VHF-radio-installatie vereist ingevolge Voorschrift IV/7.1.1 en IV/7.1.2; en, indien van toepassing:

      • .2.1 aan de MF-radio-installatie vereist ingevolge de Voorschriften IV/9.1.1, IV/9.1.2, IV/10.1.2 en IV/10.1.3;

      • .2.2 aan het scheepssatellietstation vereist ingevolge Voorschrift IV/10.1.1; en

      • .2.3 aan de MF/HF-radio-installatie vereist ingevolge de Voorschriften IV/10.2.1, IV/10.2.2 en IV/11/1.

  • 2.3. Gedurende 36 uur aan:

    • 1. alle interne communicatiemiddelen welke in geval van nood zijn vereist;

    • 2. de navigatiemiddelen aan boord van het schip als vereist krachtens Voorschrift V/12; waar het niet redelijk of onuitvoerbaar is zodanige voorzieningen te treffen, kan de Administratie voor schepen kleiner dan 5000 ton bruto afzien van deze eisen;

    • 3. de brandontdekkings- en brandalarminstallatie en het vasthoud- en sluitsysteem van de brandwerende deuren; en

    • 4. het intermitterend gebruik van de dagseinlamp, de scheepsfluit, de met de hand te bedienen meldingspunten en alle interne signaleringen welke in geval van nood zijn vereist;

      tenzij deze diensten voor een periode van 36 uur onafhankelijk worden gevoed door een accumulatorenbatterij opgesteld op een voor noodgebruik geschikte plaats.

  • 2.4. Gedurende 36 uur aan:

    • 1. een van de krachtens Voorschrift II-2/4.3.1 en 4.3.3 vereiste brandbluspompen;

    • 2. de automatische sprinklerpomp, indien aanwezig; en

    • 3. de noodlenspomp en alle installaties die essentieel zijn voor de werking van elektrisch bekrachtigde, op afstand bedienbare lensafsluiters.

  • 2.5. Gedurende de krachtens Voorschrift 29.14 vereiste tijd aan de stuurinrichting, indien krachtens dit Voorschrift wordt verlangd dat deze aldus wordt gevoed.

  • 2.6. Gedurende een half uur aan:

    • 1. alle waterdichte deuren die krachtens Voorschrift 15 werktuiglijk moeten worden bediend, alsmede de standaanwijzers hiervoor en de bijbehorende waarschuwingssignalen;

    • 2. de noodvoorzieningen om de liftkooien naar dek-hoogte te brengen zodat mensen hieruit kunnen ontsnappen. De kooien van passagiersliften moeten in geval van nood na elkaar op dekniveau worden gebracht.

  • 2.7. Op een schip dat regelmatig voor korte reizen wordt gebruikt, kan de Administratie, indien te haren genoegen is aangetoond dat een voldoende mate van veiligheid zou worden bereikt, een tijdsduur van minder dan de in paragraaf 2.1 tot 2.5 aangeduide 36 uur, maar van niet minder dan 12 uur aanvaarden.

• 3 De elektrische noodkrachtbron kan hetzij een generator, hetzij een accumulatorenbatterij zijn, die dient te voldoen aan de volgende eisen:

  • 3.1. Wanneer de elektrische noodkrachtbron een generator is, dient deze:

    • 1. te worden aangedreven door een daartoe geschikt aandrijf werktuig met een onafhankelijke voorziening van de brandstof, waarvan het vlampunt (gesloten kroesmethode) niet lager is dan 43°C;

    • 2. automatisch te starten, wanneer de elektrische voeding vanaf de elektrische hoofdkrachtbron uitvalt en automatisch te worden overgeschakeld op het noodschakelbord; de in paragraaf 4 bedoelde diensten moeten dan automatisch worden overgeschakeld op het noodgeneratoraggregaat. Het automatische aanzetsysteem en de eigenschappen van het aandrijfwerktuig dienen zodanig te zijn dat deze geschikt zijn om de noodgenerator zo snel als veilig en uitvoerbaar is, echter binnen maximaal 45 seconden, tot zijn volle vermogen te belasten; tenzij er een tweede, onafhankelijke aanzetinrichting voor het noodgeneratoraggregaat aanwezig is, dient de enig beschikbare bron van geaccumuleerde energie te worden beveiligd om te voorkomen dat deze volledig uitgeput raakt door de automatische aanzetinrichting; en

    • 3. te zijn voorzien van een tijdelijke elektrische noodkrachtbron, in overeenstemming met paragraaf 4.

  • 3.2. Wanneer de elektrische noodkrachtbron een accumulatorenbatterij is, dient deze in staat te zijn:

    • 1. de elektrische noodbelasting op te nemen zonder tussentijds opladen, terwijl de spanning van de accumulatorenbatterij gedurende de gehele ontlaadperiode blijft gehandhaafd op niet meer dan 12% boven of onder zijn nominale spanning;

    • 2. automatisch op het noodschakelbord te schakelen ingeval de elektrische hoofdkrachtbron uitvalt; en

    • 3. onmiddellijk ten minste aan de in paragraaf 4 vermelde diensten stroom te leveren.

  • 3.3 De volgende bepaling van paragraaf 3.1.2 geldt niet voor schepen gebouwd op of na 1 oktober 1994: tenzij een tweede, onafhankelijke aanzetinrichting voor het noodgenerator-aggregaat aanwezig is, dient de enig beschikbare bron van geaccumuleerde energie te worden beveiligd om te voorkomen dat deze volledig uitgeput raakt door de automatische aanzetinrichting.

  • 3.4 Voor schepen gebouwd op of na 1 juli 1998, waarvoor elektrisch vermogen nodig is voor herstel van de voortstuwing, moet het vermogen voldoende zijn om de voortstuwing van het schip te herstellen, eventueel met andere werktuigen, vanuit dood-schip-toestand binnen 30 minuten na een uitval.

• 4 De krachtens paragraaf 3.1.3 vereiste tijdelijke elektrische noodkrachtbron dient te bestaan uit een accumulatorenbatterij, opgesteld op een voor noodgebruik geschikte plaats, die dient te functioneren zonder tussentijds opladen, terwijl de spanning van de batterij gedurende de gehele ontlaadperiode blijft gehandhaafd op niet meer dan 12% boven of onder zijn nominale spanning en die voldoende capaciteit dient te hebben en zodanig moet zijn uitgevoerd dat hij, bij het eventueel uitvallen van hetzij de elektrische hoofdkrachtbron, hetzij de elektrische noodkrachtbron, automatisch ten minste de volgende diensten van stroom voorziet, indien zij voor hun werking afhankelijk zijn van een elektrische krachtbron:

  • 4.1 Gedurende een half uur aan:

    • 1. de ingevolge paragraaf 2.1 en 2.2.1 vereiste verlichting;

    • 2. alle volgens paragraaf 2.3.1, 2.3.3 en 2.3.4 vereiste diensten, tenzij deze diensten gedurende bedoelde tijdsduur onafhankelijk worden gevoed door een accumulatorenbatterij opgesteld op een voor noodgebruik geschikte plaats.

  • 4.2 kracht voor het bewegen van waterdichte deuren, als voorgeschreven door voorschrift 15, lid 7.3.3, hoewel gelijktijdig sluiten van alle deuren niet noodzakelijk is, tenzij is voorzien in een onafhankelijke tijdelijke bron van opgeslagen energie; de stroomkringen voor de bediening van de standaanwijzing en alarmering als vereist in voorschrift 15, lid 7.2, gedurende een halfuur.

• 5.1 Het noodschakelbord dient zo dicht bij de elektrische noodkrachtbron te zijn aangebracht als praktisch mogelijk is.

• 5.2 Wanneer de elektrische noodkrachtbron een generator is, dient het noodschakelbord in dezelfde ruimte te zijn geplaatst, tenzij de werking van het noodschakelbord hierdoor nadelig zou worden beïnvloed.

• 5.3 Een accumulatorenbatterij aangebracht in overeenstemming met dit Voorschrift mag niet worden opgesteld in dezelfde ruimte als het noodschakelbord. Op een daartoe geschikte plaats op het hoofdschakelbord of in de machinecontrolekamer moet een verklikker worden aangebracht die aangeeft wanneer de batterijen die hetzij de elektrische noodkrachtbron, hetzij de tijdelijke elektrische noodkrachtbron bedoeld in paragraaf 3.1.3 of 4 vormen, worden ontladen.

• 5.4 Het noodschakelbord dient gedurende normaal bedrijf te worden gevoed vanaf het hoofdschakelbord via een koppelkabel, die in het hoofdschakelbord afdoende moet zijn beveiligd tegen overbelasting en kortsluiting en die automatisch moet worden ontkoppeld op het noodschakelbord wanneer de elektrische hoofdkrachtbron uitvalt. Wanneer het systeem is ingericht voor terugvoeding moet de koppelkabel tevens in het noodschakelbord ten minste tegen kortsluiting zijn beveiligd.

• 5.5 Ten einde te verzekeren dat de noodkrachtbron onmiddellijk beschikbaar is, dienen voorzieningen te worden aangebracht om waar nodig, de stroomkringen die niet voor noodgevallen zijn bestemd, automatisch van het noodschakelbord af te schakelen, ten einde zeker te stellen dat er vermogen beschikbaar is voor de noodstroomkringen.

• 6 De noodgenerator en zijn aandrijfwerktuig en elke noodaccumulatorenbatterij dienen zodanig te zijn ontworpen en ingericht dat wordt verzekerd dat zij op vol vermogen zullen functioneren bij rechtliggend schip en bij slagzij tot 22,5 graad of kop- of stuurlast tot 10 graden of bij enige combinatie van de hellingshoeken binnen deze grenzen.

• 7 Voorzieningen moeten zijn aangebracht voor het periodiek beproeven van de gehele noodinstallatie, waaronder begrepen het testen van de automatische startinrichting.

Voorschrift 42-1. Extra noodverlichting voor ro/ro-passagiersschepen

(Dit voorschrift is van toepassing op alle passagiersschepen met ro/ro-laadruimten of ruimten van bijzondere aard zoals omschreven in voorschrift II-2/3, met dien verstande dat dit voorschrift uiterlijk 22 oktober 1990 van toepassing is op schepen gebouwd vóór 22 oktober 1989).

Behalve de noodverlichting vereist krachtens voorschrift 42.2 op elk passagiersschip met ro/ro-laadruimten of ruimten van bijzondere aard zoals omschreven in voorschrift II-2/3:

• .1 dienen alle passagiersruimten voor algemeen gebruik en alle gangen te zijn voorzien van extra noodverlichting die ten minste drie uur kan branden wanneer alle andere elektrische krachtbronnen zijn uitgevallen en ongeacht de mate van slagzij. De verlichting moet zodanig zijn dat de toegang tot de reddingmiddelen goed zichtbaar is. De krachtbron voor de extra verlichting dient te bestaan uit accumulatorbatterijen geplaatst binnen de verlichtingseenheden die, wanneer uitvoerbaar, voortdurend worden geladen vanaf het noodschakelbord. In plaats daarvan kan elke andere wijze van verlichting die ten minste even doeltreffend is door de Administratie worden aanvaard. De extra verlichting moet zodanig zijn dat het uitvallen van de lamp onmiddellijk blijkt. De accumulatorbatterijen moeten met geregelde tussenpozen worden vervangen met inachtneming van de aangegeven gebruiksduur onder de omgevingsvoorwaarden waaraan zij in het gebruik zijn onderworpen; en

• .2 dient een op een oplaadbare batterij werkende draagbare lamp voorhanden te zijn in elke gang van de ruimten voor de bemanning, ruimte voor recreatie en in elke werkruimte die gewoonlijk bezet is, tenzij extra noodverlichting zoals is vereist onder .1 is aangebracht.

Voorschrift 43. Elektrische noodkrachtbron op vrachtschepen

• 1.1 Er moet een onafhankelijk werkende elektrische noodkrachtbron zijn aangebracht.

• 1.2 De elektrische noodkrachtbron en eventuele bijbehorende transformatoren, de tijdelijke elektrische noodkrachtbron, het noodschakelbord en het noodverlichtingsschakelbord moeten boven het bovenste doorlopende dek zijn opgesteld en moeten gemakkelijk toegankelijk zijn vanaf het open dek. Zij mogen niet vóór het aanvaringsschot zijn geplaatst, tenzij dit in buitengewone omstandigheden door de Administratie wordt toegestaan.

• 1.3 De elektrische noodkrachtbron en eventuele bijbehorende transformatoren, de tijdelijke elektrische noodkrachtbron, het noodschakelbord en de noodverlichtingsschakelborden moeten ten opzichte van de elektrische hoofdkrachtbron en eventuele bijbehorende transformatoren en het hoofdschakelbord zodanig zijn opgesteld dat de voeding, de bediening en de verdeling van de noodstroomvoorziening niet kunnen worden beïnvloed door brand of een ander ongeval in de ruimten waarin de elektrische hoofdkrachtbron en eventuele bijbehorende transformatoren en het hoofdschakelbord zijn opgesteld of in een ruimte voor machines van categorie A, zulks ten genoegen van de Administratie. Voor zover uitvoerbaar, mag de ruimte waarin de elektrische noodkrachtbron en eventuele bijbehorende transformatoren, de tijdelijke elektrische noodkrachtbron en het noodschakelbord zijn opgesteld, niet grenzen aan de begrenzingen van ruimten voor machines van categorie A, noch aan de ruimten waarin de elektrische hoofdkrachtbron en eventuele bijbehorende transformatoren of het hoofdschakelbord zijn geplaatst.

• 1.4 Mits geëigende maatregelen zijn getroffen om de onafhankelijke werking in noodgeval onder alle omstandigheden te waarborgen, mag bij wijze van uitzondering en voor korte duur de noodgenerator worden gebruikt voor stroomvoorziening van andere noodstroomkringen.

• 2 Het beschikbare elektrische vermogen moet voldoende zijn om stroom te leveren aan al die diensten die in geval van nood essentieel zijn voor de veiligheid, waarbij naar behoren rekening moet worden gehouden met die diensten die te gelijker tijd in bedrijf moeten kunnen zijn. De elektrische noodkrachtbron moet in staat zijn om, rekening houdend met aanloopstromen en de tijdelijke aard van bepaalde belastingen, te gelijker tijd, gedurende de hierna aangegeven tijd, stroom te leveren aan ten minste de volgende diensten, indien deze voor hun werking afhankelijk zijn van een elektrische krachtbron:

  • 2.1. Gedurende 3 uur aan de noodverlichting bij elke appelplaats en elk inschepingsstation en buitenboord, zoals vereist volgens de Voorschriften III/11.4 en III/15.7.

  • 2.2. Gedurende 18 uur aan de noodverlichting:

    • 1. in alle gangen, bij alle trappen en uitgangen en in de kooien en schachten van personeelsliften in dienstruimten en ruimten voor accommodatie;

    • 2. in ruimten voor machines en hoofdgeneratorstations, met inbegrip van hun bedieningsplaatsen;

    • 3. in alle controlestations en machine-controlekamers en bij elk hoofd- en noodschakelbord;

    • 4. bij alle bergplaatsen van brandweeruitrustingen;

    • 5. bij de stuurinrichting;

    • 6. bij de brandbluspomp bedoeld in paragraaf 2.5, bij de sprinklerpomp, indien aanwezig, en bij de noodlenspomp, indien aanwezig, alsook op de plaatsen waar de motoren hiervan kunnen worden ingeschakeld; en

    • .7 in alle ladingpompkamers van tankschepen gebouwd op of na 1 juli 2002.

  • 2.3. Gedurende 18 uur:

    • .1 aan de navigatielichten en aan andere lichten vereist ingevolge de van kracht zijnde Internationale Bepalingen ter voorkoming van aanvaringen op zee; en

    • .2 op schepen die op of na 1 februari 1995 zijn gebouwd, aan de VHF-radio-installatie vereist ingevolge Voorschrift IV/7.1.1 en IV/7.1.2; en, indien van toepassing:

      • .2.1 aan de MF-radio-installatie vereist ingevolge de Voorschriften IV/9.1.1, IV/9.1.2, IV/10.1.2 en IV/10.1.3;

      • .2.2 aan het scheepssatellietstation vereist ingevolge Voorschrift IV/10.1.1; en

      • .2.3 aan de MF/HF-radioinstallatie vereist ingevolge de Voorschriften IV/10.2.1, IV/10.2.2 en IV/11/1.

  • 2.4. Gedurende 18 uur aan:

    • 1. alle interne communicatiemiddelen welke in geval van nood zijn vereist;

    • 2. de navigatiemiddelen aan boord van het schip als vereist krachtens Voorschrift V/12; waar het niet redelijk of uitvoerbaar is zodanige voorzieningen te treffen, kan de Administratie voor schepen kleiner dan 5000 ton bruto afzien van deze eisen;

    • 3. de brandontdekkings- en brandalarminstallatie; en

    • 4. het intermitterend gebruik van de dagseinlamp, de scheepsfluit, de met de hand te bedienen meldingspunten en alle interne signaleringen welke in geval van nood zijn vereist;

      tenzij deze diensten voor een periode van 18 uur onafhankelijk worden gevoed door een accumulatorenbatterij, opgesteld op een voor noodgebruik geschikte plaats.

  • 2.5. Gedurende 18 uur aan één van de krachtens Voorschrift II-2/ 4.3.1 en 4.3.3 vereiste brandbluspompen, indien deze voor zijn krachtvoorziening afhankelijk is van de noodgenerator.

  • 2.6.1. Gedurende de krachtens Voorschrift 29.14 vereiste tijd aan de stuurinrichting, indien krachtens dit Voorschrift wordt verlangd dat deze aldus wordt gevoed.

  • 2.6.2. Op een schip dat regelmatig voor korte reizen wordt gebruikt kan de Administratie, indien te haren genoegen is aangetoond dat een voldoende mate van veiligheid zou worden bereikt, een tijdsduur van minder dan de in paragraaf 2.2 tot 2.5 aangeduide 18 uur, maar van niet minder dan 12 uur aanvaarden.

• 3 De elektrische noodkrachtbron kan hetzij een generator, hetzij een accumulatorenbatterij zijn, die dient te voldoen aan de volgende eisen:

  • 3.1. Wanneer de elektrische noodkrachtbron een generator is, dient deze:

    • 1. te worden aangedreven door een daartoe geschikt aandrijfwerktuig met een onafhankelijke voorziening van de brandstof waarvan het vlampunt (gesloten kroesmethode) niet lager is dan 43°C;

    • 2. automatisch te starten wanneer de voeding vanaf de elektrische hoofdkrachtbron uitvalt tenzij is voorzien in een tijdelijke elektrische noodkrachtbron in overeenstemming met paragraaf 3.1.3; wanneer de noodgenerator automatisch wordt gestart, moet deze automatisch worden overgeschakeld op het noodschakelbord; de in paragraaf 4 bedoelde diensten moeten dan automatisch worden overgeschakeld op het noodgeneratoraggregaat; en tenzij er een tweede onafhankelijke startinrichting voor het noodgeneratoraggregaat aanwezig is, dient de enig beschikbare bron van geaccumuleerde energie te worden beveiligd om te voorkomen dat deze volledig uitgeput raakt door de automatische aanzetinrichting; en

    • 3. te zijn voorzien van een tijdelijke elektrische noodkrachtbron als vermeld in paragraaf 4 tenzij is voorzien in een noodgenerator die in staat is de in die paragraaf genoemde diensten te voeden en die automatisch kan worden aangezet en de vereiste belasting kan leveren zo snel als veilig en uitvoerbaar is, zulks echter binnen maximaal 45 seconden.

  • 3.2. Wanneer de elektrische noodkrachtbron een accumulatorenbatterij is, dient deze in staat te zijn:

    • 1. de elektrische noodbelasting op te nemen zonder tussentijds opladen, terwijl de spanning van de accumulatorenbatterij gedurende de gehele ontlaadperiode blijft gehandhaafd op niet meer dan 12% boven of onder zijn nominale spanning;

    • 2. automatisch op het noodschakelbord te schakelen ingeval de elektrische hoofdkrachtbron uitvalt; en

    • 3. onmiddellijk ten minste aan de in paragraaf 4 vermelde diensten stroom te leveren.

  • 3.3 De volgende bepaling van paragraaf 3.1.2 geldt niet voor schepen gebouwd op of na 1 oktober 1994:

    tenzij een tweede, onafhankelijke aanzetinrichting voor het noodgenerator-aggregaat aanwezig is, dient de enig beschikbare bron van geaccumuleerde energie te worden beveiligd om te voorkomen dat deze volledig uitgeput raakt door de automatische aanzetinrichting.

  • 3.4 Voor schepen gebouwd op of na 1 juli 1998, waarvoor elektrisch vermogen nodig is voor herstel van de voortstuwing, moet het vermogen voldoende zijn om de voortstuwing van het schip te herstellen, eventueel met andere werktuigen, vanuit dood-schip-toestand binnen 30 minuten na een uitval.

• 4 De krachtens paragraaf 3.1.3 vereiste tijdelijke elektrische noodkrachtbron dient te bestaan uit een accumulatorenbatterij, opgesteld op een voor noodgebruik geschikte plaats, die dient te functioneren zonder tussentijds opladen, terwijl de spanning van de batterij gedurende de gehele ontlaadperiode blijft gehandhaafd op niet meer dan 12% boven of onder zijn nominale spanning en die voldoende capaciteit dient te hebben en zodanig moet zijn uitgevoerd dat hij, bij het eventuele uitvallen van hetzij de elektrische hoofdkrachtbron, hetzij de elektrische noodkrachtbron, automatisch ten minste gedurende een half uur de volgende diensten van stroom voorziet, indien zij voor hun werking afhankelijk zijn van een elektrische krachtbron:

  • 1. de ingevolge paragraaf 2.1, 2.2 en 2.3.1 vereiste verlichting. Voor deze overgangsfase kan in de vereiste elektrische noodverlichting ten behoeve van de ruimte voor machines alsook van de ruimten voor accommodatie en dienstruimten worden voorzien door permanent vast aangebrachte, individuele, automatisch opgeladen accumulatorenlampen die in werking worden gesteld met behulp van een relais; en

  • 2. alle volgens paragraaf 2.4.1, 2.4.3 en 2.4.4 vereiste diensten, tenzij deze diensten gedurende bedoelde tijdsduur onafhankelijk worden gevoed door een accumulatorenbatterij opgesteld op een voor noodgebruik geschikte plaats.

• 5.1 Het noodschakelbord dient zo dicht bij de elektrische noodkrachtbron te zijn aangebracht als praktisch mogelijk is.

• 5.2 Wanneer de elektrische noodkrachtbron een generator is, dient het noodschakelbord in dezelfde ruimte te zijn geplaatst, tenzij de werking van het noodschakelbord hierdoor nadelig zou worden beïnvloed.

• 5.3 Een accumulatorenbatterij aangebracht in overeenstemming met dit Voorschrift mag niet worden opgesteld in dezelfde ruimte als het noodschakelbord. Op een daartoe geschikte plaats op het hoofdschakelbord of in de machinecontrolekamer moet een verklikker worden aangebracht die aangeeft wanneer de batterijen die hetzij de elektrische noodkrachtbron, hetzij de tijdelijke elektrische krachtbron bedoeld in paragraaf 3.2 of 4 vormen, worden ontladen.

• 5.4 Het noodschakelbord dient gedurende normaal bedrijf te worden gevoed vanaf het hoofdschakelbord via een koppelkabel, die in het hoofdschakelbord afdoende moet zijn beveiligd tegen overbelasting en kortsluiting en die automatisch moet worden ontkoppeld op het noodschakelbord wanneer de elektrische hoofdkrachtbron uitvalt. Wanneer het systeem is ingericht voor terugvoeding moet de koppelkabel tevens in het noodschakelbord ten minste tegen kortsluiting zijn beveiligd.

• 5.5 Ten einde te verzekeren dat de noodkrachtbron onmiddellijk beschikbaar is, dienen voorzieningen te worden aangebracht om waar nodig, de stroomkringen die niet voor noodgevallen zijn bestemd, automatisch van het noodschakelbord af te schakelen, ten einde zeker te stellen dat er automatisch elektrisch vermogen beschikbaar is voor de noodstroomkringen.

• 6 De noodgenerator en zijn aandrijfwerktuig en elke noodaccumulatorenbatterij dienen zodanig te zijn ontworpen en ingericht dat wordt verzekerd dat zij op vol vermogen zullen functioneren bij rechtliggend schip en bij slagzij tot 22,5 graad of kop- of stuurlast tot 10 graden of bij enige combinatie van de hellingshoeken binnen deze grenzen.

• 7 Voorzieningen moeten zijn aangebracht voor het periodiek beproeven van de gehele noodinstallatie, waaronder begrepen het testen van de automatische startinrichting.

Voorschrift 44. Aanzetinrichtingen voor noodgeneratoraggregaten

• 1 Noodgeneratoraggregaten dienen bij een temperatuur van 0°C onmiddellijk te kunnen worden aangezet vanuit koude toestand. Indien dit niet mogelijk is of indien het waarschijnlijk is dat lagere temperaturen zullen optreden, dienen er voor de Administratie aanvaardbare voorzieningen te worden getroffen voor het onderhouden van verwarmingsinstallaties ten einde te waarborgen dat de generatoraggregaten onmiddellijk starten.

• 2 Ieder noodgeneratoraggregaat dat is ingericht voor automatisch starten dient te zijn voorzien van een door de Administratie goedgekeurd aanzetsysteem met voldoende geaccumuleerde energie voor drie achtereenvolgende starts. Voorts dient er een tweede krachtbron aanwezig te zijn voor nog eens drie aanvullende starts binnen 30 minuten, tenzij kan worden aangetoond dat het generatoraggregaat met succes met de hand kan worden aangezet.

• 2.1 Schepen gebouwd op of na 1 oktober 1994 moeten, in plaats van aan de bepaling van de tweede zin van paragraaf 2, voldoen aan de volgende vereisten:

  De bron van geaccumuleerde energie moet worden beschermd om te voorkomen dat deze kritisch uitgeput raakt door de automatische aanzetinrichting, tenzij er een tweede, onafhankelijke aanzetinrichting aanwezig is. Voorts moet er een tweede krachtbron aanwezig zijn voor nog eens drie aanvullende starts binnen 30 minuten, tenzij kan worden aangetoond dat het generatoraggregaat met succes met de hand kan worden aangezet.

• 3 De geaccumuleerde energie dient te allen tijde als volgt in stand te worden gehouden:

  • 1. elektrische en hydraulische aanzetsystemen dienen te worden gevoed vanaf het noodschakelbord;

  • 2. druklucht-startsystemen kunnen worden gevoed door de hoofd- of hulpluchtvaten via een hiertoe geschikte terugslagklep of door een noodluchtcompressor, die, indien elektrisch aangedreven, moet worden gevoed vanaf het noodschakelbord;

  • 3. al deze start-, oplaad- en energie-accumulatievoorzieningen dienen zich te bevinden in de noodgeneratorruimte; deze inrichtingen mogen voor geen ander doel worden gebruikt dan voor het functioneren van de noodgeneratorset. Dit betekent echter niet dat het opvullen van het luchtvat van het noodgeneratoraggregaat vanuit het hoofd- of hulpluchtsysteem via de in de noodgeneratorruimte aangebrachte terugslagklep niet is toegestaan.

• 4.1 Wanneer automatisch starten niet is vereist, kan worden toegestaan dat met de hand wordt gestart, zoals door middel van aanslingeren, of met behulp van vliegwielstarters, met de hand bediende hydraulische accumulatoren of kruitstartpatronen, indien kan worden aangetoond dat deze methoden doeltreffend werken.

• 4.2 Wanneer het met de hand starten niet uitvoerbaar is. moet worden voldaan aan de paragrafen 2 en 3, met dien verstande dat het aanzetten met de hand mag worden ingeleid.

Voorschrift 45. Voorzorgsmaatregelen tegen gevaar van aanraken van onder spanning staande delen, tegen brand en andere gevaren van elektrische oorsprong

(De paragrafen 10 en 11 van dit voorschrift zijn van toepassing op schepen gebouwd op of na 1 januari 2007)

• 1.1 Onbeschermde metalen delen van elektrische machines of uitrusting die niet zijn bestand om onder spanning te staan, maar die door een defect wel onder spanning zouden kunnen komen, dienen te zijn geaard, tenzij de machines of de uitrusting:

  • 1. worden gevoed met een spanning niet hoger dan 50V bij gelijkstroom of 50V tussen de geleiders bij wisselstroom; om deze spanning te bereiken, mogen geen spaartransformatoren worden gebruikt; of

  • 2. worden gevoed met een spanning niet hoger dan 250V, verkregen van beschermingstransformatoren, waarop slechts één verbruiksinstallatie is aangesloten; of

  • 3. zijn geconstrueerd volgens het beginsel van dubbele isolatie.

• 1.2 De Administratie kan aanvullende voorzorgsmaatregelen verlangen voor verplaatsbare elektrische uitrustingen die worden gebruikt in afgesloten of uitzonderlijk vochtige ruimten waar bijzondere gevaren kunnen bestaan als gevolg van geleidbaarheid.

• 1.3 Alle elektrische apparaten dienen zodanig te zijn geconstrueerd en zodanig te zijn aangebracht dat zij geen letsel veroorzaken bij normale behandeling of aanraking.

• 2 Hoofd- en noodschakelborden dienen zodanig te zijn geïnstalleerd dat het personeel in voorkomend geval zonder gevaar gemakkelijk toegang kan verkrijgen tot apparatuur en uitrusting. De zijkanten en de achterzijde en, waar nodig, de voorzijde van de schakelborden dienen doelmatig te zijn beschermd. Aan de voorzijde van zodanige schakelborden mogen geen onbeschermde, stroomvoerende delen zijn aangebracht, waarvan de spanning ten opzichte van de aarde hoger ligt dan een door de Administratie vast te stellen spanning. Waar nodig moeten aan de voor- en achterzijde van het schakelbord matten of roosters zijn aangebracht van niet geleidend materiaal.

• 3.1 Het verdeelsysteem waarbij het schip als terugleiding wordt gebruikt, mag voor geen enkel doel worden gebruikt op een tankschip, of voor krachtvoorziening, verwarming of verlichting op enig ander schip van 1600 ton bruto of meer.

• 3.2 De vereisten vervat in paragraaf 3.1 sluiten, onder door de Administratie aanvaarde voorwaarden, niet uit het gebruik van:

  • 1. kathodische bescherming met opgedrukte stroom;

  • 2. beperkte en plaatselijk geaarde systemen; of

  • 3. apparatuur voor controle van de isolatieweerstand, mits de circulatiestroom onder de meest ongunstige omstandigheden niet meer bedraagt dan 30mA.

• 3.2.1 Voor schepen gebouwd op of na 1 oktober 1994 sluit het vereiste van paragraaf 3.1 niet het gebruik uit van beperkte en plaatselijk geaarde systemen, mits mogelijk hieruit voortkomende stroom niet rechtstreeks door een van de gevaarlijke ruimten kan stromen.

• 3.3 Waar gebruik wordt gemaakt van het verdeelsysteem met het schip als terugleiding dienen alle eindgroepen, dat wil zeggen alle stroomkringen na de laatste beveiliging, dubbelpolig te zijn en moeten ten genoegen van de Administratie bijzondere voorzorgsmaatregelen worden getroffen.

• 4.1 Op een tankschip mogen geen geaarde verdeelsystemen worden gebruikt. De Administratie kan bij wijze van uitzondering toestaan dat op een tankschip in draaistroominstallaties met een lijnspanning van 3.000V of hoger, het sterpunt wordt geaard, mits mogelijk hieruit voortkomende stroom niet rechtstreeks door een van de gevaarlijke ruimten kan stromen.

• 4.2 Wanneer een niet-geaard primair of secundair verdeelsysteem wordt gebruikt voor krachtvoorziening, verwarming of verlichting, moet dit zijn voorzien van een middel om de isolatieweerstand ten opzichte van de aarde voortdurend te controleren en dat een hoorbare of zichtbare aanwijzing geeft wanneer de isolatieweerstand abnormaal laag is.

• 4.3 Schepen gebouwd op of na 1 oktober 1994 moeten, in plaats van aan de bepalingen van paragraaf 4.1, voldoen aan de volgende vereisten:

  • .1 Behalve voor zover toegestaan krachtens 4.3.2, mogen op een tankschip geen geaarde verdeelsystemen worden gebruikt.

  • .2 Het vereiste van paragraaf 4.3.1 sluit het gebruik niet uit van geaarde intrinsiek veilige stroomkringen en daarnaast, onder door de Administratie goedgekeurde voorwaarden, het gebruik van de volgende geaarde systemen:

    • .2.1 elektrisch gevoede stroomkringen voor bediening en instrumentatie waar om technische redenen of veiligheidsredenen het gebruik van een niet-geaard systeem is uitgesloten, mits de stroom in de scheepsromp beperkt is tot niet meer dan 5 ampères zowel onder normale omstandigheden als tijdens storingen;

    • .2.2 beperkte en plaatselijk geaarde systemen, mits mogelijk hieruit voortkomende stroom niet rechtstreeks door een van de gevaarlijke ruimten kan stromen; of

    • .2.3 draaistroominstallaties met een lijnspanning van 1.000 V effectieve waarde of hoger, mits mogelijk hieruit voortkomende stroom niet rechtstreeks door een van de gevaarlijke ruimten kan stromen.

• 5.1 Behoudens toestemming van de Administratie in uitzonderlijke omstandigheden, dienen alle metalen mantels en afschermingen van kabels in elektrische zin continu en geaard te zijn.

• 5.2 Alle elektrische kabels en alle uitwendige bedrading naar apparatuur, dienen ten minste van een vlamvertragend type te zijn en dienen zodanig te zijn aangebracht dat hun oorspronkelijke vlamvertragende eigenschappen niet worden aangetast. Waar nodig voor bijzondere toepassingen kan de Administratie toestaan dat speciale soorten kabels worden gebruikt, zoals hoog-frequentkabels, die niet voldoen aan de hierboven vervatte vereisten.

• 5.3 Kabels en bedrading die dienen voor de essentiële krachtvoorziening of de noodkrachtvoorziening, voor verlichting, interne communicatie of signaalinrichtingen, dienen, voor zover mogelijk, niet door kombuizen, wasruimten, ruimten voor machines van categorie A en hun schachten, alsmede andere zeer brandgevaarlijke ruimten te worden gevoerd. Op ro-ro passagiersschepen moet de bekabeling voor noodalarmen en voor scheepsomproepsystemen die op of na 1 juli 1998 zijn geïnstalleerd, worden goedgekeurd door de Administratie, rekening houdend met de aanbevelingen van de Organisatie. Kabels die de brandbluspompen verbinden met het noodschakelbord dienen brandbestendig te zijn daar waar zij door sterk brandgevaarlijke ruimten lopen. Waar mogelijk dienen al dit soort kabels zodanig te zijn aangelegd dat zij niet onbruikbaar kunnen worden door eventuele verhitting van de schotten als gevolg van brand in een aangrenzende ruimte.

• 5.4 Wanneer kabels die in gevaarlijke ruimten zijn aangebracht gevaar van brand of ontploffing met zich brengen in geval van een elektrisch defect in zodanige ruimten, dienen, ten genoegen van de Administratie, bijzondere voorzorgen tegen zodanige risico's te zijn getroffen.

• 5.5 Kabels en bedrading dienen op zodanige wijze te zijn aangebracht en ondersteund dat schavielen of andere schade wordt vermeden.

• 5.6 Aansluitingen en aftakkingen van alle leidingen dienen zodanig te zijn vervaardigd dat de oorspronkelijke elektrische, mechanische, vlamvertragende en, waar nodig, brandwerende eigenschappen van de kabel behouden blijven.

• 6.1 Iedere afzonderlijke stroomkring dient te zijn beveiligd tegen kortsluiting en tegen overbelasting, behalve als toegestaan ingevolge Voorschrift 29 en 30, of wanneer de Administratie bij wijze van uitzondering anderszins toestaat.

• 6.2 De nominale waarde of de juiste afstelling van de beveiliging tegen overbelasting dient voor iedere stroomkring permanent te zijn aangegeven ter plaatse van de beveiligingsinrichting.

• 7 Verlichtingsarmaturen dienen zodanig te zijn geïnstalleerd dat geen temperatuurstijging kan ontstaan die de kabels en de bedrading zouden kunnen beschadigen en dat een te sterke verhitting van omringend materiaal wordt voorkomen.

• 8 Alle stroomkringen voor verlichting en krachtvoorziening in een bunker of een laadruimte dienen te zijn voorzien van een meerpolige schakelaar buiten die ruimte, om zodanige stroomkringen te kunnen verbreken.

• 9.1 Accumulatorenbatterijen moeten op een daartoe geschikte plaats zijn ondergebracht en de primair hiervoor gebruikte ruimten moeten doelmatig zijn ingericht en doeltreffend worden geventileerd.

• 9.2 In zodanige ruimten mogen zich geen elektrische of andere uitrustingen bevinden, die een ontstekingsbron kunnen vormen voor brandbare gassen behalve zoals toegestaan krachtens paragraaf 10.

• 9.3 Accumulatorenbatterijen mogen niet zijn opgesteld in nachtverblijven, behalve wanneer zij ten genoegen van de Administratie hermetisch zijn afgesloten.

• 10 Er mogen geen elektrische uitrustingen worden aangebracht in een ruimte waarin zich brandbare mengsels zouden kunnen verzamelen, bijvoorbeeld in afdelingen die in hoofdzaak zijn bestemd voor accumulatorbatterijen, in verfhutten, opslagruimten voor acetyleen of soortgelijke ruimten, tenzij ten genoegen van de Administratie is aangetoond dat zodanige uitrusting:

  • .1 van essentieel belang is om bedrijfstechnische redenen;

  • .2 van een type is dat het betrokken mengsel niet zal ontsteken;

  • .3 geschikt is voor de betrokken ruimte; en

  • .4 geschikt is verklaard voor veilig gebruik in de stoffen, dampen of gassen zoals die waarschijnlijk zullen voorkomen.

• 11 Op tankschepen mogen elektrische apparatuur, kabels en bedrading niet worden aangebracht op gevaarlijke plaatsen, tenzij deze voldoen aan normen die niet minder strikt zijn dan die welke voor de Organisatie aanvaardbaar zijn. Echter, op plaatsen waarvoor die normen niet gelden, mogen elektrische apparatuur, kabels en bedrading die niet voldoen aan de normen op gevaarlijke plaatsen worden aangebracht na een risicobeoordeling ten genoegen van de Administratie, teneinde te garanderen dat een gelijkwaardig niveau van veiligheid wordt gewaarborgd.

• 12 Op een passagiersschip dienen de stroomverdelingssystemen zodanig te zijn aangebracht dat brand in een van de verticale hoofdsecties, zoals omschreven in Voorschrift II-2/3.9, niet de diensten die essentieel zijn voor de veiligheid in een andere zodanige sectie zal ontregelen. Aan deze eis zal zijn voldaan indien de hoofd- en noodvoedingleidingen die door een zodanige sectie lopen zowel verticaal, als horizontaal, zo ver mogelijk uit elkaar lopen.

DEEL E. - AANVULLENDE VEREISTEN VOOR RUIMTEN VOOR MACHINES DIE PERIODIEK ZONDER TOEZICHT ZIJN

(Deel E is van toepassing op vrachtschepen, met dien verstande dat Voorschrift 54 betrekking heeft op passagiersschepen)

Voorschrift 46. Algemeen

• 1 De aangebrachte voorzieningen dienen zodanig te zijn dat hiermede wordt verzekerd dat de veiligheid van het schip onder alle vaaromstandigheden, met inbegrip van het manoeuvreren, gelijk is aan die van een schip waarin de ruimten voor machines zijn bemand.

• 2 Ten genoegen van de Administratie moeten maatregelen zijn getroffen om te verzekeren dat de installatie betrouwbaar functioneert en moeten bevredigende regelingen zijn getroffen voor regelmatige inspecties en routine-controle, ten einde een voortdurende betrouwbare werking te waarborgen.

• 3 Ieder schip dient ten genoegen van de Administratie te zijn voorzien van documenten waaruit blijkt dat het geschikt is te functioneren met ruimten voor machines die periodiek zonder toezicht zijn.

Voorschrift 47. Brandpreventie

• 1 Er dienen middelen aanwezig te zijn om een eventuele brand in een vroeg stadium te ontdekken en alarm te geven:

  • 1. in toevoerluchtkanalen en afvoergassenkanalen van ketels; en

  • 2. in spoelluchtkanalen van voortstuwingswerktuigen, tenzij de Administratie dit in een bepaald geval onnodig acht.

• 2 Verbrandingsmotoren die een vermogen van 2250 kW of meer hebben, of die cylinders met een diameter van meer dan 300 mm hebben, dienen te zijn voorzien van krukkast-olie-mistdetectors of van controleapparatuur voor de temperatuur van de motorlagers, dan wel gelijkwaardige inrichtingen.

Voorschrift 48. Bescherming tegen vollopen

• 1 Lensputten in ruimten voor machines die periodiek zonder toezicht zijn, dienen op zodanige plaats te zijn aangebracht en op zodanige wijze te worden gecontroleerd dat de opeenhoping van vloeistoffen wordt ontdekt bij een normale trim- en hellingshoek en zij moeten groot genoeg zijn om gemakkelijk de normale lekkage te kunnen bevatten over de periode dat de desbetreffende ruimten zonder toezicht zijn.

• 2 Wanneer de lenspompen automatisch kunnen worden aangezet, dienen er middelen aanwezig te zijn om aan te geven wanneer er meer vloeistof binnenstroomt dan de pomp kan verwerken of wanneer de pomp vaker werkt dan onder normale omstandigheden te verwachten zou zijn. Voor deze gevallen kunnen kleinere lensputten worden toegestaan, om een redelijk tijdvak te overbruggen. Wanneer er automatisch geregelde lenspompen zijn aangebracht, dient bijzondere aandacht te worden geschonken aan de vereisten met betrekking tot voorkoming van verontreiniging door olie.

• 3 De bedieningsmiddelen van een afsluiter in een zeewaterinlaat, in een leiding onder de waterlijn of in een lens-injectorsysteem dienen zich op een zodanige plaats te bevinden dat er voldoende tijd is om deze in werking te stellen ingeval er in de desbetreffende ruimte water binnenstroomt, waarbij rekening moet worden gehouden met de tijd die vermoedelijk nodig is om zodanige bedieningsmiddelen te bereiken en in werking te stellen. Indien het niveau waar de ruimte zou kunnen vollopen wanneer het schip geheel is geladen dit vereist, dienen er voorzieningen te worden getroffen om de bedieningsmiddelen vanuit een boven dit niveau gelegen positie in werking te stellen.

Voorschrift 49. Bediening van de voortstuwingswerktuigen vanaf de brug

• 1 Onder alle vaaromstandigheden, met inbegrip van het manoeuvreren, dienen de snelheid, de richting van de stuwdruk en, indien van toepassing, de spoed van de schroef volledig regelbaar te zijn vanaf de brug.

  • 1.1. Zulk een afstandbediening dient plaats te vinden door middel van één enkel bedieningssysteem voor iedere schroef apart, waarbij automatisch alle daarbij behorende voorzieningen, waar nodig met inbegrip van middelen ter voorkoming van overbelasting van de voortstuwingswerktuigen, in werking treden.

  • 1.2. Het hoofdvoortstuwingswerktuig moet zijn voorzien van een noodstopinrichting op de brug, die onafhankelijk is van de brugbediening.

• 2 Manoeuvreerorders vanaf de brug moeten, al naar gelang, worden aangegeven in de controlekamer voor de hoofdvoortstuwingsinstallatie, of op de manoeuvreerstand.

• 3 Afstandbediening van de voortstuwingswerktuigen mag slechts vanaf één plaats tegelijk mogelijk zijn; op die bedieningsplaatsen mogen met elkaar verbonden onderstations aanwezig zijn. Op elke bedieningsplaats moet kunnen worden afgelezen vanuit welke bedieningsplaats de voortstuwingswerktuigen worden bediend. Het overbrengen van de bediening tussen de brug en de voortstuwingsruimten dient uitsluitend in de hoofdvoortstuwingsruimte of in de hoofdcontrolekamer mogelijk te zijn. Het systeem dient voorzieningen te omvatten om te voorkomen dat de stuwkracht aanzienlijk verandert, wanneer de bediening van de ene plaats naar de andere wordt overgeschakeld.

• 4 Alle werktuigen die essentieel zijn voor de veilige werking van het schip moeten lokaal kunnen worden bediend, zelfs in geval van storing in enig deel van het automatische bedieningssysteem of het afstandbedieningssysteem.

• 5 Het automatische afstandbedieningssysteem dient zodanig te zijn ontworpen dat in geval van het uitvallen hiervan een alarm wordt gegeven. Tenzij de Administratie dit niet praktisch uitvoerbaar acht, moeten de ingestelde snelheid en de richting van de stuurdruk van de schroef worden gehandhaafd totdat de lokale bediening in bedrijf is.

• 6 Op de brug dienen aanwijsinstrumenten aanwezig te zijn voor:

  • 1. schroeftoerental en -draairichting, ingeval het vaste schroeven betreft; of

  • 2. de snelheid en de spoed van de schroef, ingeval het verstelbare schroeven betreft.

• 7 Het aantal achtereenvolgende automatische pogingen waarbij tevergeefs wordt getracht de voortstuwingswerktuigen in werking te stellen, dient beperkt te zijn zodat voldoende aanzetluchtdruk aanwezig blijft. Er dient een alarm aanwezig te zijn dat aangeeft wanneer de aanzetluchtdruk te laag is en dat aanspreekt op een druk waarbij het nog altijd mogelijk is de voortstuwingswerktuigen aan te zetten.

Voorschrift 50. Communicatie

Er dient een betrouwbare spreekverbinding aanwezig te zijn tussen hetzij de controlekamer voor de hoofdvoortstuwing hetzij de bedieningsplaats van de voortstuwingswerktuigen, en de brug en de verblijven van de werktuigkundigen.

Voorschrift 51. Alarmsysteem

• 1 Er dient een alarmsysteem aanwezig te zijn dat ieder defect aangeeft waaraan aandacht moet worden geschonken; het dient:

  • 1. een hoorbaar alarm te kunnen produceren in de controlekamer voor de hoofdvoortstuwing of op de bedieningsplaats van de voortstuwingswerktuigen en iedere afzonderlijke alarmfunctie op een passende plaats zichtbaar aan te geven;

  • 2. te zijn aangesloten op de ruimten voor algemeen gebruik door de werktuigkundigen en door middel van een keuzeschakelaar met elke hut van een werktuigkundige, ten einde de verbinding met ten minste één van deze hutten te verzekeren. De Administratie kan gelijkwaardige voorzieningen toestaan;

  • 3. een hoorbaar en zichtbaar alarm op de brug te geven voor iedere situatie die maatregelen van de zijde van, dan wel aandacht van de officier van de wacht vereist;

  • 4. voor zover uitvoerbaar zodanig te zijn ontworpen dat een storing in het systeem door het systeem zelf wordt aangegeven; en

  • 5. het in Voorschrift 38 vereiste alarm voor werktuigkundigen in werking te stellen, indien er niet binnen een bepaalde tijd ter plaatse aandacht is geschonken aan een alarmfunctie.

• 2.1 Het alarmsysteem dient voortdurend bekrachtigd te worden en dient te beschikken over een automatische overschakeling op een reservekrachtvoorziening ingeval de normale krachtvoorziening uitvalt.

• 2.2 Het uitvallen van de normale krachtvoorziening voor het alarmsysteem dient te worden aangegeven door middel van een alarmsignaal.

• 3.1 Het alarmsysteem dient meer dan één defect tegelijk te kunnen aangeven en het accepteren van één alarm, mag niet verhinderen dat er nog een alarm wordt gegeven.

• 3.2 Wanneer er op de in paragraaf 1 bedoelde plaats een alarm wordt aanvaard, dient dit te worden aangeduid op de plaatsen waar het werd kenbaar gemaakt. Alarmsignalen dienen te blijven gehandhaafd totdat zij worden aanvaard en de zichtbare aanduidingen van individuele alarmsignalen dienen voort te duren totdat het defect is verholpen waarna het alarmsysteem automatisch weer in zijn normale bedrijfstoestand wordt gebracht.

Voorschrift 52. Beveiligingssystemen

Er dient een beveiligingssysteem aanwezig te zijn om te verzekeren dat bij een ernstige storing in de werking van de machine-installatie of van de ketels, die een onmiddellijk gevaar oplevert, automatisch dat deel van de installatie wordt gestopt en dat er alarm wordt gegeven. Het stoppen van de voortstuwingsinstallatie mag niet automatisch gebeuren, behalve in gevallen waarin ernstige schade zou kunnen optreden, waarin het systeem volledig onklaar zou kunnen geraken of waarin er kans is op ontploffing. Wanneer er voorzieningen zijn aangebracht om het stoppen van de hoofdvoortstuwingswerktuigen te overbruggen, dienen deze zodanig te zijn uitgevoerd dat een ongewild gebruik ervan niet mogelijk is. Wanneer de overbrugging in werking is gesteld, dient dit op zichtbare wijze te worden aangegeven.

Voorschrift 53. Bijzondere vereisten voor de machine-installaties, de ketels en de elektrische installaties

• 1 De bijzondere vereisten voor de machine-installaties, de ketels en de elektrische installaties dienen ten genoegen van de Administratie te zijn en dienen ten minste de in dit Voorschrift vervatte vereisten te omvatten.

• 2 De elektrische hoofdkrachtbron dient aan de volgende voorwaarden te voldoen:

  • 2.1. Wanneer het elektrisch vermogen normaal kan worden geleverd door één generator, dienen geschikte inrichtingen aanwezig te zijn om de belasting te verlagen, ten einde te verzekeren dat de voeding van voorzieningen die zijn vereist voor de voortstuwing en de besturing, alsmede voor de veiligheid van het schip, in stand blijft. Ingeval de in bedrijf zijnde generator onklaar raakt, dienen passende voorzieningen te worden getroffen voor het automatisch aanzetten en het inschakelen op het hoofdschakelbord van een reservegenerator met voldoende vermogen om de voortstuwing en de besturing mogelijk te maken, alsmede de veiligheid van het schip te verzekeren, terwijl de essentiële hulpwerktuigen, met inbegrip van - waar noodzakelijk - de hiermede samenhangende functies, automatisch opnieuw in bedrijf worden gesteld. De Administratie kan voor een schip van minder dan 1.600 ton vrijstelling van deze eis verlenen, indien een en ander onuitvoerbaar wordt geacht.

  • 2.2. Indien het elektrisch vermogen normaliter wordt geleverd door meerdere generatoren die te gelijker tijd parallel werken, dienen voorzieningen te zijn getroffen, bijvoorbeeld door verlaging van de belasting, om te verzekeren dat, ingeval één van deze generatoren uitvalt, de overige in bedrijf blijven zonder dat zij overbelast raken, ten einde de voortstuwing en de besturing mogelijk te maken en de veiligheid van het schip te verzekeren.

• 3 Wanneer voor andere hulpwerktuigen, die essentieel zijn voor de voortstuwing, reserve-installaties zijn vereist, dienen automatische overschakelingsvoorzieningen te zijn aangebracht.

• 4 Automatisch bedienings- en alarmsysteem.

  • 4.1. Het bedieningssysteem dient zodanig te zijn dat de voorzieningen die nodig zijn voor de werking van de hoofdvoortstuwingsinstallatie en bijbehorende hulpwerktuigen, worden gewaarborgd door middel van de noodzakelijke automatische inrichtingen.

  • 4.2. Bij automatische overschakeling dient een alarm te worden gegeven.

  • 4.3. Er dient een alarmsysteem voor alle belangrijke drukken, temperaturen en vloeistofniveaus en andere essentiële parameters te zijn aangebracht, dat voldoet aan het bepaalde in Voorschrift 51.

  • 4.4. Er dient een centrale bedieningsplaats te zijn aangebracht, waar zich de noodzakelijke alarmborden bevinden waarop elk alarm wordt aangegeven.

• 5 Er dienen middelen te zijn aangebracht om de aanzetluchtdruk op het vereiste niveau te houden wanneer er voor de hoofdvoortstuwing gebruik wordt gemaakt van verbrandingsmotoren.

Voorschrift 54. Bijzondere overwegingen voor passagiersschepen

De Administratie dient bijzondere aandacht te schenken aan passagiersschepen, waar het de vraag betreft of de ruimten voor machines al dan niet periodiek zonder toezicht mogen zijn en, zo ja, of er dan aanvullende vereisten, naast die welke in deze Voorschriften zijn vervat, noodzakelijk zijn om te komen tot dezelfde mate van veiligheid als bij ruimten voor machines waarop normaal toezicht wordt uitgeoefend.

HOOFDSTUK II-2. CONSTRUCTIE - BESCHERMING TEGEN, ALSMEDE OPSPOREN EN BLUSSEN VAN BRAND

DEEL A. – ALGEMEEN

Voorschrift 1. Toepassing

• 1. Toepassing

  • 1.1 Tenzij uitdrukkelijk anders bepaald, is dit hoofdstuk van toepassing op schepen gebouwd op of na 1 juli 2002.

  • 1.2 Voor de toepassing van dit hoofdstuk:

    • .1 wordt verstaan onder schepen die worden gebouwd: schepen waarvan de kiel wordt gelegd of waarvan de bouw zich in een soortgelijk stadium bevindt;

    • .2 wordt verstaan onder alle schepen: schepen, ongeacht het type, gebouwd vóór, op of na 1 juli 2002; en

    • .3 wordt een vrachtschip - ongeacht wanneer dit is gebouwd - dat wordt verbouwd tot passagiersschip, beschouwd als een passagiersschip gebouwd op de datum waarop een dergelijke verbouwing wordt aangevangen.

  • 1.3 Voor de toepassing van dit hoofdstuk wordt verstaan onder „een soortgelijk bouwstadium” het stadium waarin:

    • .1 de bouw specifiek voor een bepaald schip aanvangt; en

    • .2 is aangevangen met de montage van dat schip, die ten minste 50 ton of 1 procent van de geschatte massa van alle bouwmateriaal omvat, naar gelang van welke van beide het minst is.

• 2. Vereisten die op bestaande schepen van toepassing zijn

  • 2.1 Tenzij uitdrukkelijk anders bepaald, draagt de Administratie er zorg voor dat schepen gebouwd voor 1 juli 2002 voldoen aan de voorschriften die van toepassing zijn krachtens Hoofdstuk II-2 van het Internationaal Verdrag voor de beveiliging van mensenlevens op zee, 1974, zoals gewijzigd door resoluties MSC.1(XLV), MSC.6(48), MSC.13(57), MSC.22(59), MSC.24(60), MSC.27(61), MSC.31(63) en MSC.57(67).

  • 2.2 Schepen gebouwd vóór 1 juli 2002 moeten ook voldoen aan:

    • .1 de paragrafen 3, 6.5 en 6.7 naar gelang toepasselijk;

    • .2 de voorschriften 13.3.4.2 tot en met 13.3.4.5, 13.4.3 en Deel E, behoudens de voorschriften 16.3.2.2 en 16.3.2.3 daarvan, naar gelang toepasselijk, uiterlijk op de datum van het eerste onderzoek na 1 juli 2002;

    • .3 de voorschriften 10.4.1.3 en 10.6.4, uitsluitend voor nieuwe installaties;

    • .4 voorschrift 10.5.6, uiterlijk 1 oktober 2005, voor passagiersschepen met een brutotonnage van 2000 ton of meer; en

    • .5 voorschriften 5.3.1.3.2 en 5.3.4 op passagiersschepen uiterlijk op de datum van het eerste onderzoek na 1 juli 2008.

• 3. Reparaties, wijzigingen, veranderingen en uitrusting

  • 3.1 Alle schepen die reparaties, wijzigingen, veranderingen, alsmede de daarmee verband houdende aanpassingen van de uitrusting ondergaan, moeten ten minste blijven voldoen aan de voorschriften die voordien op die schepen van toepassing waren. Indien het hier gaat om schepen gebouwd vóór 1 juli 2002, moeten deze over het algemeen voldoen aan de voorschriften die voordien op die schepen van toepassing waren.

  • 3.2 Reparaties, veranderingen en wijzigingen waardoor de afmetingen van een schip of de ruimte van de passagiershutten veranderen, of waardoor de economische levensduur en daarmee verband houdende uitrusting wezenlijk worden uitgebreid, moeten voldoen aan de voorschriften voor schepen gebouwd op of na 1 juli 2002, voor zover de Administratie zulks redelijk en uitvoerbaar acht.

• 4. Vrijstellingen

  • 4.1 De Administratie kan, wanneer zij van oordeel is dat de beschutte aard en de omstandigheden van de reis zodanig zijn dat toepassing van bepaalde vereisten van dit hoofdstuk redelijk noch noodzakelijk is, bepaalde schepen of klassen van schepen die bevoegd zijn de vlag van de desbetreffende staat te voeren, die in de loop van hun reis niet meer dan 20 zeemijl uit de kust van het dichtstbijzijnde land varen, vrijstellen van die vereisten.

  • 4.2 Wanneer passagiersschepen worden gebruikt op bijzondere reizen voor het vervoer van grote aantallen passagiers op deze reizen, zoals bij het pelgrimsvervoer, kan de Administratie, indien zij ervan overtuigd is dat het praktisch onuitvoerbaar is naleving van de vereisten van dit hoofdstuk op te leggen, dergelijke schepen vrijstellen van die vereisten, mits zij volledig voldoen aan de bepalingen van:

    • .1 de voorschriften gehecht aan de Overeenkomst betreffende passagiersschepen gebezigd op bijzondere reizen, 1971; en

    • .2 de voorschriften gehecht aan het Protocol betreffende de vereisten ten aanzien van passagiersruimten op passagiersschepen gebruikt op bijzondere reizen, 1973.

• 5. Toepasselijke vereisten afhankelijk van het type schip

  Tenzij uitdrukkelijk anders bepaald:

  • .1 zijn vereisten die niet naar een specifiek type schip verwijzen op alle typen schepen van toepassing; en

  • .2 zijn vereisten die naar „tankschepen” verwijzen van toepassing op tankschepen, behoudens de in onderstaande paragraaf 6 vermelde vereisten.

• 6. Toepassing van de vereisten voor tankschepen

  • 6.1 De vereisten voor tankschepen in dit hoofdstuk zijn van toepassing op tankschepen die ruwe olie of petroleumproducten vervoeren met een vlampunt van ten hoogste 60 °C (closed-cup test), als vastgesteld door middel van een goedgekeurd vlampuntapparaat, en een dampspanning volgens Reid die lager is dan de atmosferische druk of andere vloeibare producten die een zelfde brandgevaar opleveren.

  • 6.2 Wanneer het vervoer van vloeibare lading anders dan de in paragraaf 6.1 bedoelde lading of vloeibaar gemaakte gassen die extra brandgevaar opleveren, wordt beoogd, zijn aanvullende veiligheidsmaatregelen vereist, met behoorlijke inachtneming van de Internationale Code voor chemicaliën in bulk, als omschreven in voorschrift VII/8.1, de Code voor chemicaliën in bulk, de Internationale Code voor gastankschepen, als omschreven in voorschrift VII/11.1, en de Code voor gastankschepen, naar gelang van toepassing.

    • 6.2.1 Vloeibare lading met een vlampunt van minder dan 60 °C waarvoor een reguliere brandbestrijdingsinstallatie met schuim, die aan de Code inzake brandveiligheidssystemen voldoet, niet afdoende is, wordt aangemerkt als lading die in deze context een aanvullend brandgevaar oplevert. De volgende aanvullende maatregelen zijn vereist:

      • .1 het schuim moet van het type alcoholbestendig zijn;

      • .2 het type schuimconcentraten voor gebruik in chemicaliëntankschepen moet ten genoegen van de Administratie zijn, met in achtneming van de door de Organisatie opgestelde richtlijnen; en

      • .3 de capaciteit en het debiet van de schuimblusinstallatie moeten in overeenstemming zijn met hoofdstuk 11 van de Internationale Code voor chemicaliën in bulk, met dien verstande dat op basis van werkingsbeproevingen lagere debieten mogen worden aanvaard. Ten aanzien van tankschepen met inert-gasinstallaties mag een lagere hoeveelheid schuimconcentraat voldoende voor 20 minuten schuimtoevoer worden toegestaan.

    • 6.2.2 Voor de toepassing van dit voorschrift wordt een vloeibare lading met een dampspanning van meer dan 1,013 bar absolute druk bij 37,8 °C aangemerkt als lading die een extra brandgevaar oplevert. Schepen die dergelijke stoffen vervoeren moeten voldoen aan de vereisten van paragraaf 15.14 van de Internationale Code voor chemicaliën in bulk. Wanneer schepen in beperkte gebieden en binnen beperkte tijden varen, kan de betrokken Administratie ontheffing verlenen van de vereisten voor koelsystemen in overeenstemming met paragraaf 15.14.3 van de Internationale Code voor chemicaliën in bulk.

  • 6.3 Vloeibare lading met een vlampunt van hoger dan 60 °C, anders dan olieproducten of vloeibare lading waarop de vereisten van de Internationale Code voor chemicaliën in bulk van toepassing zijn, worden geacht een gering brandgevaar op te leveren, waarvoor geen beveiliging in de vorm van een vast aangebrachte schuimblusinstallatie vereist is.

  • 6.4 Tankschepen die petroleumproducten vervoeren met een vlampunt hoger dan 60 °C (closed-cup test), vastgesteld door middel van een goedgekeurd vlampuntapparaat, moeten voldoen aan de vereisten vervat in de voorschriften 10.2.1.4.4 en 10.10.2.3 en aan de vereisten voor vrachtschepen anders dan tankschepen, behoudens dat zij, in plaats van met de vast aangebrachte brandblusinstallatie als vereist in voorschrift 10.7, moeten zijn uitgerust met een vast aangebrachte dekschuiminstallatie die moet voldoen aan de vereisten van de Code inzake brandveiligheidssystemen.

  • 6.5 Combination carriers gebouwd vóór, op of na 1 juli 2002 mogen geen andere lading dan olie vervoeren, tenzij alle laadruimten olie- en gasvrij zijn gemaakt of tenzij de in elk geval getroffen voorzieningen door de Administratie zijn goedgekeurd, met inachtneming van de door de organisatie opgestelde richtlijnen.

  • 6.6 Chemicaliëntankschepen en gastankschepen moeten voldoen aan de vereisten voor tankschepen, behoudens wanneer ten genoegen van de Administratie voor vervangende en aanvullende voorzieningen wordt gezorgd, met behoorlijke inachtneming van de Internationale Code voor chemicaliën in bulk en de Internationale Code voor gastankschepen, naar gelang van toepassing.

  • 6.7 Op alle tankschepen gebouwd vóór 1 juli 2002 moeten op de datum van de eerste geplande droogzetting in een dok na 1 juli 2002, doch uiterlijk op 1 juli 2005, de vereiste voorzieningen van de voorschriften 4.5.10.1.1 en 4.5.10.1.4, alsmede een systeem voor continue bewaking van de concentratie van koolwaterstofgassen worden geïnstalleerd. Bemonsteringspunten of detectorkoppen moeten op geschikte plaatsen worden aangebracht zodat mogelijk gevaarlijke lekkages vlug worden gedetecteerd. Wanneer de concentratie koolwaterstofgassen een van tevoren vastgesteld niveau bereikt, dat niet hoger mag zijn dan 10% van de onderste ontvlammingsgrens, moet in de pompkamer en ladingcontrolekamer automatisch een doorlopend hoorbaar en zichtbaar alarmsignaal afgaan om het personeel voor mogelijk gevaar te waarschuwen. Bestaande reeds geïnstalleerde bewakingssystemen met een van tevoren ingesteld niveau van ten hoogste 30% van de onderste ontvlammingsgrens kunnen evenwel worden geaccepteerd.

Voorschrift 2. Brandveiligheidsdoelen en functionele vereisten

• 1. Brandveiligheidsdoelen

  • 1.1 De in dit hoofdstuk vermelde brandveiligheidsdoelen hebben tot doel:

    • .1 het ontstaan van brand en ontploffingen te voorkomen;

    • .2 door brand veroorzaakte levensbedreigende situaties te voorkomen;

    • .3 het risico van brandschade aan het schip, de lading en het milieu te voorkomen;

    • .4 de brand of ontploffing in te sluiten, te bedwingen en te bestrijden in de afdeling waarin deze is ontstaan; en

    • .5 te zorgen voor geschikte en gemakkelijk toegankelijke voorzieningen voor ontsnapping voor passagiers en bemanning.

• 2. Functionele vereisten

  • 2.1 Teneinde de in bovenstaande paragraaf 1 vermelde brandveiligheidsdoelen te bereiken, worden de volgende functionele vereisten in de voorschriften van dit hoofdstuk opgenomen:

    • .1 verdeling van het schip in verticale en horizontale hoofdsecties op grond van thermische scheidingswanden en structurele scheidingswanden;

    • .2 scheiding van ruimten voor accommodatie van de rest van het schip door middel van thermische scheidingswanden en structurele scheidingswanden;

    • .3 beperkt gebruik van brandbare materialen;

    • .4 detectie van brand in de zone waar deze is ontstaan;

    • .5 insluiting en blussing van brand in de ruimte waar deze is ontstaan;

    • .6 beveiliging van vluchtmiddelen en toegang voor de brandbestrijding;

    • .7 eenvoudige toegang tot brandblusmiddelen; en

    • .8 minimalisering van de kans op ontbranding van ontvlambare ladingdampen.

• 3. Verwezenlijking van de brandveiligheidsdoelen

  De in paragraaf 1 bedoelde brandveiligheidsdoelen moeten worden verwezenlijkt door de naleving van de dwingende vereisten vermeld in de delen B, C, D, E, of G of door een vervangend ontwerp en vervangende voorzieningen die voldoen aan deel F. Een schip wordt geacht aan de in paragraaf 2 vermelde functionele vereisten te hebben voldaan en de in paragraaf 1 vermelde brandveiligheidsdoelen te hebben verwezenlijkt wanneer hetzij:

  • .1 het ontwerp en de voorzieningen van het schip, als geheel, voldoen aan de desbetreffende dwingende vereisten van de delen B, C, D, E of G;

  • .2 het ontwerp en de voorzieningen van het schip, als geheel, in overeenstemming met deel F zijn beoordeeld en goedgekeurd; of

  • .3 één of meerdere delen van het ontwerp en de voorzieningen van het schip in overeenstemming met deel F zijn beoordeeld en goedgekeurd en de overige delen van het schip voldoen aan de desbetreffende dwingende bepalingen van de delen B, C, D, E of G.

Voorschrift 3. Omschrijvingen

Voor de toepassing van dit hoofdstuk, tenzij uitdrukkelijk anders bepaald, zijn de volgende begripsomschrijvingen van toepassing:

• 1. Ruimten voor accommodatie, ruimten bestemd voor algemeen gebruik, gangen, toiletten, hutten, kantoren, ziekenverblijven, bioscopen, spel- en hobbyruimten, kapsalons, pantry’s die geen kooktoestellen bevatten en soortgelijke ruimten;

• 2. Schotten van klasse „A”, schotten gevormd door schotten en dekken die voldoen aan de volgende criteria:

  • .1 zij moeten geconstrueerd zijn van staal of van ander gelijkwaardig materiaal;

  • .2 zij moeten voldoende verstijfd zijn;

  • .3 zij moeten zodanig geïsoleerd zijn met goedgekeurde onbrandbare materialen dat de gemiddelde temperatuur aan de niet-blootgestelde zijde niet meer dan 140 °C boven de begintemperatuur stijgt, noch de temperatuur op enig punt, de naden inbegrepen, meer dan 180 °C boven de begintemperatuur stijgt binnen de onderstaand aangegeven tijd:

    klasse „A-60”	60 minuten
    klasse „A-30”	30 minuten
    klasse „A-15”	15 minuten
    klasse „A-0”	0 minuten

  • .4 zij moeten zodanig zijn geconstrueerd dat zij tot aan het einde van de standaard brandproef van een uur geen rook of vlammen doorlaten; en

  • .5 De Administratie eist beproeving, in overeenstemming met de Code inzake beproevingsprocedures voor brandwerendheid, van een prototype van een schot of een dek, teneinde zekerheid te verkrijgen dat deze voldoen aan bovengenoemde eisen omtrent het doorlaten van rook en vlammen en temperatuurstijging.

• 3. Atriums, openbare ruimten met een enkele verticale hoofdsectie die drie of meer open dekken omvatten.

• 4. Schotten van klasse „B”, schotten gevormd door schotten, dekken, plafonds of beschietingen die voldoen aan de volgende criteria:

  • .1 zij moeten opgebouwd zijn uit goedgekeurde onbrandbare materialen en alle materialen die gebruikt worden voor schotten van klasse „B” en voor het aanbrengen daarvan moeten onbrandbaar zijn, met dien verstande dat brandbare fineerlagen kunnen worden toegestaan mits zij voldoen aan de andere in dit hoofdstuk vervatte vereisten;

  • .2 zij moeten een zodanig isolerend vermogen hebben dat de gemiddelde temperatuur aan de niet-blootgestelde zijde niet meer dan 140 °C boven de begintemperatuur stijgt, noch de temperatuur op enig punt, de naden inbegrepen, meer dan 225 °C boven de begintemperatuur stijgt binnen de onderstaand aangegeven tijd:

    klasse „B-15”	15 minuten
    klasse „B-0”	0 minuten

  • .3 zij moeten zodanig zijn geconstrueerd dat zij tot aan het einde van het eerste halve uur van de standaard brandproef geen vlammen doorlaten; en

  • .4 De Administratie heeft beproeving vereist van een prototype van een schot, in overeenstemming met de Code inzake beproevingsprocedures voor brandwerendheid, teneinde zekerheid te verkrijgen dat dit voldoet aan bovengenoemde eisen omtrent het doorlaten van vlammen en temperatuurstijging.

• 5. Schottendek, het bovenste dek tot hetwelk de waterdichte dwarsschotten zijn opgetrokken.

• 6. Ladinggedeelte, dat deel van het schip dat laadruimen, ladingtanks, sloptanks, en ladingpompkamers met inbegrip van pompkamers, kofferdammen, ballastruimten en lege ruimten die grenzen aan ladingtanks, alsmede dekgedeelten over de gehele lengte en breedte van het deel van het schip bovengenoemde ruimten omvat.

• 7. Vrachtschip, een schip als omschreven in voorschrift I/2(g).

• 8. Laadruimten, alle ruimten die gebruikt worden voor lading, ladingolietanks, tanks voor andere vloeibare lading en de bijbehorende schachten.

• 9. Centraal controlestation, een controlestation waarin de volgende controle- en meldfuncties zijn samengebracht:

  • .1 vast aangebrachte branddetectie- en brandalarmsystemen;

  • .2 automatische sprinkler-, branddetectie- en brandalarmsystemen;

  • .3 meldpanelen voor branddeuren;

  • .4 het sluiten van branddeuren;

  • .5 meldpanelen voor waterdichte deuren;

  • .6 het sluiten van waterdichte deuren;

  • .7 ventilatoren;

  • .8 algemene alarmen/brandalarmen;

  • .9 communicatiesystemen, met inbegrip van telefoons; en

  • .10 microfoons voor het scheepsomroepsysteem.

• 10. Schotten van klasse „C”, schotten opgebouwd uit goedgekeurde onbrandbare materialen. Zij behoeven niet te voldoen aan de vereisten betreffende het doorlaten van rook en vlammen of de beperking van de temperatuurstijging. Brandbare fineerlagen zijn toegestaan, mits zij aan de vereisten van dit hoofdstuk voldoen.

• 11. Chemicaliëntankschip, een vrachtschip, gebouwd of aangepast en gebruikt voor het vervoer in bulk van een vloeibaar product van ontvlambare aard dat staat vermeld in hoofdstuk 17 van de Internationale Code voor chemicaliën in bulk, als omschreven in voorschrift VII/8.1.

• 12. Gesloten ro-ro-ruimten, ro-ro-ruimten die noch open ro-ro-ruimten noch aan weer en wind blootgestelde dekken zijn.

• 13. Gesloten voertuigruimten, voertuigruimten die noch open voertuigruimten noch aan weer en wind blootgestelde dekken zijn.

• 14. Combination carrier, een vrachtschip ingericht voor het vervoer van zowel olie als vaste bulklading.

• 15. Brandbaar materiaal, elk materiaal anders dan onbrandbaar materiaal.

• 16. Doorlopende plafonds of beschietingen van klasse „B”, plafonds of beschietingen van klasse „B” die eindigen bij een schot van klasse „A” of „B”.

• 17. Doorlopend bemand centraal controlestation, een centraal controlestation dat doorlopend wordt bemand door een verantwoordelijk lid van de bemanning.

• 18. Controlestations, ruimten waarin de radio-installatie van het schip, de voornaamste navigatiemiddelen of de noodkrachtbron zijn ondergebracht of die waarin de uitrusting voor de brandmelding of de uitrusting voor de brandcontrole zijn samengebracht. Ruimten waarin de brandmelding of de uitrusting voor de brandcontrole zijn samengebracht worden ook aangemerkt als brandcontrolestation.

• 19. Ruwe olie, alle olie die in natuurlijke staat in de aarde voorkomt en die al dan niet behandeld is om deze geschikt te maken voor vervoer; ruwe olie omvat olie waaruit bepaalde lichte fracties kunnen zijn verwijderd of waaraan bepaalde lichte fracties kunnen zijn toegevoegd.

• 20. Gevaarlijke stoffen, zijn die stoffen waar in de IMDG Code, als omschreven in voorschrift VII/1.1 naar wordt verwezen.

• 21. Draagvermogen, het verschil in tonnen van 1000 kg tussen het gewicht van een schip liggende op zijn zomerlastlijn in water met een soortelijk gewicht van 1,025 en het lege scheepsgewicht.

• 22. Code inzake brandveiligheidssystemen, de Internationale Code inzake brandveiligheidssystemen, als aangenomen door de Maritieme Veiligheidscommissie van de Organisatie door resolutie MSC.98(73), eventueel als gewijzigd door de Organisatie, op voorwaarde dat deze wijzigingen worden aangenomen, in werking treden en van kracht worden overeenkomstig het bepaalde van artikel VIII van dit Verdrag betreffende de procedure voor wijziging die van toepassing is op de Bijlage, met uitzondering van Hoofdstuk I daarvan.

• 23. Code inzake beproevingsprocedures voor brandwerendheid, de Internationale Code voor de toepassing van beproevingsprocedures voor brandwerendheid, als aangenomen door de Maritieme Veiligheidscommissie van de Organisatie bij resolutie MSC.61(67), eventueel als gewijzigd door de Organisatie, op voorwaarde dat deze wijzigingen worden aangenomen, in werking worden gesteld en van kracht worden overeenkomstig de bepalingen van artikel VIII van dit Verdrag betreffende de procedure voor wijziging die van toepassing is op de Bijlage, met uitzondering van Hoofdstuk I daarvan.

• 24. Vlampunt, de temperatuur in graden Celsius (closed-cup test) waarbij een product voldoende ontvlambare damp afgeeft om te ontbranden, zoals vastgesteld door middel van een goedgekeurd vlampuntapparaat.

• 25. Gastankschip, een vrachtschip, gebouwd of aangepast en gebruikt voor het vervoer in bulk van een vloeibaar gemaakt gas of ander product van ontvlambare aard dat staat vermeld in hoofdstuk 19 van de Internationale Code voor gastankschepen, als omschreven in voorschrift VII/11.1.

• 26. Helidek, een speciaal gebouwde helikopterlandingsplaats op een schip, met inbegrip van alle constructies, brandbestrijdingsapparatuur en andere apparatuur benodigd voor het veilig landen en opstijgen van helikopters.

• 27. Helikopterfaciliteit, een helidek voorzien van bijtank- en hangarfaciliteiten.

• 28. Leeg scheepsgewicht, het gewicht van een schip in tonnen van 1000 kg zonder lading, brandstof, smeerolie, ballastwater, zoetwater en ketelvoedingwater in tanks, verbruiksvoorraden en passagiers en bemanning alsook hun bezittingen.

• 29. Lage vlamuitbreiding, eigenschap die aangeeft dat het aldus omschreven oppervlak de vlamuitbreiding op voldoende wijze kan beperken; deze eigenschap moet worden aangetoond in overeenstemming met de Code inzake beproevingsprocedures voor brandwerendheid.

• 30. Machineruimten, machineruimten van categorie A en andere ruimten waarin voortstuwingswerktuigen, ketels, oliestookinrichtingen, stoommachines en interne verbrandingsmotoren, generatoren en belangrijke elektrische werktuigen, olielaadstations, koelmachinerie, stabilisatie-inrichtingen, luchtverversings- en luchtbehandelingsinstallaties zijn ondergebracht en soortgelijke ruimten, alsmede de daarbij behorende schachten.

• 31. Machineruimten van categorie A, alle ruimten en schachten naar dergelijke ruimten, waarin zijn ondergebracht, hetzij:

  • .1 verbrandingsmotoren of gasturbines die worden gebruikt als hoofdvoortstuwingswerktuig;

  • .2 verbrandingsmotoren of gasturbines die worden gebruikt voor andere doeleinden dan hoofdvoortstuwing, indien deze machines een gezamenlijk vermogen hebben van niet minder dan 375 kW; of

  • .3 met olie gestookte ketels of oliestookinrichtingen, of oliegestookte apparatuur anders dan ketels, zoals inert-gasgeneratoren, afvalverbranders, enz.

• 32. Verticale hoofdsecties, secties waarin de romp, de bovenbouw en de dekhuizen door schotten van klasse „A” zijn verdeeld; de gemiddelde lengte en breedte van elke sectie mag op geen enkel dek in het algemeen groter zijn dan 40 m.

• 33. Onbrandbaar materiaal, een materiaal dat noch brandt, noch ontvlambare dampen in voldoende hoeveelheid afgeeft om bij verhitting tot ongeveer 750 °C tot zelfontbranding over te gaan; dit moet worden aangetoond in overeenstemming met de Code inzake beproevingsprocedures voor brandwerendheid.

• 34. Oliestookinrichting, de uitrusting gebruikt voor de toebereiding van brandstofolie voor de levering aan een oliegestookte ketel, of uitrusting gebruikt voor de toebereiding voor levering van verwarmde olie aan een interne verbrandingsmotor, met inbegrip van alle oliedrukpompen, filters en verhitters die olie behandelen onder een druk van meer dan 0,18 N/mm².

• 35. Open ro-ro-ruimten, ro-ro-ruimten die of open zijn aan beide zijden of open aan één zijde en zijn voorzien van een doelmatige natuurlijke ventilatie welke doeltreffend is over de hele lengte door middel van permanente openingen in de zijde of in het boven gelegen dek, die een totaal gebied bestrijken van ten minste 10% van het totale gebied van de zijden in de ruimte.

• 36. Open voertuigruimten, voertuigruimten die of open zijn aan beide zijden of open aan één zijde en zijn voorzien van een doelmatige natuurlijke ventilatie welke doeltreffend is over de hele lengte door middel van permanente openingen in de zijde of in het boven gelegen dek, die een totaal gebied bestrijken van ten minste 10% van de totale ruimte van de zijden in de ruimte.

• 37. Passagiersschip, een schip als omschreven in voorschrift I/2(f).

• 38. Dwingende vereisten, de in de delen B, C, D, E of G bedoelde constructiekenmerken, afmetingslimieten, of brandveiligheidssystemen.

• 39. Ruimten voor algemeen gebruik, die delen van de accommodatie welke in gebruik zijn als vestibules, eetzalen, salons en soortgelijke permanent ingesloten ruimten.

• 40. Ruimten die meubilair en stoffering bevatten die in beperkte mate brandgevaarlijk zijn, voor de toepassing van voorschrift 9 zijn dit de ruimten die meubilair en stoffering bevatten die in beperkte mate brandgevaarlijk zijn (hutten, ruimten voor algemeen gebruik, kantoren of andere soorten accommodatie) waarin:

  • .1 vaste meubelen zoals lessenaars, klerenkasten, kaptafels, schrijftafels en bergkasten geheel zijn geconstrueerd van goedgekeurde onbrandbare materialen, behalve dat een brandbare fineerlaag van niet meer dan 2 mm kan worden gebruikt op het zichtbare oppervlak van zulke voorwerpen;

  • .2 losse meubelstukken, zoals stoelen, sofa’s, tafels, zijn geconstrueerd met een raamwerk van onbrandbare materialen;

  • .3 draperieën, gordijnen en andere opgehangen textielstoffen eigenschappen van weerstand tegen verspreiding van vlammen bezitten die niet slechter zijn dan die van wollen stof met een gewicht van 0,8 kg/m²; dit moet worden aangetoond in overeenstemming met de Code inzake beproevingsprocedures voor brandwerendheid.

  • .4 vloerbedekkingen een laag vlamverspreidend vermogen hebben;

  • .5 blootgestelde oppervlakken van schotten, beschietingen en plafonds een laag vlamverspreidend vermogen hebben;

  • .6 gestoffeerde meubelen kenmerken van weerstand tegen ontvlamming en de verspreiding van vlammen bezitten; dit moet worden aangetoond in overeenstemming met de Code inzake beproevingsprocedures voor brandwerendheid; en

  • .7 bedcomponenten kenmerken van weerstand tegen ontvlamming en de verspreiding van vlammen bezitten; dit moet worden aangetoond in overeenstemming met de Code inzake beproevingsprocedures voor brandwerendheid.

• 41. Ro-ro ruimten, ruimten die meestal op geen enkele manier zijn onderverdeeld en zich doorgaans uitstrekken hetzij over het grootste gedeelte van de lengte hetzij over de gehele lengte van het schip, waarin motorvoertuigen met brandstof in de tank voor eigen aandrijving en/of goederen (verpakt of in bulk, in wagons of op auto’s, voertuigen (inclusief tankvoertuigen, opleggers, containers, pallets, afneembare tanks of dergelijke laadeenheden of andere houders)) in de regel in horizontale richting kunnen worden geladen en gelost.

• 42. Ro-ro-passagiersschip, een passagiersschip met ro-ro-ruimten of ruimten van bijzondere aard.

• 43. Staal of ander gelijkwaardig materiaal, elk onbrandbaar materiaal dat zelf, of door middel van isolatiemateriaal, een brandwerendheid heeft, die gelijkwaardig is aan staal tot aan het einde van de van toepassing zijnde standaard brandproef (bijv. aluminiumlegering, voorzien van doeltreffende isolatie).

• 44. Sauna, een verwarmde ruimte waarin de temperatuur doorgaans uiteenloopt van 80 °C tot 120 °C en waarin de warmte afkomstig is van een heet oppervlak (bijv. een elektrische kachel). De verwarmde ruimte kan tevens de ruimte omvatten waarin de kachel is geplaatst en aangrenzende badkamers.

• 45. Dienstruimten, ruimten die worden gebruikt voor kombuizen, pantry’s die kooktoestellen bevatten, kasten, post- en speciekamers, opslagruimten, werkplaatsen andere dan die welke deel uitmaken van de machineruimten en soortgelijke ruimten, alsmede de bijbehorende schachten.

• 46. Ruimten van bijzondere aard, die ingesloten voertuigruimten boven en onder het schottendek, waarin en waaruit voertuigen kunnen worden gereden en welke toegankelijk zijn voor passagiers. Ruimten van bijzondere aard kunnen worden ingericht over meer dan één dek, mits de totale vrije hoogte voor voertuigen niet meer dan 10 m bedraagt.

• 47. Een standaard brandproef, een proef waarbij gedeelten van de betrokken schotten of dekken in een proefoven blootgesteld worden aan temperaturen die ongeveer overeenkomen met de standaard tijd-temperatuurkromme in overeenstemming met de in de Code inzake beproevingsprocedures voor brandwerendheid vermelde methode.

• 48. Tankschip, een schip als omschreven in voorschrift I/2(h).

• 49. Voertuigruimten, ladingruimten bedoeld voor het vervoer van motorvoertuigen met brandstof in de tank voor eigen aandrijving.

• 50. Aan weer en wind blootgesteld dek, een dek dat volledig is blootgesteld aan weer en wind van boven en van ten minste twee zijkanten.

• 53. Hutbalkon, een ruimte op het open dek die voorzien is voor uitsluitend gebruik door de gebruikers van een enkele hut en vanuit een dergelijke hut rechtstreeks toegankelijk is.

DEEL B. VOORKOMING VAN BRAND EN ONTPLOFFINGEN

Voorschrift 4. Kans op ontbranding

• 1. Doel

  Het doel van dit voorschrift is de ontbranding van brandbare stoffen of ontvlambare vloeistoffen te voorkomen. Hiertoe moet aan de volgende functionele vereisten worden voldaan:

  • .1 er moet worden gezorgd voor middelen voor het controleren op lekkende ontvlambare vloeistoffen;

  • .2 er moet worden gezorgd voor middelen om de accumulatie van ontvlambare dampen te beperken;

  • .3 de ontbrandingscapaciteit van brandbare materialen moet worden beperkt;

  • .4 ontstekingsbronnen moeten worden beperkt;

  • .5 ontstekingsbronnen moeten worden gescheiden van brandbare materialen en ontvlambare vloeistoffen; en

  • .6 de atmosfeer in ladingtanks moet buiten het ontploffingsbereik worden gehouden.

• 2. Inrichtingen voor brandstofolie, smeerolie en andere ontvlambare oliën

  • 2.1 Beperkingen in het gebruik van olie als brandstof

    De volgende beperkingen zijn van toepassing op het gebruik van olie als brandstof:

    • .1 behoudens waar elders in deze paragraaf toegestaan, mag geen brandstofolie worden gebruikt met een vlampunt dat lager is dan 60 °C;

    • .2 voor het gebruik in noodgeneratoren mag brandstofolie worden gebruikt met een vlampunt dat niet lager is dan 43 °C;

    • .3 het gebruik van brandstofolie met een vlampunt dat lager is dan 60 °C maar niet lager dan 43 °C kan worden toegestaan (bijv. voor toevoer naar de noodmotoren van de brandbluspomp en de hulpmachines die zich niet in de machineruimten van categorie A bevinden), met dien verstande dat:

    •   .3.1 brandstofolietanks, behalve die welke zijn geplaatst in afdelingen met een dubbele bodem, buiten de machineruimten van categorie A moeten worden geplaatst;

    •   .3.2 voorzieningen moeten worden aangebracht voor de meting van de olietemperatuur op de aanzuigleiding van de brandstofoliepomp;

    •   .3.3 afsluiters en/of kranen moeten worden aangebracht aan de inlaat- en uitlaatzijde van de brandstofoliefilters; en

    •   .3.4 steeds waar mogelijk leidingenkoppelingen moeten worden gelast, of conuskoppelingen of sferische koppelingen moeten worden toegepast; en

    • .4 op vrachtschepen kan het gebruik van brandstof met een lager vlampunt dan overigens in paragraaf 2.1 vermeld, bijvoorbeeld ruwe olie, worden toegestaan mits deze brandstof niet wordt opgeslagen in een machineruimte en onder voorbehoud van de goedkeuring van de gehele installatie door de Administratie.

  • 2.2 Inrichtingen voor brandstofolie

    Op een schip waar brandstofolie wordt gebruikt, moeten de inrichtingen voor de opslag, verdeling en het gebruik van brandstofolie zodanig zijn dat de veiligheid van het schip en van de personen aan boord zeker wordt gesteld; zij moeten ten minste voldoen aan de onderstaande bepalingen.

    • 2.2.1 Plaats van de brandstofoliesystemen

      Voor zover mogelijk mag geen gedeelte van het brandstofoliesysteem dat verwarmde olie onder een druk van meer dan 0,18 N/mm² bevat, dusdanig aan het oog onttrokken worden aangebracht, dat gebreken en lekkage niet gemakkelijk kunnen worden waargenomen. Ter plaatse van dergelijke onderdelen van het brandstofoliesysteem moet de machineruimte voldoende verlicht zijn.

    • 2.2.2 Ventilatie van de machineruimten

      De ventilatie van machineruimten moet onder alle normale omstandigheden voldoende zijn om ophoping van oliedampen te voorkomen.

    • 2.2.3 Brandstofolietanks

      • 2.2.3.1 Brandstofolie, smeerolie en andere ontvlambare oliën mogen niet in voorpiektanks worden vervoerd.

      • 2.2.3.2 Voor zover praktisch mogelijk moeten de brandstofolietanks deel uitmaken van de scheepsconstructie en buiten de machineruimten van categorie A gelegen zijn. Wanneer brandstofolietanks, met uitzondering van tanks in de dubbele bodem, noodzakelijkerwijze naast of in machineruimten van categorie A gelegen zijn, moet ten minste een van hun verticale wanden grenzen aan de buitenwand van de machineruimte en moeten zij bij voorkeur een gemeenschappelijke begrenzingswand hebben met tanks in de dubbele bodem en moet de oppervlakte van de begrenzingswand tussen de tank en de machineruimte zo klein mogelijk zijn. Wanneer dergelijke tanks zich bevinden binnen de begrenzing van machineruimten van categorie A, mogen zij geen brandstofolie bevatten waarvan het vlampunt beneden de 60 °C ligt. Over het algemeen moet het gebruik van losse brandstofolietanks worden vermeden. Wanneer zulke tanks worden gebruikt, mogen zij niet zijn gelegen in machineruimten van categorie A op passagiersschepen. Indien zij zijn toegestaan moeten zij zijn opgesteld in een oliedichte lekbak van ruime afmetingen die is voorzien van een geschikte afvoerpijp die voert naar een lekolietank van voldoende afmeting.

      • 2.2.3.3 Brandstofolietanks mogen niet zodanig zijn gelegen dat druppelen of lekken van vloeistof daaruit op hete oppervlakken een gevaar voor brand of ontploffing kan vormen.

      • 2.2.3.4 Iedere brandstofolieleiding waaruit bij beschadiging olie zou kunnen ontsnappen uit een boven de dubbele bodem opgestelde voorraad-, bezink- of dagtank met een inhoud van 500 l of meer moet zijn voorzien van een kraan of afsluiter direct aan de tank die vanaf een veilige plaats buiten de betrokken ruimten waarin zulke tanks zijn geplaatst, kan worden gesloten in het geval dat in die ruimte brand uitbreekt. In het bijzondere geval van dieptetanks in een schroefas- of pijpentunnel of soortgelijke ruimte moeten afsluiters op de tanks zijn aangebracht, doch de afsluiting in het geval van brand mag worden bewerkstelligd door middel van een extra afsluiter in de leiding of leidingen buiten de tunnel of soortgelijke ruimte. Indien deze extra afsluiter in de machineruimte is aangebracht moet zij bedienbaar zijn vanaf een plaats buiten die ruimte. De organen voor bediening op afstand van de afsluiter voor de brandstoftank van de noodgenerator moet zich in andere ruimte bevinden dan de organen voor de bediening op afstand van andere afsluiters voor tanks gelegen in machineruimten.

      • 2.2.3.5 Veilige en doeltreffende middelen moeten aanwezig zijn om de hoeveelheid brandstofolie in een tank te bepalen.

        • 2.2.3.5.1 Wanneer peilpijpen worden gebruikt, mogen deze niet uitkomen in enige ruimte waar gevaar aanwezig is voor ontsteking van olie die uit de peilpijpen kan overvloeien. In het bijzonder mogen zij niet uitkomen in ruimten voor passagiers of bemanning. Als algemene regel geldt dat zij niet mogen uitkomen in machineruimten. Indien de Administratie echter van oordeel is dat laatstgenoemde vereisten praktisch niet uitvoerbaar zijn, kan zij toestaan dat peilpijpen wel uitkomen in machineruimten, mits aan de volgende eisen wordt voldaan:

          • .1 er moet een olieniveaupeilinrichting aanwezig zijn, die moet voldoen aan de vereisten van paragraaf 2.2.3.5.2;

          • .2 de peilpijpen moeten uitkomen op plaatsen waar geen gevaar voor ontsteking bestaat, tenzij voorzorgsmaatregelen zijn getroffen, zoals het aanbrengen van doeltreffende afscherming om te voorkomen dat brandstofolie die uit uiteinden van de peilpijpen vloeit in contact komt met een ontstekingsbron;

          • .3 de uiteinden van peilpijpen moeten zijn voorzien van zelfsluitende afsluitmiddelen en van een daaronder geplaatst zelfsluitend controlekraantje van geringe doorsnede, teneinde, alvorens het afsluitmiddel te openen, te kunnen vaststellen dat zich aldaar geen brandstofolie bevindt. Er moeten voorzieningen worden getroffen om te waarborgen dat brandstofolie afkomstig uit het controlekraantje geen gevaar voor ontsteking oplevert.

        • 2.2.3.5.2 In plaats van peilpijpen mogen andere olieniveaupeilinrichtingen worden gebruikt, mits deze voldoen aan de volgende voorwaarden:

          • .1 aan boord van passagiersschepen mag voor zulke afsluiters doorboring van de tank onder de bovenkant daarvan niet nodig zijn en mag het onklaar raken van die afsluiters of het overvullen van de tanks het niet mogelijk maken dat brandstofolie buiten de tanks geraakt; en

          • .2 aan boord van vrachtschepen mag het onklaar raken van die afsluiters of het overvullen van de tanks het niet mogelijk maken dat brandstofolie buiten de tanks in de ruimte terechtkomt. Het gebruik van cilindrische peilglazen is verboden. De Administratie kan het gebruik toestaan van olieniveaupeilinrichtingen met platte glazen en zelfsluitende kranen tussen de peilglazen en de brandstoftanks.

        • 2.2.3.5.3 De in de paragrafen 2.2.3.5.2 voorgeschreven middelen die door de Administratie zijn goedgekeurd, moeten goed kunnen worden onderhouden teneinde een voortdurend juiste aanwijzing te verzekeren.

    • 2.2.4 Voorkoming van overdruk

      Voorzieningen moeten worden getroffen ter vermijding van overdruk in een brandstofolietank of in een gedeelte van het brandstofoliesysteem, met inbegrip van de vulpijpen die door pompen aan boord worden bediend. Lucht- of overvloeipijpen en ontlastkleppen moeten uitkomen op een plaats waar geen gevaar voor brand of ontploffing bestaat als gevolg van de aanwezigheid van olie en damp en mogen niet uitkomen in ruimten voor bemanning of ruimten voor passagiers, noch in ruimten van bijzondere aard, gesloten ro-ro-laadruimten, machineruimten of soortgelijke ruimten.

    • 2.2.5 Brandstofolieleidingen

      • 2.2.5.1 Brandstofolieleidingen en de afsluiters en onderdelen hiervan moeten van staal of ander goedgekeurd materiaal zijn; beperkt gebruik van flexibele leidingen is echter toegestaan op plaatsen waar deze naar het oordeel van de Administratie noodzakelijk zijn. Zulke flexibele leidingen en hun eindbevestigingen moeten van goedgekeurd brandbestendig materiaal van voldoende sterkte zijn en hun constructie moet ten genoegen van de Administratie zijn. Voor afsluiters die op brandstofolietanks zijn gemonteerd en die onder statische druk staan, kan staal of gietijzer met bolvormig grafiet worden geaccepteerd. Gewone gietijzeren afsluiters mogen evenwel worden gebruikt bij leidingsystemen waarbij de ontwerpdruk lager is dan 7 bar en de ontwerptemperatuur lager is dan 60 °C.

      • 2.2.5.2 Alle uitwendig aangebrachte hogedruk-brandstoftoevoerleidingen tussen de hogedruk-brandstofpompen en de branstofin-jectoren moeten worden beschermd door middel van een ommanteling waarin brandstof die als gevolg van een defecte hogedrukleiding weglekt, kan worden opgevangen. De ommanteling vormt één geheel en bestaat uit een buitenleiding waarin de hogedruk-brandstofleiding is aangebracht. De ommanteling moet worden voorzien van een systeem voor het opvangen van gelekte brandstof en er moeten voorzieningen worden aangebracht opdat er een alarm in werking treedt bij defecten aan een brandstofleiding.

      • 2.2.5.3 Brandstofolieleidingen mogen niet worden gemonteerd rechtstreeks boven of in de nabijheid van voorzieningen die hitte afgeven, zoals ketels, stoomleidingen, uitlaatspruitstukken, geluiddempers of andere uitrusting die in overeenstemming met paragraaf 2.2.6 moeten worden geïsoleerd. Voor zover praktisch uitvoerbaar moeten brandstofolieleidingen ver uit de buurt van hete oppervlakken, elektrische installaties en andere ontstekingsbronnen worden aangebracht en moeten zij worden afgeschermd of anderszins op passende wijze worden beschermd om het sproeien of lekken van olie op de ontstekingsbronnen te voorkomen. Het aantal koppelingen in zulke leidingstelsels moet tot een minimum worden beperkt.

      • 2.2.5.4 Bij het ontwerp van onderdelen van een dieselmotor-brandstofsysteem moet rekening worden gehouden met de maximumpiekdruk die heerst tijdens de werking ervan, met inbegrip van hogedrukpulsen die worden opgewekt en door de werking van brandstofinjectiepompen in de brandstoftoevoer- en lekleidingen worden teruggevoerd. Bij de constructie van aansluitingen binnen de brandstoftoevoer- en lekleidingen moet ervoor worden gezorgd dat lekkages van onder druk staande olie tijdens de werking en na het onderhoud ervan, wordt voorkomen.

      • 2.2.5.5 Bij installaties met meerdere motoren die uit dezelfde brandstofbron worden gevoed, moeten de brandstoftoevoer- en lekleidingen naar de afzonderlijke motoren worden geïsoleerd. Het isolatiemiddel mag de werking van de andere motoren niet beïnvloeden en moet kunnen worden bediend vanuit een positie die door brand bij een van de motoren niet ontoegankelijk wordt gemaakt.

      • 2.2.5.6 In het geval dat de Administratie het vervoer van olie en brandbare vloeistoffen door ruimten voor accommodatie en dienstruimten toestaat, moeten de leidingen die de olie of brandbare vloeistoffen vervoeren, bestaan uit materiaal dat uit oogpunt van brandgevaar door de Administratie is goedgekeurd.

    • 2.2.6 Beveiliging van oppervlakken met een hoge temperatuur

      • 2.2.6.1 Oppervlakken met een temperatuur hoger dan 220 °C die in geval van een defect aan het brandstofsysteem met brandstof in aanraking kunnen komen, moeten deugdelijk worden geïsoleerd.

      • 2.2.6.2 Er moeten maatregelen worden getroffen om te voorkomen dat olie onder druk uit een pomp, filter of verwarmingsinstallatie met hete oppervlakken in aanraking komt.

  • 2.3 Inrichtingen voor smeerolie

    • 2.3.1 De inrichtingen voor de opslag, verdeling en het gebruik van olie in smeeroliesystemen onder druk moeten zodanig zijn, dat de veiligheid van het schip en van de zich aan boord bevindende personen is verzekerd. Inrichtingen aangebracht in machineruimten van categorie A en, waar mogelijk, in andere machineruimten, moeten ten minste voldoen aan het bepaalde in de paragrafen 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 en 2.2.6, met dien verstande:

      • .1 dat dit het gebruik van kijkglazen in de smeerolieleidingen niet uitsluit, mits door middel van een proef wordt aangetoond dat zij voldoende brandbestendig zijn; en

      • .2 dat peilpijpen in machineruimten kunnen worden toegelaten; aan de eisen van de paragrafen 2.2.3.5.1.1 en 2.2.3.5.1.3 behoeft niet te worden voldaan, mits de peilpijpen zijn voorzien van doelmatige afsluitmiddelen.

    • 2.3.2 De bepalingen van paragraaf 2.2.3.4 zijn eveneens van toepassing op smeerolietanks, behoudens die welke een capaciteit hebben van minder dan 500 l, op opslagtanks waarvan de afsluiters bij normale werking van het schip gesloten zijn, of wanneer vast staat dat een onbedoelde werking van een snelsluitklep van de smeerolietank de veilige werking van de hoofdvoortstuwingsinstallatie en wezenlijke hulpmachines in gevaar zou brengen.

  • 2.4 Inrichtingen voor andere ontvlambare oliën

    De inrichtingen voor de opslag, verdeling en het gebruik van andere ontvlambare oliën die onder druk worden gebruikt in systemen voor het overbrengen van vermogens-, bedienings-, bekrachtigings-, en verwarmingssystemen moeten zodanig zijn dat de veiligheid van het schip en de personen aan boord verzekerd is. Onder hydraulische kleppen en cilinders moeten deugdelijke inrichtingen voor het opvangen van gelekte olie worden aangebracht. Op plaatsen waar ontstekingsbronnen aanwezig zijn, moeten dergelijke inrichtingen ten minste voldoen aan de bepalingen van de paragrafen 2.2.3.3, 2.2.3.5, 2.2.5.3.en 2.2.6 en ten aanzien van sterkte en constructie aan de bepalingen van paragraaf 2.2.4 en 2.2.5.1.

  • 2.5 Inrichtingen voor brandstofolie in machineruimten die periodiek zonder toezicht zijn

    Naast de vereisten vervat in de paragrafen 2.1 tot en met 2.4, moeten brandstofolie- en smeeroliesystemen in machineruimten die periodiek zonder toezicht zijn, voldoen aan de volgende bepalingen:

    • .1 wanneer brandstofoliedagtanks automatisch of met behulp van afstandbediening worden gevuld, moeten middelen zijn aangebracht ter voorkoming van lekken door overvulling. Ook andere apparatuur waarin brandbare vloeistoffen automatisch worden verwerkt, (zoals brandstofolie-reinigers) die, waar mogelijk, moeten zijn opgesteld in een speciale, voor reinigers en bijbehorende verwarmingsvoorzieningen gereserveerde ruimte, moet zijn uitgerust met voorzieningen ter voorkoming van lekken door overvulling; en

    • .2 wanneer brandstofoliedagtanks of bezinktanks zijn uitgerust met verwarmingsvoorzieningen, moet er een hoge-temperatuuralarm zijn aangebracht als het vlampunt van de brandstofolie kan worden overschreden.

• 3. Voorzieningen voor gasvormige brandstof voor huishoudelijke doeleinden

  Systemen voor gasvormige brandstof voor huishoudelijke doeleinden moeten door de Administratie worden goedgekeurd. Opslag van gasflessen moet geschieden op het open dek of in een goed geventileerde ruimte die uitsluitend een uitgang naar het open dek biedt.

• 4. Diversen op het gebied van ontstekingsbronnen en ontbrandingscapaciteit

  • 4.1 Elektrische kachels

    Elektrische kachels moeten, indien gebruikt, vast zijn bevestigd en moeten zo zijn ingericht dat het brandgevaar tot een minimum is beperkt. Deze kachels mogen niet zijn voorzien van een verwarmingselement dat kleding, gordijnen of andere soortgelijke materialen kan doen schroeien of in brand doen geraken door de door het element geleverde hitte.

  • 4.2 Afvalbakken

    Afvalbakken moeten zijn vervaardigd van onbrandbare materialen en mogen geen openingen in de zijkanten of bodem hebben.

  • 4.3 Beveiliging van isolatie-oppervlakken tegen oliedoordringing

    In ruimten waarin olieproducten zouden kunnen doordringen, moet het oppervlak van de isolatie ondoordringbaar zijn voor olie of oliedampen.

  • 4.4 Onderste laag van dekbedekkingen

    De onderste laag van dekbedekkingen in ruimten voor accommodatie, dienstruimten en controlestations of indien toegepast op hutbalkons van passagiersschepen gebouwd op of na 1 juli 2008 moet van goedgekeurd materiaal zijn dat niet gemakkelijk kan ontbranden; dit moet worden aangetoond in overeenstemming met de Code inzake beproevingsprocedures voor brandwerendheid.

• 5. Ladinggedeelten van tankschepen

  • 5.1 Scheiding van ladingolietanks

    • 5.1.1 Ladingpompkamers, ladingtanks, sloptanks en kofferdammen moeten vóór de machineruimten gelegen zijn. Brandstofolietanks behoeven echter niet vóór machineruimten gelegen te zijn. Ladingtanks en sloptanks moeten van machineruimten zijn afgescheiden door kofferdammen, ladingpompkamers, brandstofolietanks of ballasttanks. Pompkamers die pompen en hun toebehoren bevatten voor het ballasten van ruimten die naast ladingtanks en sloptanks zijn gelegen, alsmede pompen voor het verpompen van brandstofolie, zijn, binnen de samenhang van dit voorschrift, gelijkwaardig aan een ladingpompkamer, mits dergelijke pompkamers aan dezelfde veiligheidseisen voldoen als die welke zijn voorgeschreven voor ladingpompkamers. Pompkamers die uitsluitend bedoeld zijn voor het verpompen van ballast of brandstofolie behoeven evenwel niet aan de vereisten van voorschrift 10.9 te voldoen. Het onderste deel van de ladingpompkamers mag als een nis in de machineruimten van categorie A zijn uitgevoerd ten behoeve van de opstelling van pompen, mits de bovenzijde van de nis op een hoogte van niet meer dan een derde van de holte naar de mal boven de kiellijn is gelegen, met dien verstande dat, indien kan worden aangetoond dat vanwege de toegankelijkheid en de goede legging van de pijpen deze afstand bezwaarlijk is, de Administratie voor een schip met een draagvermogen van niet meer dan 25.000 ton een grotere hoogte van bedoelde nis kan toestaan, doch niet groter dan de helft van de holte naar de mal.

    • 5.1.2 Hoofdcontrolestations voor lading, controlestations, ruimten voor accommodatie en dienstruimten (met uitzondering van vrijstaande bergplaatsen voor gerei voor ladingbehandeling) moeten zijn gelegen achter alle ladingtanks, sloptanks en ruimten die lading- of sloptanks afscheiden van machineruimten, doch niet noodzakelijkerwijs achter brandstofolietanks en waterballasttanks, maar zij moeten zodanig zijn aangebracht, dat falen van een dek of een schot er niet toe kan leiden dat gassen of dampen uit de ladingtanks binnendringen in een ruimte voor accommodatie, hoofdcontrolestations voor lading, controlestations of dienstruimten. Met een nis, mits in overeenstemming met het bepaalde in paragraaf 5.1.1, behoeft geen rekening te worden gehouden bij het vaststellen van de plaats van deze ruimten.

    • 5.1.3 Echter, indien zulks noodzakelijk is, kan de Administratie toestaan dat hoofdcontrolestations voor lading, controlestations, ruimten voor accommodatie en dienstruimten zijn gelegen vóór ladingtanks, sloptanks en ruimten die de lading- en sloptanks afscheiden van de machineruimten, doch niet noodzakelijkerwijs voor brandstoftanks of waterballasttanks. Andere machineruimten dan die van categorie A mogen zijn gelegen vóór ladingtanks en sloptanks, mits zij van de ladingtanks en de sloptanks zijn afgescheiden door kofferdammen, ladingpompkamers, brandstofolietanks of waterballasttanks, en zijn voorzien van ten minste één draagbaar brandblusapparaat. In gevallen waarin zij verbrandingsmotoren of gasturbines bevatten, moet in aanvulling op draagbare brandblussapparaten worden voorzien in een goedgekeurd schuimblusapparaat met een capaciteit van ten minste 45 l of met gelijkwaardige capaciteit. Indien het gebruik van een half-draagbaar brandblusapparaat niet praktisch uitvoerbaar is, mag dit brandblusapparaat worden vervangen door twee aanvullende draagbare brandblusapparaten. Ruimten voor accommodatie, hoofdcontrolestations voor lading, controlestations en dienstruimten moeten zodanig zijn ingericht, dat falen van een dek of schot er niet toe kan leiden dat gassen of dampen uit de ladingtanks binnendringen in deze ruimten. Bovendien kan de Administratie toestaan, indien zulks noodzakelijk is voor de veiligheid of manoeuvreerbaarheid van het schip, dat de machineruimten waarin verbrandingsmotoren of gasturbines staan opgesteld, niet zijnde hoofdvoortstuwingswerktuigen met een vermogen groter dan 375 kW, vóór het ladinggedeelte zijn gelegen, mits de voorzieningen in overeenstemming zijn met het bepaalde in deze paragraaf.

    • 5.1.4 Alleen voor combination carriers:

      • .1 De sloptanks moeten zijn omgeven door kofferdammen, behalve waar de scheidingswanden van de sloptanks deel uitmaken van de huid, het hoofddek, het ladingpompkamerschot of een schot van een brandstofolietank. Deze kofferdammen mogen niet in open verbinding staan met een dubbele bodem, pijpentunnel, pompkamer of andere omsloten ruimte; zij mogen ook niet worden gebruikt voor lading of ballast of worden aangesloten op pijpenstelsels naar olielading of ballast. Er moeten voorzieningen zijn aangebracht om de kofferdammen met water te kunnen vullen en leeg te pompen. Indien het ladingpompkamerschot de begrenzing vormt van de sloptank, mag de pompkamer niet in open verbinding staan met de dubbele bodem, pijpentunnel of andere omsloten ruimte; openingen voorzien van deksels met bouten op gasdichte steek zijn echter toegestaan.

      • .2 Voorzieningen moeten zijn aangebracht om in de pijpverbindingen tussen de pompkamer en de sloptanks als aangegeven in paragraaf 5.1.4.1 een afscheiding aan te brengen. Deze voorziening moet bestaan uit een afsluiter, gevolgd door een brilflens of een wegneembaar pijpstuk met bijbehorende blindflenzen. Deze voorziening moet direct grenzend aan de sloptanks zijn aangebracht, maar mag, waar dit niet uitvoerbaar of praktisch is, in de pompkamer direct achter de doorvoering door het schot zijn aangebracht. Een vast aangebracht afzonderlijk pomp- en pijpleidingsysteem, dat een verzamelleiding omvat, voorzien van een afsluiter en een blindflens, moet zijn aangebracht om de inhoud van de sloptanks direct via het open dek aan de havenontvangstinstallatie te kunnen afgeven, wanneer het schip wordt gebruikt voor het vervoer van stortlading. Wanneer het pompsysteem wordt gebruikt voor slopoverbrenging bij het vervoer van stortlading, mag dit systeem geen verbinding met andere systemen hebben. Afscheiding van andere systemen door middel van een wegneembaar pijpstuk mag worden geaccepteerd;

      • .3 Luikhoofden en tankwasopeningen op de sloptanks zijn alleen toegestaan op het open dek en moeten zijn voorzien van afsluitmiddelen. Behalve wanneer deze bestaan uit platen met bouten op waterdichte steek, moeten deze afsluitmiddelen kunnen worden afgesloten met sloten waarvan de sleutels zich onder het beheer van de verantwoordelijke scheepsofficier moeten bevinden; en

      • .4 Indien ladingzijtanks zijn aangebracht, moeten de ladingolieleidingen die onder het dek zijn gelegen, in deze tanks zijn aangebracht. De Administratie kan echter toestaan dat ladingolieleidingen in een speciale koker zijn aangebracht, waarvan de uitvoering te haren genoegen moet zijn en welke naar haar oordeel afdoende moet kunnen worden schoongemaakt en geventileerd. Indien geen ladingzijtanks zijn aangebracht, moeten de ladingolieleidingen die onder het dek zijn gelegen, in speciale kokers zijn aangebracht.

    • 5.1.5 Indien wordt aangetoond dat het aanbrengen van een stuurhuis boven het ladinggedeelte noodzakelijk is, mag dit stuurhuis uitsluitend zijn bestemd voor navigatiedoeleinden en moet het van het ladingdek zijn gescheiden door een open ruimte met een hoogte van ten minste 2 m. Bovendien moet de brandbeveiliging van een dergelijk stuurhuis zijn uitgevoerd zoals voor controlestations is voorgeschreven in voorschrift 9.2.4.2, en in andere op tankschepen van toepassing zijnde bepalingen.

    • 5.1.6 Voorzieningen moeten zijn aangebracht om eventueel aan dek vloeiende olie op een afstand van ruimten voor accommodatie en van dienstruimten te houden. Een dergelijke voorziening kan bestaan uit een vast aangebrachte, van boord tot boord lopende, stalen rand van ten minste 300 mm. Bijzondere aandacht moet worden besteed aan voorzieningen die samenhangen met laden of lossen over het achterschip.

  • 5.2 Beperkingen ten aanzien van openingen in scheidingswanden

    • 5.2.1 Tenzij toegestaan op grond van paragraaf 5.2.2 hieronder, mogen toegangsdeuren, luchtinlaten en openingen tot ruimten voor accommodatie, dienstruimten, controlestations en machineruimten niet tegenover het ladinggedeelte zijn gelegen. Dergelijke voorzieningen moeten zijn aangebracht in het dwarsschot dat niet tegenover het ladinggedeelte is gelegen, dan wel in de buitenste begrenzing in de zijde van de bovenbouw of het dekhuis op een afstand van niet minder dan 4% van de lengte van het schip, doch niet minder dan 3 m, van het einde van de bovenbouw of het dekhuis dat tegenover het ladinggedeelte is gelegen. Deze afstand hoeft echter niet meer dan 5 m te bedragen.

    • 5.2.2 De Administratie kan toestaan dat in begrenzingsschotten gelegen tegenover het ladinggedeelte of binnen de in paragraaf 5.2.1 aangegeven begrenzingen van 5 m, toegangsdeuren zijn aangebracht naar hoofdcontrolestations voor lading en dienstruimten als provisieruimten, bergplaatsen en bergkasten, mits deze noch direct, noch indirect toegang geven tot andere ruimten die zijn ingericht of dienst doen als ruimten voor accommodatie of controlestations, dan wel dienstruimten als kombuizen, pantry’s of werkplaatsen, of soortgelijke ruimten die ontstekingsbronnen voor dampen bevatten. De begrenzingswanden van genoemde ruimten moeten zijn geïsoleerd volgens de norm voor klasse „A-60”, met uitzondering van de begrenzingswand tegenover het ladinggedeelte. Binnen de in paragraaf 5.2.1 aangegeven begrenzingen mogen platen met bouten voor het verplaatsen van machineonderdelen zijn aangebracht. Deuren naar en ramen in het stuurhuis mogen binnen de in paragraaf 5.2.1 aangegeven begrenzingen zijn gelegen, mits zij zodanig zijn ontworpen en uitgevoerd, dat het stuurhuis snel en doelmatig gas- en dampdicht kan worden afgesloten.

    • 5.2.3 Ramen en patrijspoorten aangebracht in wanden tegenover het ladinggedeelte en in de zijden van bovenbouwen en dekhuizen binnen de in paragraaf 5.2.1 aangegeven begrenzingen moeten van het vaste, niet-openende type zijn. Deze ramen en patrijspoorten, behalve ramen in het stuurhuis, moeten worden geconstrueerd volgens de norm voor klasse „A-60” behoudens dat de norm voor klasse „A-0” aanvaardbaar is voor ramen en patrijspoorten buiten de in voorschrift 9.2.4.2.5 vermelde limiet.

    • 5.2.4 Wanneer vanuit een leidingtunnel een permanente toegang is tot de hoofdpompkamer, moet een waterdichte deur worden geïnstalleerd die voldoet aan de vereisten van voorschrift II-1/25-9.2 en aan het onderstaande:

      • .1 de waterdichte deur moet niet alleen vanaf de brug kunnen worden bediend, maar ook handmatig kunnen worden gesloten vanaf een positie buiten de ingang van de hoofdpompkamer; en

      • .2 de waterdichte deur moet gesloten blijven tijdens normaal bedrijf van het schip, tenzij toegang moet worden verkregen tot de leidingtunnel.

    • 5.2.5 In schotten en dekken die ladingpompkamers van andere ruimten scheiden, mogen blijvende, goedgekeurde, gasdichte verlichtingsarmaturen worden toegestaan voor verlichting ten behoeve van de ladingpompkamers, mits deze sterk genoeg zijn en de brandwerendheid en gasdichtheid van het schot of dek gehandhaafd blijven.

    • 5.2.6 De ventilatie-inlaat- en -uitlaatopeningen en andere openingen in de begrenzingswanden van het dekhuis en de bovenbouw moeten zodanig zijn aangebracht dat hiermee de aanvulling op het bepaalde in paragraaf 5.3 en voorschrift 11.6 wordt gevormd. Dergelijke ventilatie-openingen moeten, met name voor machineruimten, zo ver mogelijk naar achteren worden aangebracht. Wanneer een schip is uitgerust voor laden of lossen over het achterschip moet daarmee, in dit verband, naar behoren rekening worden gehouden. Bronnen van ontsteking, zoals elektrische uitrusting, moeten zodanig zijn opgesteld dat gevaar voor ontploffing wordt voorkomen.

  • 5.3 Ontluchting van ladingtanks

    • 5.3.1 Algemene vereisten

      De ontluchtingssystemen voor ladingtanks moeten volledig gescheiden zijn van de luchtkanalen van andere ruimten in het schip. De voorzieningen en de plaatsing van openingen in het ladingtankdek van waaruit ontvlambare dampen kunnen uitstromen, moeten zodanig zijn dat er zo min mogelijk kans bestaat dat ontvlambare dampen kunnen binnenstromen in omsloten ruimten die een ontstekingsbron bevatten of zich ophopen in de buurt van machines of uitrusting aan dek, waardoor een risico voor ontsteking kan ontstaan. Overeenkomstig dit algemene be-ginsel worden de in paragraaf 5.3.2 tot en met 5.3.5 en in voorschrift 11.6 vervatte maatstaven gehanteerd.

    • 5.3.2 Ontluchtingsvoorzieningen

      • 5.3.2.1 De ontluchtingsvoorzieningen in iedere ladingtank mogen onafhankelijk zijn of mogen worden gecombineerd met die van andere ladingtanks en mogen een onderdeel zijn van het pijpleidingsysteem van de inert-gasinstallatie.

      • 5.3.2.2 Wanneer de voorzieningen zijn gecombineerd met die voor andere ladingtanks, moeten hetzij afsluiters, hetzij andere aanvaardbare middelen zijn aangebracht om iedere ladingtank te kunnen isoleren. Wanneer afsluiters zijn aangebracht, moeten deze zijn voorzien van een blokkeerinrichting met een slot waarvan de sleutel in beheer is bij de verantwoordelijke officier. Duidelijke standaardaanwijzingslampjes voor de operationele toestand van de kleppen of andere acceptabele middelen moeten aanwezig zijn. Indien tanks zijn afgesloten, moet gewaarborgd zijn dat de desbetreffende afsluitkleppen worden geopend voordat wordt begonnen met het laden, ballasten of lossen van deze tanks. Bij iedere vorm van afsluiting moet de stroming die wordt veroorzaakt door temperatuurschommelingen in een ladingtank overeenkomstig voorschrift 11.6.1.1, steeds mogelijk blijven.

      • 5.3.2.3 Indien een ladingtank of groep ladingtanks die van een algemeen ontluchtingssysteem is afgesloten, moet worden geladen en geballast of gelost, moet deze ladingtank of groep ladingtanks worden voorzien van een beveiliging tegen overdruk of onderdruk als vereist in voorschrift 11.6.3.2.

      • 5.3.2.4 De ontluchtingsvoorzieningen moeten zijn aangesloten op de bovenzijde van iedere ladingtank en moeten onder alle normale omstandigheden van trim en slagzij van het schip automatisch vloeistof kunnen afvoeren naar de ladingtanks. Waar dit laatste eventueel niet mogelijk is, moet een vast aangebrachte afvoer aanwezig zijn tussen de ontluchtingsleiding en de ladingtank.

    • 5.3.3 Veiligheidsvoorzieningen in ontluchtingssystemen

      In het ontluchtingssysteem moeten voorzieningen zijn opgenomen ter voorkoming van vlamdoorslag naar een ladingtank. Deze voorzieningen moeten qua ontwerp, beproeving en plaatsing voldoen aan de door de Organisatie gestelde eisen waarin ten minste de door de Organisatie aangenomen normen moeten zijn opgenomen. Ullage-openingen mogen niet worden gebruikt voor drukverdeling. Deze moeten zijn voorzien van zelfsluitende en strak afsluitende deksels. In deze openingen mogen geen vlamstoppers en -schermen worden aangebracht.

    • 5.3.4 Ontluchtingsuitlaten voor ladingverwerking en ballasten

      • 5.3.4.1 De krachtens voorschrift 11.6.1.2 voor het laden, lossen en ballasten vereiste ontluchtingsuitlaten moeten:

        • .1.1 de vrije uitstroming van dampmengsels mogelijk maken; of

        • .1.2 de mogelijkheid bieden de afvoer van dampmengsels te smoren teneinde een snelheid van minder dan 30 m/s te verkrijgen;

          • .2 zodanig zijn aangebracht dat het dampmengsel in verticale opwaartse richting wordt afgevoerd;

          • .3 wanneer de afvoer plaatsvindt door vrije uitstroming van dampmengsels, zodanig zijn dat de uitlaat zich bevindt op een hoogte van niet minder dan 6 m boven het ladingtankdek of, boven een loopbrug indien de uitlaat op een afstand van minder dan 4 m vanaf die loopbrug is gelegen; tevens moet deze uitlaat zich bevinden op een afstand van ten minste 10 m, horizontaal gemeten, vanaf de dichtstbijzijnde luchtinlaten en openingen naar omsloten ruimten die een bron van ontsteking bevatten en vanaf werktuigen aan dek, waaronder openingen in ankerspillen en kettingkisten, en uitrusting die een risico voor ontsteking kan opleveren; en

          • .4 wanneer de afvoer plaatsvindt met hoge snelheid, zich bevinden op een hoogte van niet minder dan 2 m boven het ladingtankdek en op een afstand van minder dan 10 m, horizontaal gemeten, vanaf de dichtstbijzijnde luchtinlaten en openingen naar omsloten ruimten die een bron van ontsteking bevatten en vanaf machines, waaronder openingen in ankerspillen en kettingkisten, en uitrusting aan dek die een risico voor ontsteking kan opleveren. Deze uitlaten moeten zijn voorzien van middelen van een goedgekeurd type om een hoge uitstroomsnelheid te verzekeren.

      • 5.3.4.2 De voorzieningen voor het ontluchten van dampen die gedurende het laden en ballasten uit de ladingtanks worden verplaatst, moeten voldoen aan de vereisten van paragraaf 5.3 en voorschrift 11.6 en moeten bestaan uit een of meerdere stijgmasten, of uit een aantal ontluchtingsvoorzieningen die een hoge uitstroomsnelheid verzekeren. Voor deze ontluchting mag de hoofdaanvoerleiding voor inert gas worden gebruikt.

    • 5.3.5 Isolatie van sloptanks op combination carriers

      Op combination carriers moeten de voorzieningen om sloptanks met olie of olieresten af te sluiten van andere ladingtanks, bestaan uit blinde flenzen die te allen tijde op hun plaats blijven wanneer er andere lading dan vloeibare lading als bedoeld in voorschrift 1.6.1 wordt vervoerd.

  • 5.4 Ventilatie

    • 5.4.1 Ventilatiesystemen in ladingpompkamers

      Ladingpompkamers moeten mechanisch worden geventileerd en de uitlaten van de afzuigventilatoren moeten naar een veilige plaats op het open dek worden geleid. De ventilatie van deze pompkamers moet voldoende capaciteit hebben om de mogelijkheid van opeenhoping van ontvlambare dampen tot een minimum te beperken. Het aantal luchtwisselingen moet ten minste 20 per uur bedragen, gebaseerd op het brutovolume van de ruimte. De ventilatiekokers moeten zo zijn aangelegd dat de gehele ruimte doeltreffend wordt geventileerd. De ventilatie moet plaatsvinden door afzuiging, waarbij gebruik wordt gemaakt van vonkvrije ventilatoren.

    • 5.4.2 Ventilatiesystemen op combination carriers

      Op combination carriers moeten laadruimten en alle aan laadruimten grenzende ingesloten ruimten mechanisch kunnen worden geventileerd. De mechanische ventilatie kan plaatsvinden met behulp van draagbare ventilatoren. In ladingpompkamers en pijpentunnels en kofferdammen als bedoel in paragraaf 5.1.4 die grenzen aan sloptanks, moet een goedgekeurde vast aangebrachte gasmeldingsinstallatie aanwezig zijn die waarschuwt voor de aanwezigheid van ontvlambare dampen. Er moeten deugdelijke voorzieningen zijn aangebracht om de meting van de hoeveelheid ontvlambare dampen in alle andere ruimten binnen het ladinggedeelte mogelijk te maken. Het moet mogelijk zijn zulke metingen te verrichten vanaf het open dek of gemakkelijk toegankelijke plaatsen.

  • 5.5 Inert-gasinstallaties

    • 5.5.1 Toepassing

      • 5.5.1.1 Voor tankschepen met een draagvermogen van 20.000 ton of meer moeten de ladingtanks worden beschermd door middel van een vast aangebrachte inert-gasinstallatie, overeenkomstig de vereisten vervat in de Code inzake brandveiligheidssystemen, met dien verstande dat, in plaats hiervan, de Administratie, na bestudering van de op het schip aanwezige voorzieningen en uitrusting, andere vast aangebrachte installaties kan aanvaarden, indien de hierdoor geboden beveiliging gelijkwaardig is aan die welke bovengenoemde installatie biedt, overeenkomstig voorschrift I/5. De vereisten voor andere vast aangebrachte installaties moeten conform zijn aan die welke in paragraaf 5.5.4 worden genoemd.

      • 5.5.1.2 Tankschepen waarop voor het schoonmaken van de ladingtanks gebruik wordt gemaakt van de methode van wassen met ruwe olie, moeten zijn uitgerust met een inert-gasinstallatie die voldoet aan de Code inzake brandveiligheidssystemen en met vast aangebrachte tankwasmachines.

      • 5.5.1.3 Tankschepen die moeten zijn voorzien van inert-gasinstallaties moeten voldoen aan de volgende bepalingen:

        • .1 de ruimten van dubbele scheepswanden moeten zijn voorzien van geschikte verbindingen voor de toevoer van inert gas;

        • .2 wanneer ruimten van de scheepswand verbonden zijn met een vast aangebracht systeem voor de distributie van inert gas, moeten middelen aanwezig zijn om te beletten dat koolwaterstofgassen uit de ladingtanks via het systeem de ruimten van de dubbele scheepswand binnendringen; en

        • .3 wanneer zulke ruimten niet vast met een systeem voor de distributie van inert gas zijn verbonden, moeten geschikte middelen aanwezig zijn om aansluiting op de hoofdaanvoerleiding voor inert gas mogelijk te maken.

    • 5.5.2 Inert-gasinstallaties van chemicaliëntankschepen en gastankschepen

      De vereisten voor inert-gasinstallaties vervat in de Code inzake brandveiligheidssystemen behoeven niet te worden toegepast op:

      • .1 chemicaliëntankschepen en gastankschepen wanneer deze de in voorschrift 1.6.1 bedoelde lading vervoeren, mits zij voldoen aan de door de Administratie overeenkomstig de door de Organisatie opgestelde richtlijnen vastgestelde vereisten voor inert-gasinstallaties op chemicaliëntankschepen; of

      • .2 chemicaliëntankschepen en gastankschepen wanneer deze ontvlambare lading vervoeren, anders dan ruwe olie of petroleumproducten, zoals de in hoofdstuk 17 en 18 van de Internationale Code voor chemicaliën in bulk vermelde lading, mits de capaciteit van de tanks die voor het vervoer ervan worden gebruikt niet groter is dan 3000 m³ en de afzonderlijke spuitcapaciteiten van de tankwasmachines niet groter zijn dan 17,5 m³/u en de totale gecombineerde capaciteit van het aantal in gebruik zijnde machines in een ladingtank op geen enkel moment meer bedraagt dan 110 m³/u.

    • 5.5.3 Algemene vereisten voor inert-gasinstallaties

      • 5.5.3.1 De inert-gasinstallatie moet in staat zijn lege tanks inert te maken, van gassen te ontdoen en gasvrij te maken en het zuurstofgehalte van de atmosfeer in de ladingtanks op het vereiste niveau te handhaven.

      • 5.5.3.2 De in paragraaf 5.5.3.1 bedoelde inert-gasinstallatie moet worden ontworpen, gebouwd en beproefd in overeenstemming met de Code inzake brandveiligheidssystemen.

      • 5.5.3.3 Tankschepen die zijn uitgerust met een vast aangebrachte inert-gasinstallatie moeten beschikken over een ullage-systeem van het gesloten type.

    • 5.5.4 Vereisten voor gelijkwaardige systemen

      • 5.5.4.1 Wanneer een aan een inert-gasinstallatie gelijkwaardige installatie wordt aangebracht, moet deze:

        • .1 in staat zijn gevaarlijke opeenhopingen van explosieve mengsels in onbeschadigde ladingtanks gedurende normaal bedrijf tijdens de gehele ballastreis en tijdens de noodzakelijke werkzaamheden in de tanks te voorkomen; en

        • .2 zodanig zijn ontworpen dat het gevaar van ontsteking door het ontstaan van statische elektriciteit vanuit de installatie zelf tot een minimum wordt beperkt.

  • 5.6 Inert maken, uitdrijven van gas en gasvrij maken

    • 5.6.1 De voorzieningen voor het uitdrijven van gassen en/of gasvrij maken, moeten zodanig zijn dat gevaren ten gevolge van de verspreiding van ontvlambare dampen in de atmosfeer en ten gevolge van ontvlambare mengsels in een ladingtank, tot een minimum worden beperkt.

    • 5.6.2 De procedure voor het uitdrijven van gassen en/of gasvrij maken moet worden uitgevoerd in overeenstemming met voorschrift 16.3.2.

    • 5.6.3 De in paragraaf 5.5.3.1 vereiste voorzieningen voor het inert maken, uitdrijven van gas en gasvrij maken van tanks moet ten genoegen van de Administratie zijn en tevens zodanig dat de opeenhoping van koolwaterstofdampen in zakken die worden gevormd door de inwendige constructiedelen in een tank tot een minimum wordt beperkt en dat:

      • .1 bij afzonderlijke ladingtanks de gasafvoerleiding, indien aanwezig, zo ver mogelijk van de toevoeropening voor inert gas of lucht verwijderd is en overeenstemt met paragraaf 5.3 en voorschrift 11.6. De inlaatopening van zulke gasafvoerleidingen kan zich hetzij op het niveau van het dek, hetzij op niet meer dan 1 m boven de bodem van de tank bevinden;

      • .2 de dwarsdoorsnede-oppervlakte van zo’n gasafvoerleiding als bedoeld in paragraaf 5.6.3.1 zodanig is dat een uitstroomsnelheid van ten minste 20 m/s kan worden gehandhaafd, wanneer in drie tanks - ongeacht welke - gelijktijdig inert gas wordt binnengevoerd. De afvoeren moeten tot minimaal 2 m boven het niveau van het dek doorlopen; en

      • .3 iedere gasafvoer als bedoeld in paragraaf 5.6.3.2 is uitgerust met passende afblindvoorzieningen.

  • 5.7 Gasmeting

    • 5.7.1 Draagbaar instrument

      Tankschepen moeten zijn voorzien van ten minste één draagbaar instrument voor het meten van ontvlambare gassen, alsmede van voldoende reservemateriaal. Geschikte middelen moeten aanwezig zijn voor de kalibratie van deze instrumenten.

    • 5.7.2 Voorzieningen voor gasmeting in dubbele zijwanden en dubbele bodems

      • 5.7.2.1 Er moeten geschikte draagbare instrumenten voor het meten van concentraties van zuurstof en ontvlambare damp aanwezig zijn. Bij de keuze van deze instrumenten moet voldoende aandacht worden geschonken aan het gebruik daarvan in combinatie met de vast aangebrachte leidingsystemen voor het nemen van gasmonsters bedoeld in paragraaf 5.7.2.2.

      • 5.7.2.2 Wanneer de atmosfeer in ruimten van de dubbele scheepswand niet op betrouwbare wijze kan worden gemeten met gebruikmaking van flexibele slangen voor het nemen van gasmonsters, moeten deze ruimten zijn voorzien van permanente leidingen voor het nemen van gasmonsters. De indeling van deze leidingsystemen moet worden aangepast aan het ontwerp van de ruimten.

      • 5.7.2.3 De constructiematerialen en afmetingen van gasbemonsteringscircuits moeten zodanig zijn dat blokkering wordt voorkomen. Wanneer plastic materialen worden gebruikt, moeten deze elektrisch geleidend zijn.

  • 5.8 Luchttoevoer naar dubbele wanden en dubbele bodems

    Dubbele wanden en dubbele bodems moeten zijn voorzien van geschikte aansluitingen voor de toevoer van lucht.

  • 5.9 Beveiliging van ladinggedeelten

    In de omgeving van leiding- en slangaansluitingen onder het spruitstukgedeelte moeten opvangbakken aanwezig zijn voor het verzamelen van ladingresiduen in ladingpijpen en –slangen. Ladingslangen en tankwasslangen moet over elektrische continuïteit beschikken over de gehele lengte ervan, met inbegrip van de koppelingen en flenzen (behoudens walaansluitingen) en moeten ten behoeve van de afvoer van elektrostatische ladingen geaard zijn.

  • 5.10 Beveiliging van ladingpompkamers

    • 5.10.1 In tankschepen:

      • .1 moeten ladingpompen, ballastpompen en strippompen die in ladingpompkamers zijn geplaatst en worden aangedreven door assen die door pompkamerschotten worden gevoerd, worden uitgerust met temperatuursensoren ten behoeve van de lagers, pompbehuizingen en aspakkingbussen in de schotten. In de ladingcontrolekamer of het pompcontrolestation moet automatisch een doorlopend hoorbaar en zichtbaar alarmsignaal afgaan;

      • .2 moet de verlichting in de ladingpompkamers, behoudens de noodverlichting, worden gekoppeld aan de ventilatie, zodanig dat de ventilatie in werking treedt zodra het licht wordt aangezet. Een defect aan het ventilatiesysteem mag niet tot gevolg hebben dat de verlichting uitgaat;

      • .3 moet een systeem worden aangebracht voor permanente bewaking van de concentratie koolwaterstofgassen. Bemonsteringspunten of detectorkoppen moeten op geschikte plaatsen worden aangebracht zodat mogelijk gevaarlijke lekkages vlug worden gedetecteerd. Wanneer de concentratie koolwaterstofgassen een van tevoren vastgesteld niveau bereikt, dat niet hoger mag zijn dan 10% van de onderste ontvlammingsgrens, moet in de pompkamer, motorcontrolekamer, ladingcontrolekamer en op de navigatiebrug automatisch een doorlopend hoorbaar en zichtbaar alarmsignaal afgaan om het personeel voor mogelijk gevaar te waarschuwen; en

      • .4 moeten alle pompkamers zijn voorzien van bewakingsvoorzieningen voor het lenswaterniveau, tezamen met op geschikte plaatsen aangebrachte alarminstallaties.

Voorschrift 5. Mogelijke uitbreiding van brand

• 1 Doel

  Het doel van dit voorschrift is de mogelijke uitbreiding van brand naar alle ruimten van het schip te beperken. Hiertoe moet aan de volgende functionele vereisten worden voldaan:

  • .1 er moeten voorzieningen zijn aangebracht voor de beheersing van de luchttoevoer naar de ruimte;

  • .2 er moeten voorzieningen zijn aangebracht voor de beheersing van ontvlambare vloeistoffen in de ruimte; en

  • .3 het gebruik van brandbare materialen moet worden beperkt.

• 2 Beheersing van de luchttoevoer naar en van ontvlambare vloeistof in de ruimte

  • 2.1 Inrichtingen voor het afsluiten en stopzetten van ventilatiesystemen

    • 2.1.1 De hoofdin- en uitlaten van alle ventilatiesystemen moeten buiten de ruimten die worden geventileerd, kunnen worden gesloten. De afsluitmiddelen moeten gemakkelijk toegankelijk zijn en duidelijk van een vaste markering zijn voorzien; voorts moet hierop zijn aangegeven of de afsluiting open of dicht is.

    • 2.1.2 Toestellen voor mechanische ventilatie van ruimten voor accommodatie, dienstruimten, laadruimten, controlestations en machineruimten moeten vanuit een gemakkelijk bereikbare plaats buiten de ruimte die zij bedienen, kunnen worden gestopt. Deze plaats moet zodanig zijn gelegen dat die niet gemakkelijk onbereikbaar wordt in geval van brand in de ruimten die worden bediend.

    • 2.1.3 Op passagiersschepen die meer dan 36 passagiers vervoeren moeten alle toestellen voor mechanische ventilatie, met uitzondering van die voor laadruimten, machineruimten en voor de extra systemen die volgens voorschrift 8.2 vereist kunnen zijn, op twee plaatsen centraal buiten werking gesteld kunnen worden; deze twee plaatsen moeten zo ver als praktisch mogelijk is van elkaar verwijderd zijn. Ventilatoren behorend tot mechanische ventilatiesystemen voor laadruimten moeten vanuit een veilige plaats buiten deze ruimten buiten werking kunnen worden gesteld.

  • 2.2 Bedieningsmiddelen in machineruimten

    • 2.2.1 Bedieningsmiddelen moeten worden voorzien voor het openen en sluiten van schijnlichten, het sluiten van openingen in schoorstenen die in normale omstandigheden afzuigventilatie mogelijk maken, en het sluiten van kleppen bij ventilatoren.

    • 2.2.2 Bedieningsmiddelen moeten worden voorzien voor het stoppen van ventilatoren. De mechanische ventilatie van de machineruimten moet op twee plaatsen centraal bediend kunnen worden; een van deze bedieningsplaatsen moet buiten deze ruimten gelegen zijn. De middelen die zijn voorzien voor het stoppen van de mechanische ventilatie van de machineruimten moet volledig gescheiden zijn van de middelen die zijn voorzien voor het stoppen van de ventilatie van andere ruimten.

    • 2.2.3 Bedieningsmiddelen moeten worden voorzien voor het stoppen van ventilatoren voor geforceerde en geïnduceerde trek, brandstofolietrimpompen, pompen voor oliestookinrichtingen, smeeroliebedieningspompen, thermische-oliecirculatiepompen en oliescheiders (zuiveraars). De paragrafen 2.2.4 en 2.2.5 behoeven echter niet te worden toegepast op olie-waterafscheiders.

    • 2.2.4 De in de paragrafen 2.2.1 tot en met 2.2.3 en in voorschrift 4.2.2.3.4 vereiste bedieningsmiddelen moeten buiten de desbetreffende ruimte zijn aangebracht zodat deze bij brand niet worden geïsoleerd van de ruimte die zij bedienen.

    • 2.2.5 Op passagiersschepen moeten de in de paragrafen 2.2.1 tot en met 2.2.4 en in voorschrift 8.3.3 en 9.5.2.3 vereiste bedieningsmiddelen en de bedieningsmiddelen voor de vereiste brandblusinstallaties ten genoegen van de Administratie worden aangebracht op een centrale bedieningsplaats of worden gegroepeerd op een zo gering mogelijk aantal plaatsen. Dergelijke plaatsen moeten vanaf het open dek veilig toegankelijk zijn.

  • 2.3 Aanvullende vereisten voor bedieningsmiddelen in machineruimten die periodiek zonder toezicht zijn

    • 2.3.1 Voor machineruimten op vrachtschepen die periodiek zonder toezicht zijn, moet de Administratie bijzondere aandacht schenken aan het handhaven van de brandwerendheid van de machineruimten, aan de plaatsing en de centrale opstelling van de bedieningsmiddelen van de brandblusinstallatie, aan de vereiste afsluitvoorzieningen (bijvoorbeeld ventilatie, brandstofpompen, enz.) en aan het feit dat aanvullende brandblusmiddelen en andere brandbestrijdingsuitrusting en ademhalingstoestellen kunnen worden verlangd.

    • 2.3.2 Op passagiersschepen moeten deze vereisten ten minste gelijkwaardig zijn aan die welke gelden voor machineruimten met doorlopende wachtbezetting.

• 3 Brandbeveiligingsmaterialen

  • 3.1 Gebruik van onbrandbaar materiaal

    • 3.1.1 Isolatiematerialen

      Isolatiematerialen moeten onbrandbaar zijn, behalve in laadruimten, postkamers, bagageruimten en in koel- en vrieskamers in dienstruimten. Dampwerende lagen en kleefstoffen gebruikt in samenhang met isolatiematerialen, alsmede de isolatie van pijpleidingen voor koud-watersystemen, behoeven niet van onbrandbaar materiaal te zijn vervaardigd, maar het gebruik ervan moet tot het praktisch mogelijke minimum worden beperkt en het vlamverspreidend vermogen van de blootgestelde oppervlakken moet laag zijn.

    • 3.1.2 Plafonds en beschietingen

      • 3.1.2.1 Op alle passagiersschepen, behalve in laadruimten, moeten alle beschietingen, stijlen, afstoppingen en plafonds van onbrandbaar materiaal zijn, behalve in postkamers bagageruimten en sauna’s of koel- en vrieskamers in dienstruimten.

      • 3.1.2.2 Op vrachtschepen moeten alle beschietingen, plafonds, afstoppingen en bijbehorende stijlen in de volgende ruimten van onbrandbaar materiaal zijn:

        • .1 in ruimten voor accommodatie, dienstruimten en controlestations op schepen waarvoor de in voorschrift 9.2.3.1 vermelde Methode IC wordt aangewezen; en

        • .2 in gangen en ingesloten trapruimten die toegang geven tot ruimten voor accommodatie, dienstruimten en controlestations op schepen waarvoor de in voorschrift 9.2.3.1 vermelde Methode IIC en IIIC wordt aangewezen.

    • 3.1.3 Gedeeltelijke schotten en dekken op passagiersschepen

      • 3.1.3.1 Gedeeltelijke schotten of dekken die dienen om een ruimte onder te verdelen voor nuttige of artistieke doeleinden, moeten van onbrandbaar materiaal zijn.

      • 3.1.3.2 Beschietingen, plafonds en gedeeltelijke schotten of dekken gebruikt ter afscherming of scheiding van aangrenzende hutbalkons moeten van onbrandbaar materiaal zijn. Hutbalkons op passagiersschepen gebouwd vóór 1 juli 2008 moeten bij het eerste onderzoek na 1 juli 2008 aan de vereisten van deze paragraaf voldoen.

  • 3.2 Gebruik van brandbaar materiaal

    • 3.2.1 Algemeen

      • 3.2.1.1 Op passagiersschepen moeten schotten van klasse „A”, „B”, of „C” die bekleed zijn met brandbare materialen, bekleding, lijstwerk, decoratieve versieringen en fineerlagen in ruimten voor accommodatie of dienstruimten en hutbalkons voldoen aan de bepalingen van de paragrafen 3.2.2 tot en met 3.2.4 en voorschrift 6. Traditionele houten banken en houten beschietingen op schotten en plafonds zijn in sauna’s evenwel toegestaan en behoeven niet te worden onderworpen aan de in de paragrafen 3.2.2 en 3.2.3 voorgeschreven berekeningen. De bepalingen van paragraaf 3.2.3 behoeven evenwel niet op hutbalkons te worden toegepast.

      • 3.2.1.2 Op vrachtschepen mogen onbrandbare schotten, plafonds en beschietingen in ruimten voor accommodatie en dienstruimten worden bekleed met brandbare materialen, bekleding, lijstwerk, decoratieve versieringen en fineerlagen, mits deze ruimten worden begrensd door onbrandbare schotten, plafonds en beschietingen in overeenstemming met de bepalingen van de paragrafen 3.2.2 tot en met 3.2.4 en voorschrift 6.

    • 3.2.2 Maximum calorische waarde van brandbare materialen

      Brandbare materialen die worden gebruikt bij de in paragraaf 3.2.1 bedoelde oppervlakken en beschietingen, mogen een calorische waarde hebben van ten hoogste 45 MJ/m², betrokken op de oppervlakte waarop de materialen met een bepaalde dikte zijn aangebracht. De vereisten van deze paragraaf zijn niet van toepassing op de oppervlakken van meubilair dat aan beschietingen of schotten is bevestigd.

    • 3.2.3 Totale inhoud van brandbare materialen

      Wanneer in overeenstemming met 3.2.1 brandbare materialen worden gebruikt, moeten deze voldoen aan de volgende vereisten:

      • .1 De gezamenlijke inhoud van brandbare bekleding, lijstwerk, decoratieve versieringen en fineerhout in enige ruimten voor accommodatie of dienstruimten mag niet groter zijn dan het volume dat overeenkomt met een fineerbekleding van 2,5 mm op de totale oppervlakte van de wanden en plafondbeschietingen. Meubilair dat aan beschietingen, schotten of dekken is bevestigd, behoeft niet bij de berekening van de totale inhoud van brandbare materialen te worden betrokken; en

      • .2 Op schepen die zijn uitgerust met een automatische sprinklerinstallatie die voldoet aan het bepaalde in de Code inzake brandveiligheidssystemen mag deze inhoud enig brandbaar materiaal omvatten dat wordt gebruikt bij het opstellen van scheidingswanden van klasse „C”.

    • 3.2.4 Laag vlamverspreidend vermogen van blootgestelde oppervlakken

      De volgende oppervlakken moeten, in overeenstemming met de Code inzake beproevingsprocedures voor brandwerendheid, een laag vlamverspreidend vermogen hebben:

      • 3.2.4.1 Op passagiersschepen:

        • .1 blootgestelde oppervlakken in gangen en ingesloten trapruimten en van beschietingen van schotten en plafonds in alle ruimten voor accommodatie, dienstruimten (behalve sauna’s) en controlestations; en

        • .2 oppervlakken en stijlen in verborgen en ontoegankelijke ruimten in ruimten voor accommodatie en dienstruimten en controlestations.

        • .3 blootgestelde oppervlakken van hutbalkons, behalve natuurlijk hardhouten deksystemen.

      • 3.2.4.2 Op vrachtschepen:

        • .1 blootgestelde oppervlakken in gangen en ingesloten trapruimten en van plafonds in alle ruimten voor accommodatie, dienstruimten (behalve sauna’s) en controlestations; en

        • .2 oppervlakken en stijlen in verborgen en ontoegankelijke ruimten in ruimten voor accommodatie en dienstruimten en controlestations.

  • 3.3 Meubilair in ingesloten trapruimten op passagiersschepen

    Meubilair in ingesloten trapruimten moet worden beperkt tot zitmeubelen. Deze moeten vast aangebracht zijn, beperkt zijn tot zes stoelen per dek per ruimte, een beperkt brandrisico hebben - bepaald in overeenstemming met de Code inzake beproevingsprocedures voor brandwerendheid - en mogen de vluchtweg voor passagiers niet belemmeren. De Administratie kan binnen ingesloten trapruimten in het centrale receptiegedeelte extra zitmeubelen toestaan, indien deze vast aangebracht zijn, onbrandbaar zijn en de vluchtweg voor passagiers niet belemmeren. Er mag geen meubilair worden toegestaan in gangen voor passagiers en bemanning die vluchtwegen vormen in gedeelten met hutten. Naast bovengenoemd meubilair kunnen kastjes van onbrandbaar materiaal worden toegestaan voor het opbergen van ingevolge deze voorschriften vereist ongevaarlijk veiligheidsmateriaal. In gangen mogen watertap- en ijsblokjesmachines worden toegestaan, mits deze vast zijn bevestigd en de breedte van de ontsnappingsroutes hierdoor niet wordt verkleind. Dit geldt tevens voor decoratieve bloemen- of plantenschikkingen, beelden of andere kunstvoorwerpen zoals schilderijen en tapijten in gangen en trapgedeelten.

  • 3.4 Meubilair en inrichting op hutbalkons van passagierschepen

    Op passagiersschepen moeten meubilair en inrichting op hutbalkons voldoen aan de voorschriften 3.40.1, 3.40.2, 3.40.3, 3.40.6 en 3.40.7, tenzij deze balkons worden beschermd door middel van een vast aangebrachte sproei-installatie voor water en een vast aangebrachte branddetectie- en brandalarminstallatie die voldoen aan de voorschriften 7.10 en 10.6.1.3. Passagiersschepen gebouwd vóór 1 juli 2008 moeten bij het eerste onderzoek na 1 juli 2008 aan de vereisten van deze paragraaf voldoen.

Voorschrift 6. Rookvorming en giftigheid

• 1 Doel

  Het doel van dit voorschrift is de bedreiging van mensenlevens als gevolg van rook en giftige producten veroorzaakt door brand in ruimten waar personen normaliter werken of leven, te beperken. Hiertoe moet de hoeveelheid rook en giftige producten afkomstig van brandbare materialen, met inbegrip van afwerkingslagen van oppervlakken, bij brand worden beperkt.

• 2.1 Verven, vernissen en andere stoffen voor afwerking

  Verven, vernissen en andere stoffen voor afwerking gebruikt op blootgestelde inwendige oppervlakken mogen geen overmatige hoeveelheden rook en giftige producten kunnen voortbrengen; dit moet worden aangetoond in overeenstemming met de Code inzake beproevingsprocedures voor brandwerendheid.

• 2.2 Op passagiersschepen gebouwd op of na 1 juli 2008 mogen verven, vernissen en andere stoffen voor afwerking gebruikt op blootgestelde oppervlakken van hutbalkons, met uitzondering van natuurlijk hardhouten deksystemen, geen overmatige hoeveelheden rook en giftige producten kunnen voortbrengen; dit moet worden aangetoond in overeenstemming met de Code inzake beproevingsprocedures voor brandwerendheid.

• 3.1 Onderste laag van dekbedekkingen

  De onderste laag van dekbedekkingen in ruimten voor accommodatie, dienstruimten en controlestations moet, indien aangebracht, van goedgekeurd materiaal zijn dat geen aanleiding geeft tot rook-, vergiftigings- of explosiegevaar bij verhoogde temperaturen; dit moet worden aangetoond in overeenstemming met de Code inzake beproevingsprocedures voor brandwerendheid.

• 3.2 Op passagiersschepen gebouwd op of na 1 juli 2008 mag de onderste laag van dekbedekkingen op hutbalkons geen aanleiding geven tot rook-, vergiftigings- of explosiegevaar bij verhoogde temperaturen; dit moet worden aangetoond in overeenstemming met de Code inzake beproevingsprocedures voor brandwerendheid.

DEEL C. – BRANDBESTRIJDING

Voorschrift 7. Detectie en alarmering

• 1 Doel

  Het doel van dit voorschrift is detectie van een brand in de ruimte waarin deze is ontstaan en alarmering ten behoeve van veilige ontvluchting en brandbestrijdingsactiviteiten. Hiertoe moet aan de volgende functionele vereisten worden voldaan:

  • .1 vast aangebrachte branddetectie- en brandalarmsystemen moeten zijn toegesneden op de aard van de ruimte, de kans op uitbreiding van een brand en de mogelijke vorming van rook en gassen;

  • .2 teneinde de aanwezigheid van een gemakkelijk toegankelijk meldingssysteem te waarborgen, moeten doeltreffende met de hand bediende meldingspunten worden aangebracht; en

  • .3 door middel van brandrondediensten moet een doeltreffende opsporing en lokalisering van brand alsmede alarmering van de navigatiebrug en brandbestrijdingsteams worden gewaarborgd.

• 2 Algemene vereisten

  • 2.1 In overeenstemming met dit voorschrift moet een vaste branddetectie- en brandalarminstallatie worden aangebracht.

  • 2.2 De in dit voorschrift en andere voorschriften in dit deel vereiste vast aangebrachte branddetectie-, brandalarm- en rookdetectie-installaties die luchtmonsters nemen, moeten van een goedgekeurd type zijn en voldoen aan de Code inzake brandveiligheidssystemen.

  • 2.3 Wanneer voor de beveiliging van andere ruimten dan die welke in paragraaf 5.1 worden genoemd, een vast aangebrachte branddetectie- en brandalarminstallatie is vereist, moet in iedere dergelijke ruimte ten minste één detector zijn aangebracht die voldoet aan het bepaalde in de Code inzake brandveiligheidssystemen.

• 3 Eerste beproeving en periodieke beproevingen

  • 3.1 De werking van de in de desbetreffende voorschriften van dit hoofdstuk vereiste vast aangebrachte branddetectie- en brandalarminstallaties moet na de installatie ervan onder uiteenlopende ventilatie-omstandigheden worden beproefd.

  • 3.2 De werking van de vast aangebrachte branddetectie- en brandalarminstallaties moet met geregelde tussenpozen ten genoegen van de Administratie worden beproefd, door middel van apparatuur die hete lucht op de juiste temperatuur produceert, dan wel rook of aërosoldeeltjes die het juiste scala van dichtheid of afmeting per deeltje hebben, of andere verschijnselen verband houdende met het ontstaan van brand genereert, waarop de detectors behoren te reageren.

• 4 Beveiliging van de machineruimten

  • 4.1 Installatie

    Er moet een vaste branddetectie- en brandalarminstallatie zijn aangebracht in:

    • .1 machineruimten die periodiek zonder toezicht zijn; en

    • .2 machineruimten wanneer:

    • .2.1 de aanbrenging van automatisch werkende installaties en afstandbedieningssystemen, alsmede de hierbij behorende uitrusting is goedgekeurd ter vervanging van een doorlopende wachtbezetting in die ruimte; en

    • .2.2 de hoofdvoortstuwingswerktuigen en bijbehorende werktuigen, met inbegrip van de hoofdstroomvoorziening, zijn voorzien van verschillende gradaties van automatische bediening of afstandsbediening en voortdurend onder toezicht staan vanuit een bemande controlekamer.

  • 4.2 Ontwerp

    De in paragraaf 4.1.1 vereiste vast aangebrachte branddetectie- en brandalarminstallatie moet zodanig zijn ontworpen en de detectors moeten zich op zodanige plaatsen bevinden, dat het ontstaan van brand in enig deel van die ruimten onder normale bedrijfsomstandigheden van de werktuigen, en bij variërende omstandigheden in ventilatie zoals deze worden verlangd door mogelijke schommelingen in de omgevingstemperatuur, snel kan worden gedetecteerd. Behalve in ruimten van beperkte hoogte en daar waar het gebruik van warmtedetectors in het bijzonder passend is, worden geen detectie-installaties toegestaan waarbij slechts gebruik wordt gemaakt van warmtedetectors. De detectie-installaties moeten hoorbare en zichtbare alarmsignalen geven die beide duidelijk te onderscheiden zijn van de alarmsignalen van enige andere installatie die geen brand aanduidt; dit moet gebeuren op voldoende plaatsen om te verzekeren dat de alarmsignalen op de brug en door een verantwoordelijk werktuigkundige worden waargenomen. Wanneer de brug niet bemand is, moet het alarm over gaan op een plaats waar een verantwoordelijk lid van de bemanning dienst heeft.

• 5 Beveiliging van ruimten voor accommodatie, dienstruimten en controlestations

  • 5.1 Rookdetectors in ruimten voor accommodatie

    In alle trapgedeelten, gangen en ontsnappingsroutes binnen de ruimten voor accommodatie moeten overeenkomstig het bepaalde in de paragrafen 5.2, 5.3 en 5.4 rookdetectors worden geïnstalleerd. Er moet aandacht worden geschonken aan de installatie van speciale rookdetectors binnen de ventilatiekanalen.

  • 5.2 Vereisten voor passagiersschepen die meer dan 36 passagiers vervoeren

    Er moet een vast aangebrachte branddetectie- en brandalarminstallatie van een goedgekeurd type op zodanige wijze worden aangebracht en ingesteld, dat rookdetectie mogelijk is in dienstruimten, controlestations en ruimten voor accommodatie, met inbegrip van gangen, trappen en vluchtwegen binnen ruimten voor accommodatie. Rookdetectors behoeven niet te worden aangebracht in privé-badkamers en kombuizen. In ruimten waar geen of weinig brandrisico bestaat, zoals lege ruimten, openbare toiletten, kooldioxidekamers en soortgelijke ruimten, behoeven geen branddetectie- en brandalarminstallaties te worden aangebracht.

  • 5.3 Vereisten voor passagiersschepen die niet meer dan 36 passagiers vervoeren

    In iedere afzonderlijke verticale of horizontale sectie, in alle ruimten voor accommodatie en dienstruimten en, indien zulks door de Administratie noodzakelijk wordt geacht, moet in controlestations, met uitzondering van ruimten die vrijwel geen brandgevaar opleveren (zoals lege ruimten, sanitaire ruimten enz.), hetzij:

    • .1 een vast aangebrachte branddetectie- en brandalarminstallatie worden geïnstalleerd en ingesteld, zodanig dat de aanwezigheid van brand in dergelijke ruimten wordt gedetecteerd en dat rook kan worden gedetecteerd in gangen en op trapgedeelten en ontsnappingsroutes binnen ruimten voor accommodatie; of

    • .2 een automatische sprinkler-, branddetectie- en brandalarminstallatie van een goedgekeurd type die voldoet aan de desbetreffende vereisten van de Code inzake brandveiligheidssystemen worden geïnstalleerd en ingesteld, zodanig dat dergelijke ruimten worden beveiligd en, daarnaast, een vast aangebrachte branddetectie- en brandalarminstallatie die zodanig wordt geïnstalleerd en ingesteld dat rook kan worden gedetecteerd in gangen en op trapgedeelten en ontsnappingsroutes binnen ruimten voor accommodatie.

  • 5.4 Beveiliging van atriums op passagiersschepen

    De gehele verticale hoofdsectie waarvan het atrium deel uitmaakt, moet overal worden beveiligd door een rookdetectie-installatie.

  • 5.5 Vrachtschepen

    Ruimten voor accommodatie en dienstruimten en controlestations op vrachtschepen moeten, afhankelijk van de in overeenstemming met voorschrift 9.2.3.1. gekozen beveiligingsmethode, als volgt worden beveiligd door middel van een vast aangebrachte branddetectie- en brandalarminstallatie en/of automatische sprinkler-, branddetectie- of brandalarminstallatie.

    • 5.5.1 Methode IC

      Er moet een vast aangebrachte branddetectie- en brandalarminstallatie worden geïnstalleerd en ingesteld, zodanig dat rook kan worden gedetecteerd in alle gangen en trapgedeelten en op alle ontsnappingsroutes binnen ruimten voor accommodatie.

    • 5.5.2 Methode IIC

      Er moet een automatische sprinkler-, branddetectie- en brandalarminstallatie van een goedgekeurd type die voldoet aan de desbetreffende vereisten van de Code inzake brandveiligheidssystemen worden geïnstalleerd en ingesteld, zodanig dat ruimten voor accommodatie, kombuizen en andere dienstruimten worden beveiligd, met uitzondering van ruimten die vrijwel geen brandgevaar opleveren (zoals lege ruimten, sanitaire ruimten enz.). Daarnaast moet een vast aangebrachte branddetectie- en brandalarminstallatie worden geïnstalleerd en ingesteld, zodanig dat rook kan worden gedetecteerd in alle gangen en trapgedeelten en op alle ontsnappingsroutes binnen ruimten voor accommodatie.

    • 5.5.3 Methode IIIC

      Er moet een vast aangebrachte branddetectie- en brandalarminstallatie worden geïnstalleerd en ingesteld, zodanig dat brand kan worden gedetecteerd in alle ruimten voor accommodatie en dienstruimten en rook kan worden gedetecteerd in gangen, trapgedeelten en op vluchtwegen binnen ruimten voor accommodatie, met uitzondering van ruimten die vrijwel geen brandgevaar opleveren (zoals lege ruimten, sanitaire ruimten enz.). Daarnaast moet een vast aangebrachte branddetectie- en brandalarminstallatie worden geïnstalleerd en ingesteld, zodanig dat rook kan worden gedetecteerd in alle gangen en trapgedeelten en op alle ontsnappingsroutes binnen ruimten voor accommodatie.

• 6 Beveiliging van laadruimten op passagiersschepen

  Er moet een vast aangebrachte branddetectie- en brandalarminstallatie, of een rookdetectie-installatie die luchtmonsters neemt, aanwezig zijn in elke laadruimte die naar het oordeel van de Administratie niet toegankelijk is, behalve wanneer ten genoegen van de Administratie wordt aangetoond dat het schip voor reizen van zo korte duur wordt gebruikt dat het onredelijk zou zijn deze bepaling toe te passen.

• 7 Met de hand bediende meldingspunten

  In alle ruimten voor accommodatie, dienstruimten en controlestations moeten met de hand bediende meldingspunten worden aangebracht die voldoen aan de Code inzake brandveiligheidssystemen. Bij iedere uitgang moet zich één met de hand te bedienen meldingspunt bevinden. Zulke punten moeten gemakkelijk toegankelijk zijn in gangen op ieder dek, en wel zodanig dat geen enkel deel van de gang op een afstand van meer dan 20 m van een met de hand te bedienen meldingspunt gelegen is.

• 8 Brandrondediensten op passagiersschepen

  • 8.1 Brandrondediensten

    Op schepen die meer dan 36 passagiers vervoeren moet een doeltreffende brandrondedienst worden onderhouden, zodat het uitbreken van een brand meteen wordt ontdekt. Ieder lid van de brandrondedienst moet vertrouwd worden gemaakt met de inrichting van het schip en met de plaatsing en de werking van alle uitrusting die hij mogelijk zal moeten gebruiken.

  • 8.2 Inspectieluiken

    Plafonds en schotten moeten zodanig zijn geconstrueerd dat de brandrondedienst eventuele rook afkomstig uit verborgen en ontoegankelijke plaatsen kan ontdekken zonder dat de doeltreffendheid van de brandbeveiliging wordt geschaad, behalve wanneer er naar de mening van de Administratie geen gevaar bestaat dat er op zulke plaatsen brand ontstaat.

  • 8.3 Duplex-portofoon

    Elk lid van de brandrondedienst moet zijn voorzien van een duplex-portofoon.

• 9 Brandalarmsignaleringssystemen op passagiersschepen

  • 9.1 Te allen tijde moeten passagiersschepen op zee of in de haven (behalve wanneer het uit de vaart is) zo bemand of uitgerust zijn, dat zeker gesteld wordt dat een lid van de bemanning dat op dit gebied verantwoordelijk is, elk eerste brandalarm onmiddellijk ontvangt.

  • 9.2 Het controlepaneel van vast aangebrachte branddetectie- en brandalarminstallaties moet zodanig zijn ontworpen dat een storing in het systeem door het systeem zelf wordt aangegeven (zodat bijv. alarm wordt gegeven bij een open detectorcircuit).

  • 9.3 Op passagiersschepen die meer dan 36 passagiers vervoeren moeten de door paragraaf 5.2 voorgeschreven brandalarminstallaties worden samengebracht in een doorlopend bemand centraal controlestation. Daarnaast moet de bedieningsapparatuur voor het op afstand sluiten van branddeuren en het stopzetten van ventilatoren worden samengebracht op dezelfde plaats. De ventilatoren moeten door de bemanning op het doorlopend bemande controlestation weer in werking kunnen worden gesteld. De controlepanelen in het centrale controlestation moeten in staat zijn aan te geven of branddeuren open of gesloten zijn en of detectors, alarmen en ventilatoren in- of uitgeschakeld zijn. Het controlepaneel moet voortdurend van stroom worden voorzien en beschikken over een automatische overschakeling op een noodstroomvoorziening ingeval de normale stroomvoorziening uitvalt. Het controlepaneel moet van stroom worden voorzien vanuit de hoofdstroomvoorziening en de noodstroomvoorziening omschreven in voorschrift II-1/42, tenzij in de voorschriften andere toepasselijke regelingen zijn toegestaan.

  • 9.4 Een speciale alarminstallatie die vanaf de navigatiebrug of het controlestation kan worden bediend, moet worden aangebracht ter oproeping van de bemanning. Dit alarm kan een deel zijn van de algemene alarminstallatie van het schip en moet onafhankelijk van het alarm in de passagiersruimten in werking kunnen worden gesteld.

• 10 Beveiliging van hutbalkons op passagiersschepen

  Op hutbalkons van schepen waarop voorschrift 5.3.4 van toepassing is, moet, wanneer meubilair en inrichting op dergelijke balkons niet conform de voorschriften 3.40.1, 3.40.2, 3.40.3, 3.40.6 en 3.40.7 zijn, een vaste branddetectie- en brandalarminstallatie zijn aangebracht die voldoet aan de bepalingen van de Code inzake brandveiligheidsystemen.

Voorschrift 8. Beheersing van de verspreiding van rook

• 1 Doel

  Het doel van dit voorschrift is de verspreiding van rook te beheersen teneinde de door rook gevormde gevaren tot een minimum te beperken. Hiertoe moet worden voorzien in middelen voor de beheersing van rook in atriums, controlestations, machineruimten en verborgen ruimten.

• 2 Beveiliging van controlestations die buiten machineruimten zijn gelegen

  Er moeten praktisch uitvoerbare maatregelen worden getroffen om te bereiken dat in controlestations die buiten machineruimten zijn gelegen, ventilatie, zicht en afwezigheid van rook worden gehandhaafd, zodat in geval van brand de werktuigen en toestellen daarin kunnen worden gecontroleerd en op deugdelijke wijze blijven werken. Een extra gescheiden systeem van luchttoevoer moet zijn aangebracht en de inlaatopeningen van beide systemen van luchttoevoer moeten zo zijn gelegen, dat het gevaar dat zij gelijktijdig rook aanzuigen tot een minimum beperkt blijft. Naar goeddunken van de Administratie behoeven dergelijke eisen niet te worden gesteld aan controlestations, gelegen op en uitgang verlenend naar een open dek, of daar waar plaatselijke afsluitmiddelen even doeltreffend zouden zijn.

• 3. Afvoer van rook uit machineruimten

  • 3.1 De bepalingen van deze paragraaf zijn van toepassing op machineruimten van categorie A en, indien de Administratie zulks wenselijk acht, op andere machineruimten.

  • 3.2 Onverminderd de bepalingen van voorschrift 9.5.2.1 moeten passende voorzieningen worden getroffen voor de afvoer van rook uit de te beveiligen ruimte in geval van brand. Voor dit doel mag het gebruik van de normaliter gebruikte ventilatiesystemen worden toegestaan.

  • 3.3 Er moeten middelen voor de bediening van de rookafvoervoorziening worden aangebracht en deze middelen moeten zodanig buiten de betrokken ruimte zijn aangebracht dat deze, in geval van brand, niet worden geïsoleerd van de ruimte die zij bedienen.

  • 3.4 Op passagiersschepen moeten de in paragraaf 3.3 vereiste bedieningsmiddelen zijn aangebracht op één controleplaats of, ten genoegen van de Administratie, worden gegroepeerd op een zo gering mogelijk aantal plaatsen. Dergelijke plaatsen moeten vanaf het open dek veilig toegankelijk zijn.

• 4 Afstoppingen die trek tegengaan

  Luchtruimten ingesloten achter plafonds, panelen of beschietingen moeten zijn onderverdeeld door goed sluitende afstoppingen, die niet meer dan 14 m van elkaar verwijderd mogen zijn. Zulke ingesloten luchtruimten moeten, met inbegrip van de ruimten achter beschietingen van trappenhuizen, schachten enzovoorts, in verticale richting op ieder dek zijn afgesloten.

• 5 Rookafzuiginstallaties in atriums van passagiersschepen

  Atriums moeten worden voorzien van een rookafzuiginstallatie. De rookafzuiginstallatie moet worden geactiveerd door de vereiste rookdetectie-installatie en moet met de hand kunnen worden bediend. De capaciteit van de ventilatoren moet zodanig zijn dat het gehele volume binnen de ruimte kan worden afgezogen in 10 minuten of minder.

Voorschrift 9. Insluiting van brand

• 1 Doel

  Het doel van dit voorschrift is een brand in te sluiten in de ruimte waarin deze is ontstaan. Hiertoe moet aan de volgende functionele vereisten worden voldaan:

  • .1 het schip moet worden onderverdeeld door thermische en structurele scheidingswanden;

  • .2 bij de thermische isolatie van scheidingswanden moet naar behoren rekening worden gehouden met het brandgevaar in de ruimte en aangrenzende ruimten; en

  • .3 wanneer schotten zijn voorzien van openingen of doorboringen moet de brandwerendheid hiervan gehandhaafd blijven.

• 2 Thermische en structurele scheidingswanden

  • 2.1 Thermische en structurele indeling

    Alle typen schepen moeten, aan de hand van het brandrisico binnen een bepaalde ruimte, door middel van thermische en structurele schotten in ruimten worden onderverdeeld.

  • 2.2 Passagiersschepen

    • 2.2.1 Verticale hoofdsecties en horizontale secties

      • 2.2.1.1.1 Op schepen die meer dan 36 passagiers vervoeren, moeten de romp, de bovenbouw en de dekhuizen worden onderverdeeld in verticale hoofdsecties door schotten van klasse „A-60”. Trapsgewijs verspringen van schotten moet, evenals het aanbrengen van nissen, zoveel mogelijk vermeden worden, doch waar dit nodig is moet de constructie eveneens uit schotten van klasse „A-60” bestaan. Indien zich aan één zijde een in paragraaf 2.2.3.2.2 omschreven ruimte van categorie (5), (9) of (10) bevindt of indien zich aan weerszijden van het schot brandstofolietanks bevinden, kan de norm worden verlaagd naar „A-0”

      • 2.2.1.1.2 Op schepen die niet meer dan 36 passagiers vervoeren, moeten de romp, de bovenbouw en de dekhuizen, ter plaatse van ruimten voor accommodatie en dienstruimten, door schotten van klasse „A” worden onderverdeeld in verticale hoofdsecties. Deze schotten moeten een isolerend vermogen hebben overeenkomstig de tabellen in paragraaf 2.2.4.

    • 2.2.1.2 De schotten die de afscheiding vormen van de verticale hoofdsecties boven het schottendek moeten, voor zover praktisch uitvoerbaar, in één vlak liggen met schotten voor de waterdichte indeling onmiddellijk onder het schottendek. De lengte en breedte van verticale hoofdsecties kunnen worden vergroot tot een maximum van 48 m om ervoor te zorgen dat de uiteinden van verticale hoofdsecties samenvallen met schotten voor de waterdichte indeling of om een grote openbare ruimte onder te brengen die zich uitstrekt over de gehele lengte van de verticale hoofdsectie, mits de totale oppervlakte van de verticale hoofdsectie op geen enkel dek groter is dan 1600 m². De lengte of breedte van een verticale hoofdsectie is de maximumafstand tussen de verste punten van de eraan grenzende schotten.

    • 2.2.1.3 Deze schotten moeten van dek tot dek zijn doorgetrokken en doorlopen tot de huid of tot andere scheidingswanden.

    • 2.2.1.4 Indien een verticale hoofdsectie door horizontale schotten van klasse „A” wordt onderverdeeld in horizontale secties teneinde een passende scheiding aan te brengen tussen gedeelten van het schip die wel en gedeelten die niet van een sprinklersysteem zijn voorzien, moeten de schotten zijn doorgetrokken tussen de aangrenzende verticale hoofdbrandschotten en tot de huid of tot uitwendige scheidingswanden van het schip en moeten zij geïsoleerd zijn volgens de normen voor brandwerendheid en isolerend vermogen zoals vermeld in tabel 9.4.

      • 2.2.1.5.1 Op schepen die voor bijzondere doeleinden zijn ontworpen zoals veerboten voor het vervoer van automobielen of treinen, waar het aanbrengen van verticale hoofdbrandschotten het doel waarvoor het schip is bestemd zou belemmeren, moeten gelijkwaardige middelen tot het onder controle houden van brand en het voorkomen van uitbreiding daarvan ter vervanging van deze schotten worden aangebracht, welke middelen door de Administratie moeten zijn goedgekeurd. Dienstruimten en scheepsvoorraden mogen niet op ro-ro-dekken worden ondergebracht, tenzij deze conform de toepasselijke voorschriften worden beveiligd.

      • 2.2.1.5.2 Op schepen met ruimten van bijzondere aard, moeten dergelijke ruimten evenwel voldoen aan de toepasselijke bepalingen van voorschrift 20; wanneer zulks niet zou stroken met de in dit hoofdstuk vervatte andere vereisten voor passagiersschepen, zijn de vereisten van voorschrift 20 doorslaggevend.

    • 2.2.2 Schotten binnen een verticale hoofdsectie

      • 2.2.2.1 Op schepen die meer dan 36 passagiers vervoeren, moeten alle schotten die niet van klasse „A” behoeven te zijn, ten minste schotten van klasse „B” of „C” zijn zoals voorgeschreven in de tabellen in paragraaf 2.2.3.

      • 2.2.2.2 Op schepen die niet meer dan 36 passagiers vervoeren, moeten alle schotten binnen ruimten voor accommodatie en dienstruimten die niet van klasse „A” behoeven te zijn, ten minste van klasse „B” of „C” zijn, zoals voorgeschreven in de tabellen in paragraaf 2.2.4. Daarnaast moeten alle schotten van gangen, indien zij niet van klasse „A” behoeven te zijn, schotten van klasse „B” zijn en worden opgetrokken van dek tot dek, met de volgende uitzonderingen:

        • .1 wanneer aan beide zijden van het schot doorlopende plafondbeschietingen van klasse „B” worden aangebracht moet het gedeelte van het schot achter het doorlopende plafond of de doorlopende beschieting van materiaal zijn waarvan dikte en samenstelling aanvaardbaar zijn bij de constructie van schotten van klasse „B”, doch die slechts aan de normen voor brandwerendheid van klasse „B” behoeven te voldoen voor zover zulks naar de mening van de Administratie redelijk en uitvoerbaar is; en

        • .2 op een schip dat beveiligd wordt door een automatisch sprinklersysteem dat voldoet aan het bepaalde in de Code inzake brandveiligheidssystemen, mogen de schotten voor gangen eindigen bij een plafond in de gang mits dergelijke schotten en plafonds aan de norm voor klasse „B” voldoen conform de vereisten van paragraaf 2.2.4. Alle deuren en kozijnen in zulke schotten moeten van onbrandbaar materiaal zijn en moeten dezelfde brandwerendheid bezitten als het schot waarin zij zijn aangebracht.

      • 2.2.2.3 Schotten die klasse „B”-schotten behoren te zijn, behalve schotten van gangen als voorgeschreven in paragraaf 2.2.2.2, moe-ten worden opgetrokken van dek tot dek, tot aan de huid of tot aan andere scheidingswanden. Wanneer een schot dat ten minste dezelfde brandwerendheid bezit als het aangrenzende schot, aan beide zijden wordt voorzien van een plafond of beschieting van klasse „B”, mag het schot evenwel eindigen bij het doorlopende plafond of de doorlopende beschieting.

    • 2.2.3 Brandwerendheid van schotten en dekken op schepen die meer dan 36 passagiers vervoeren

      • 2.2.3.1 Behalve dat moet worden voldaan aan de specifieke bepalingen voor brandwerendheid van schotten en dekken op passagiersschepen, moet de brandwerendheid van alle schotten en dekken ten minste zijn zoals voorgeschreven in de tabellen 9.1 en 9.2. Indien op grond van een bijzondere structurele indeling van het schip moeilijkheden worden ondervonden bij de bepaling uit de tabellen van de minimumwaarde voor de brandwerendheid voor schotten, moeten zulke waarden ten genoegen van de Administratie worden bepaald.

      • 2.2.3.2 De toepassing van de tabellen wordt geregeld door de volgende bepalingen:

        • .1 Tabel 9.1 is van toepassing op schotten die geen verticale hoofdsecties of horizontale secties begrenzen. Tabel 9.2 is van toepassing op dekken die verticale hoofdsecties niet trapsgewijs doen verspringen of die geen horizontale secties begrenzen;

        • .2 Ter bepaling van de passende normen voor de brandwerendheid die moeten worden toegepast voor de scheidingswanden tussen aan elkaar grenzende ruimten, zijn deze ruimten ingedeeld op grond van hun brandrisico als aangegeven in onderstaande categorieën (1) t/m (14). Indien de inhoud en het gebruik van een dergelijke ruimte zodanig zijn dat er twijfel bestaat omtrent de indeling ervan uit hoofde van dit voorschrift, of indien het mogelijk is twee of meer indelingen aan een ruimte toe te wijzen, moet deze worden beschouwd als een ruimte binnen de desbetreffende categorie met de strengste eisen omtrent de scheidingswanden. Kleinere, ingesloten ruimten binnen een ruimte die minder dan 30% met die ruimte in verbinding staande openingen hebben, worden aangemerkt als aparte ruimten. De brandwerendheid van de scheidingswanden en -dekken van dergelijke kleinere ruimten moet conform de vereisten van de tabellen 9.1 en 9.2 zijn. De titel van elke categorie moet meer als omschrijving dan als beperking worden beschouwd. Het tussen haken geplaatste nummer dat aan elke categorie voorafgaat, verwijst naar het desbetreffende kolom- of rijnummer in de tabellen.

          • (1) Controlestations

          • Ruimten waarin de noodkrachtbron en de noodverlichtingsvoorzieningen zijn ondergebracht.

          • Stuurhuis en kaartenkamer.

          • Ruimten waarin de radio-installatie van het schip is ondergebracht.

          • Brandcontrolestations.

          • Controleruimte voor werktuiglijke voortstuwing indien gelegen buiten de ruimte voor de werktuiglijke voortstuwing.

          • Ruimten waarin de centrale brandalarminrichting is ondergebracht.

          • Ruimten waarin het centrale station en de centrale uitrusting voor het noodscheepsomroepsysteem zijn ondergebracht.

          • (2) Trappen

          • Binnentrappen, liften, volledig ingesloten noodontsnappingsschachten en roltrappen (andere dan die welke geheel binnen de machineruimten liggen) voor passagiers en bemanning alsmede de bijbehorende ingesloten ruimten.

          • In dit verband moet een trap die slechts op één niveau is ingesloten worden beschouwd als een deel van de ruimte waarvan hij niet door een branddeur is gescheiden.

          • (3) Gangen

          • Gangen en portalen voor passagiers en bemanning.

          • (4) Evacuatiestations en ontsnappingswegen buiten

          • Bergplaats van groepsreddingmiddelen.

          • Open dekruimten en ingesloten wandelgangen die de plaatsen voor de inscheping in en het te water brengen van de reddingboten en reddingvlotten vormen.

          • Verzamelplaatsen, binnen en buiten.

          • Buitentrappen en open dekken die voor ontsnappingsroutes worden gebruikt.

          • De scheepszijde tot aan de waterlijn bij de geringste diepgang in zeewater, bovenbouw en zijden van dekhuizen gelegen onder en grenzend aan de inschepingsplaatsen voor reddingvlot en ontsnappingsglijbaan.

          • (5) Open dekruimten

          • Open dekruimten en gesloten wandelgangen waar geen plaatsen voor de inscheping in en het te water brengen van reddingboten en reddingvlotten zijn. Voor deze categorie geldt dat ingesloten wandelgangen geen substantieel brandrisico mogen vormen, hetgeen inhoudt dat de stoffering moet worden beperkt tot dekstoffering. Daarnaast moeten dergelijke ruimten door middel van permanente openingen op natuurlijke wijze worden geventileerd.

          • Luchtruimten (de ruimte buiten de bovenbouw en de dekhuizen).

          • (6) Ruimten voor accommodatie die weinig brandgevaarlijk zijn

          • Hutten met meubilair en stoffering die in beperkte mate brandgevaarlijk zijn.

          • Kantoren en poliklinieken met meubilair en stoffering die in beperkte mate brandgevaarlijk zijn.

          • Ruimten voor algemeen gebruik met meubilair en stoffering die in beperkte mate brandgevaarlijk zijn en die een dekoppervlakte hebben van minder dan 50 m².

          • (7) Ruimten voor accommodatie die matig brandgevaarlijk zijn

          • Ruimten als in categorie (6) hierboven doch met meubilair en stoffering die in meer dan beperkte mate brandgevaarlijk zijn.

          • Ruimten voor algemeen gebruik met meubilair en stoffering die in beperkte mate brandgevaarlijk zijn en die een dekoppervlakte hebben van 50 m² of meer.

          • Afzonderlijke bergkasten en kleine bergplaatsen in ruimten voor accommodatie met een oppervlakte van minder dan 4 m² (waarin geen ontvlambare vloeistoffen zijn opgeslagen).

          • Boordwinkels. Ruimten voor filmprojectie en -opslag. Dieetkeukens (waar geen open vuur is).

          • Bergkasten voor schoonmaakgereedschappen (waarin geen ontvlambare vloeistoffen zijn opgeslagen).

          • Laboratoria (waarin geen ontvlambare vloeistoffen zijn opgeslagen).

          • Apotheken.

          • Kleine droogkamers (met een dekoppervlakte van 4 m² of minder).

          • Speciekamers.

          • Operatiekamers.

          • (8) Ruimten voor accommodatie die in aanzienlijke mate brandgevaarlijk zijn

          • Ruimten voor algemeen gebruik met meubilair en stoffering die in meer dan beperkte mate brandgevaarlijk zijn en die een oppervlakte hebben van 50 m² of meer.

          • Kapsalons en schoonheidssalons.

          • Sauna’s.

          • (9) Sanitaire en soortgelijke ruimten

          • Sanitaire ruimten voor gemeenschappelijk gebruik, douches, baden, toiletten, enz.

          • Kleine wasserijen.

          • Overdekt zwembad.

          • Afzonderlijke pantry’s die geen kooktoestellen bevatten, in ruimten voor accommodatie.

          • Sanitaire ruimten voor privé-gebruik moeten worden beschouwd als een deel van de ruimte waarin zij zijn ondergebracht.

          • (10) Tanks, lege ruimten en ruimten voor hulpmachines die in geringe mate of niet brandgevaarlijk zijn

          • Watertanks die deel uitmaken van de scheepsconstructie.

          • Lege ruimten en kofferdammen.

          • Hulpmachineruimten waarin geen machines zijn ondergebracht met een druksmeersysteem en waar de opslag van brandbare stoffen verboden is, zoals:

            •  ruimten voor ventilatie en luchtbehandeling;

            •  ruimte voor ankerspil;

            •  stuurmachinekamer;

            •  ruimte voor stabilisatie-inrichtingen;

            •  ruimte voor de elektrische voortstuwingsmotor;

            •  ruimten waarin zich de sectieschakelborden en uitsluitend elektrische uitrusting, anders dan met olie gevulde elektrische transformatoren (meer dan 10 kVA) bevinden;

            •  schroefastunnels en pijpentunnels;

            •  ruimten voor pompen en koelinstallaties (die geen brandbare vloeistoffen verpompen of gebruiken).

          • Gesloten schachten voor toegang tot deze ruimten.

          • Andere dichte schachten zoals pijp- en kabelschachten.

          • (11) Ruimten voor hulpmachines, laadruimten, lading- en andere olietanks en andere soortgelijke ruimten die matig brandgevaarlijk zijn

          • Ladingolietanks.

          • Laadruimten, schachten en luikhoofden.

          • Koelruimen.

          • Brandstofolietanks (indien opgesteld in een afzonderlijke ruimte waarin geen machines zijn ondergebracht).

          • Schroefastunnels en pijpentunnels waarin de opslag van brandbare stoffen is toegestaan.

          • Ruimten voor hulpmachines zoals in categorie (10) waarin machines zijn ondergebracht met een druksmeersysteem of waarin opslag van brandbare stoffen is toegestaan

          • Olielaadstations.

          • Ruimten waarin met olie gevulde elektrische transformatoren (meer dan 10 kVA) zijn ondergebracht.

          • Ruimten waarin door turbines en zuigerstoommachines gedreven hulpgeneratoren zijn ondergebracht, alsmede kleine interne verbrandingsmotoren met een vermogen tot 110 kW, die generatoren aandrijven, sprinklerpompen, drencherpompen, brandbluspompen, lenspompen, enz.

          • Gesloten schachten voor toegang tot deze ruimten.

          • (12) Machineruimten en hoofdkombuizen

          • Ruimten voor hoofdvoortstuwingswerktuigen (behalve ruimten voor elektrische voortstuwingsmotoren) en ketelruimen.

          • Ruimten voor hulpmachines niet vallende onder de categorieën (10) en (11) en waarin interne verbrandingsmotoren of andere oliestook-, verwarmings- of pompinrichtingen zijn ondergebracht.

          • Hoofdkombuizen en daarbij behorende ruimten.

          • Schachten van de bovengenoemde ruimten.

          • (13) Bergplaatsen, werkplaatsen, pantry’s, enz.

          • Hoofdpantry’s niet verbonden met kombuizen.

          • Grote wasserij.

          • Grote droogkamers (met een dekoppervlakte van meer dan 4 m²)

          • Diverse bergplaatsen.

          • Post- en bagageruimten.

          • Afvalopslagplaatsen.

          • Werkplaatsen (geen deel van machineruimten, kombuizen, enz.).

          • Bergkasten en bergplaatsen met een oppervlakte van meer dan 4 m² die geen ruimten zijn die voorzieningen hebben voor de opslag van ontvlambare vloeistoffen.

          • (14) Andere ruimten waarin ontvlambare vloeistoffen zijn opgeslagen

          • Bergkasten voor verf.

          • Bergplaatsen waarin zich ontvlambare vloeistoffen bevinden (met inbegrip van verfstoffen, geneesmiddelen, enz.).

          • Laboratoria (waar ontvlambare vloeistoffen zijn opgeslagen);

        • .3 Indien één enkele waarde is aangegeven voor de brandwerendheid van een scheidingswand tussen twee ruimten is deze waarde in alle gevallen van toepassing;

        • .4 Ondanks het bepaalde in paragraaf 2.2.2 zijn er geen speciale eisen ten aanzien van materiaal of brandwerendheid van scheidingswanden indien slechts een streepje in de tabel is vermeld; en

        • .5 Ten aanzien van de ruimten van categorie (5) bepaalt de Administratie of de waarden van het isolerend vermogen van tabel 9.1 van toepassing zullen zijn op de eindschotten van dekhuizen en bovenbouwen en of de waarden van het isolerend vermogen van tabel 9.2 van toepassing zullen zijn op aan weer en wind blootgestelde dekken. In geen geval zullen de eisen voor categorie (5) in de tabellen 9.1 of 9.2 noodzaken tot het afsluiten van ruimten die naar de mening van de Administratie niet behoeven te worden afgesloten.

        Tabel 9.1 – Schotten die geen verticale hoofdsecties of horizontale secties begrenzen

        Ruimten	(1)	(2)	(3)	(4)	(5)	(6)	(7)	(8)	(9)	(10)	(11)	(12)	(13)	(14)
        Controlestations (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
        Trappen (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
        Gangen (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
        Evacuatiestations en ontsnappingsroutes buiten (4)					A-0	A-60b,d	A-60b,d	A-60b,d	A-0d	A-0	A-60b	A-60b	A-60b	A-60b
        Open dekruimten (5)						A-0	A-0	A-0	A-0	A-0	A-0	A-0	A-0	A-0
        Ruimten voor accommodatie die weinig brandgevaarlijk zijn (6)						B-0	B-0	B-0	C	A-0	A-0	A-30	A-0	A-30
        Ruimten voor accommodatie die matig brandgevaarlijk zijn (7)							B-0	B-0	C	A-0	A-15	A-60	A-15	A-60
        Ruimten voor accommodatie die in aanzienlijke mate brandgevaarlijk zijn (8)								B-0	C	A-0	A-30	A-60	A-15	A-60
        Sanitaire en soortgelijke ruimten (9)									C	A-0	A-0	A-0	A-0	A-0
        Tanks, lege ruimten en ruimten voor hulpmachines die in geringe mate of niet brandgevaarlijk zijn (10)										A-0a	A-0	A-0	A-0	A-0
        Ruimten voor hulpmachines, laadruimten, lading- en andere olietanks en andere soortgelijke ruimten die matig brandgevaarlijk zijn (11)												A-0aA-0	A-0	A-15
        Machineruimten en hoofdkombuizen (12)												A-0a	A-0	A-60
        Bergplaatsen, werkplaatsen, pantry’s, enz. (13)													A-0a	A-0
        Andere ruimten waarin ontvlambare vloeistoffen zijn opgeslagen (14)														A-30

        Zie noten onder tabel 9.2

        Tabel 9.2 Dekken die verticale hoofdsecties niet trapsgewijs doen verspringen of die geen horizontale secties begrenzen.

        Ruimte onder ↓ Ruimte boven→	(1)	(2)	(3)	(4)	(5)	(6)	(7)	(8)	(9)	(10)	(11)	(12)	(13)	(14)
        Controlestations (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
        Trappen (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
        Gangen (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
        Evacuatiestations en ontsnappingsroutes buiten (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 dekruimten (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
        Ruimten voor accommodatie die weinig brandgevaarlijk zijn (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
        Ruimten voor accommodatie die matig brandgevaarlijk zijn (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
        Ruimten voor accommodatie die in aanzienlijke mate brandgevaarlijk zijn (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
        Sanitaire en soortgelijke ruimten (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, lege ruimten en ruimten voor hulpmachines die in geringe mate of niet brandgevaarlijk zijn (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
        Ruimten voor hulpmachines, laadruimten, lading- en andere olietanks en andere soortgelijke ruimten die matig brandgevaarlijk zijn (11)		A-60	A-60	A-60	A-60	A-0	A-0	A-15	A-30	A-0	A-0	A-0aA-0	A-0	A-30
        Machineruimten en hoofdkombuizen (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
        Bergplaatsen, werkplaatsen, pantry’s, enz. (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
        Andere ruimten waarin ontvlambare vloeistoffen zijn opgeslagen (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

        Noot: Van toepassing op de tabellen 9.1 en 9.2.

        ^a Indien aan elkaar grenzende ruimten onder dezelfde nummercategorie vallen en in de tabellen zijn voorzien van de letter a, behoeft er geen schot of dek tussen dergelijke ruimten te worden aangebracht wanneer de Administratie dit onnodig acht. In categorie (12) bijvoorbeeld behoeft geen schot te worden geëist tussen een kombuis en de daarbij behorende pantry’s, mits de schotten en de dekken van de pantry’s geen afbreuk doen aan de brandwerendheid van de begrenzingswanden van kombuizen. Er is evenwel een schot vereist tussen een kombuis en een machineruimte, zelfs wanneer beide ruimten onder categorie (12) vallen.

        ^b De scheepszijde, tot aan de waterlijn bij de geringste diepgang in zeewater, alsook de bovenbouw en dekhuiszijden gelegen onder en grenzend aan de inschepingsplaatsen waar reddingvlotten en ontsnappingsglijbanen kunnen worden verminderd tot „A-30”.

        ^c Waar openbare toiletten geheel binnen de ingesloten trapruimte zijn geplaatst, kan het schot van het openbare toilet binnen het trappenhuis brandwerendheid klasse „B” hebben.

        ^d Wanneer zich ruimten van de categorieÙn (6), (7), (8) en (9) geheel binnen de buitenste rand van de verzamelplaatsen bevinden, mogen de schotten van deze ruimten brandwerendheidsklasse „B-0” hebben. Controleposities voor geluids-, beeld- en lichtinstallaties kunnen worden beschouwd als onderdeel van de verzamelplaats.

      • 2.2.3.3 Doorlopende plafonds of beschietingen van klasse „B” kunnen tezamen met de desbetreffende dekken of schotten worden aanvaard als een volledige of gedeeltelijke bijdrage tot de vereiste isolatie en brandwerendheid van een afscheiding.

      • 2.2.3.4 Constructie en inrichting van sauna’s

        • 2.2.3.4.1 De omtrek van de sauna moet met scheidingswanden van klasse „A” zijn uitgevoerd en kan kleedkamers, douches en toiletten omvatten. De sauna moet volgens de A-60-norm worden geïsoleerd van andere ruimten, behoudens die welke zich binnen de omtrek bevinden en ruimten van de categorieën (5), (9) en (10).

        • 2.2.3.4.2 Badkamers die rechtstreeks toegang tot sauna’s verschaffen, mogen worden aangemerkt als onderdeel ervan. In dergelijke gevallen behoeft de deur tussen de sauna en de badkamer niet te voldoen aan de brandveiligheidsvereisten.

        • 2.2.3.4.3 De traditionele houten beschietingen op schotten en plafonds zijn in sauna’s toegestaan. Het plafond boven de kachel moet worden voorzien van een onbrandbare plaat met een luchtgat van ten minste 30 mm. De afstand van de hete oppervlakken tot brandbare materialen moet ten minste 500 mm bedragen of de brandbare materialen moeten worden beveiligd (bijv. onbrandbare plaat met een luchtgat van ten minste 30 mm).

        • 2.2.3.4.4 De traditionele houten banken mogen in sauna’s worden gebruikt.

        • 2.2.3.4.5 De saunadeuren moeten door middel van duwen naar buiten openen.

        • 2.2.3.4.6 Elektrische kachels moeten van een timer zijn voorzien.

    • 2.2.4 Brandwerendheid van schotten en dekken op schepen die niet meer dan 36 passagiers vervoeren

      • 2.2.4.1 Behalve dat moet worden voldaan aan de specifieke bepalingen voor brandwerendheid van schotten en dekken op passagiersschepen, moet de brandwerendheid van alle schotten en dekken ten minste zijn zoals voorgeschreven in de tabellen 9.3 en 9.4.

      • 2.2.4.2 De toepassing van de tabellen wordt geregeld door de volgende bepalingen:

        • .1 Tabellen 9.3 en 9.4 zijn respectievelijk van toepassing op schotten en dekken die aan elkaar grenzende ruimten scheiden;

        • .2 Ter bepaling van de passende normen voor de brandwerendheid die moeten worden toegepast voor de scheidingswanden tussen aan elkaar grenzende ruimten, zijn deze ruimten ingedeeld op grond van hun brandrisico als aangegeven in onderstaande categorieën (1) t/m (11). Indien de inhoud en het gebruik van een dergelijke ruimte zodanig zijn dat er twijfel bestaat omtrent de indeling ervan uit hoofde van dit voorschrift, of indien het mogelijk is twee of meer indelingen aan een ruimte toe te wijzen, moet deze worden beschouwd als een ruimte binnen de desbetreffende categorie met de strengste eisen omtrent de scheidingswanden. Kleinere, ingesloten ruimten binnen een ruimte die minder dan 30% met die ruimte in verbinding staande openingen hebben, worden aangemerkt als aparte ruimten. De brandwerendheid van de afscheidingswanden en -dekken van dergelijke kleinere ruimten moet conform de vereisten van de tabellen 9.3 en 9.4 zijn. De titel van elke categorie moet meer als omschrijving dan als beperking worden beschouwd. Het tussen haken geplaatste nummer dat elke categorie voorafgaat, verwijst naar het desbetreffende kolom- of rijnummer in de tabellen.

          • (1) Controlestations

          • Ruimten waarin de noodkrachtbron en de noodverlichtingsvoorzieningen zijn ondergebracht.

          • Stuurhuis en kaartenkamer

          • Ruimten waarin de radio-installatie van het schip is ondergebracht.

          • Brandcontrolestation

          • Controleruimte voor de werktuiglijke voortstuwing indien gelegen buiten de machineruimte.

          • Ruimten waarin de centrale brandalarminrichting is ondergebracht.

          • (2) Gangen

          • Gangen en portalen voor passagiers en bemanning.

          • (3) Ruimten voor accommodatie

          • Ruimten als omschreven in voorschrift 3.1, met uitzondering van gangen.

          • (4) Trappen

          • Binnentrappen, liften, volledig ingesloten noodontsnappingsschachten en roltrappen (andere dan die welke geheel binnen de machineruimten liggen) alsmede de bijbehorende ingesloten ruimten.

          • In dit verband moet een trap die slechts op één niveau is ingesloten worden beschouwd als een deel van de ruimte waarvan hij niet door een branddeur is gescheiden.

          • (5) Dienstruimten (weinig brandgevaarlijk) Bergkasten en bergplaatsen die geen voorzieningen hebben voor de opslag van ontvlambare vloeistoffen en die een oppervlakte hebben van minder dan 4 m², alsmede droogkamers en wasserijen.

          • (6) Machineruimten van categorie A

          • Ruimten als omschreven in voorschrift 3.31

          • (7) Andere machineruimten

          • Ruimten voor elektrische apparatuur (automatische telefooncentrale, ruimten waarin zich kanalen voor de luchtbehandeling bevinden).

          • Ruimten als omschreven in voorschrift 3.30, met uitzondering van machineruimten van categorie A.

          • (8) Laadruimten

          • Alle ruimten die worden gebruikt voor lading (met inbegrip van ladingolietanks), en schachten en luikhoofden naar zulke ruimten, anders dan ruimten van bijzondere aard.

          • (9) Dienstruimten (zeer brandgevaarlijk)

          • Kombuizen, pantry’s die zijn voorzien van kooktoestellen, bergkasten voor verf, bergkasten en bergplaatsen die een oppervlakte hebben van 4 m² of meer, ruimten voor de opslag van ontvlambare vloeistoffen, sauna’s alsmede werkplaatsen die geen deel uitmaken van de machineruimten.

          • (10) Open dekken

          • Open dekruimten en ingesloten wandelgangen met gering brandgevaar of zonder brandgevaar. Ingesloten wandelgangen mogen geen substantieel brandrisico vormen, hetgeen inhoudt dat de stoffering moet worden beperkt tot dekstoffering. Daarnaast moeten dergelijke ruimten door middel van permanente openingen op natuurlijke wijze worden geventileerd. Luchtruimten (de ruimte buiten de bovenbouw en de dekhuizen).

          • (11) Ruimten van bijzondere aard en ro-ro-ruimten

          • Ruimten zoals omschreven in de voorschriften 3.41 en 3.46;

        • .3 Bij de bepaling van de van toepassing zijnde norm voor brandwerendheid van een scheidingswand tussen twee ruimten binnen een verticale hoofdsectie of een horizontale sectie die niet wordt beveiligd door een automatische sprinklerinstallatie die voldoet aan het bepaalde in de Code inzake brandveiligheidssystemen of tussen twee van zulke secties die geen van beide op die wijze beveiligd zijn, geldt de hoogste van de beide in de tabellen aangegeven waarden; en

        • .4 Bij de bepaling van de van toepassing zijnde norm voor brandwerendheid van een scheidingswand tussen twee ruimten binnen een verticale hoofdsectie of een horizontale sectie die wel wordt beveiligd door een automatische sprinklerinstallatie die voldoet aan het bepaalde in de Code inzake brandveiligheidssystemen of tussen twee van zulke secties die beide op die wijze beveiligd zijn, geldt de laagste van de beide in de tabellen aangegeven waarden. In gevallen waarin een wel en een niet van een sprinkler voorziene sectie in ruimten voor accommodatie en dienstruimten aan elkaar grenzen geldt de hoogste van de beide in de tabellen gegeven waarden voor de scheidingswand tussen de secties.

      • 2.2.4.3 Doorlopende plafonds of beschietingen van klasse „B” kunnen tezamen met de desbetreffende dekken of schotten worden aanvaard als een volledige of gedeeltelijke bijdrage tot de vereiste isolatie en brandwerendheid van een afscheiding.

      • 2.2.4.4 De buitenste scheidingswanden die krachtens voorschrift 11.2 moeten zijn vervaardigd van staal of een ander gelijkwaardig materiaal, mogen zijn doorboord voor het aanbrengen van ramen en patrijspoorten, mits niet wordt vereist dat zulke scheidingswanden op passagiersschepen een brandwerendheid van klasse „A” hebben. Evenzo mogen in zulke scheidingswanden die geen brandwerendheid van klasse „A” behoeven te hebben, deuren zijn vervaardigd van materialen die ten genoegen van de Administratie zijn.

      • 2.2.4.5 Sauna’s moeten voldoen aan de vereisten van paragraaf 2.2.3.4.

        Tabel 9.3 Brandwerendheid van schotten die aan elkaar grenzende ruimten scheiden

        Ruimten	(1)	(2)	(3)	(4)	(5)	(6)	(7)	(8)	(9)	(10)	(11)
        Controlestations (1)	A-0c	A-0	A-60	A-0	A-15	A-60	A-15	A-60	A-60	*	A-60
        Gangen (2)		Ce	B-0e	A-0aB-0e	B-0e	A-60	A-0	A-0	A-15A-0d	*	A-15
        Ruimten voor accommodatie (3)			Ce	A-0a B-0e	B-0e	A-60	A-0	A-0	A-15A-0d	*	A-30 A-0d
        Trappen (4)			A-0aB-0e	A-0aB-0e	A-60	A-0	A-0	A-15	A-0d	*	A-15
        Dienstruimten (weinig brandgevaarlijk) (5)					Ce	A-60	A-0	A-0	A-0	*	A-0
        Machineruimten van categorie A (6)						*	A-0	A-0	A-60	*	A-60
        Andere machineruimten (7)							A-0b	A-0	A-0	*	A-0
        Laadruimten (8)								*	A-0	*	A-0
        Dienstruimten (zeer brandgevaarlijk) (9)									A-0b	*	A-30
        Open dekken (10)											A-0
        Ruimten van bijzondere aard en ro-ro-ruimten (11)											A-0

        Zie noten onder tabel 9.4.

        Tabel 9.4 Brandwerendheid van dekken die aan elkaar grenzende ruimten scheiden

        Ruimteonder      Ruimte boven	(1)	(2)	(3)	(4)	(5)	(6)	(7)	(8)	(9)	(10)	(11)
        Controlestations (1)	A-0	A-0	A-0	A-0	A-0	A-60	A-0	A-0	A-0	*	A-30
        Gangen (2)	A-0	*	*	A-0	*	A-60	A-0	A-0	A-0	*	A-0
        Ruimten voor accommodatie (3)	A-60	A-0	*	A-0	*	A-60	A-0	A-0	A-0	*	A-30 A-0d
        Trappen (4)	A-0	A-0	A-0	*	A-0	A-60	A-0	A-0	A-0	*	A-0
        Dienstruimten (weinig brandgevaarlijk) (5)	A-15	A-0	A-0	A-0	*	A-60	A-0	A-0	A-0	*	A-0
        Machineruimten van categorie A (6)	A-60	A-60	A-60	A-60	A-60	*	A-60f	A-30	A-60	*	A-60
        Andere machineruimten (7)	A-15	A-0	A-0	A-0	A-0	A-0	*	A-0	A-0	*	A-0
        Laadruimten (8)	A-60	A-0	A-0	A-0	A-0	A-0	A-0	*	A-0	*	A-0
        Dienstruimten (zeer brandgevaarlijk) (9)	A-60	A-30 A-0d	A-30 A-0d	A-30 A-0d	A-0	A-60	A-0	A-0	A-0	*	A-30
        Open dekken (10)	*	*	*	*	*	*	*	*	*	–	A-0
        Ruimten van bijzondere aard en ro-ro-ruimten (11)	A-60	A-15	A-30 A-0d	A-15	A-0	A-30	A-0	A-0	A-30	A-0	A-0

        Noten: Toe te passen op zowel de tabel 9.3 als 9.4, al naar gelang.

        a Ter verduidelijking van hetgeen van toepassing is, zie de paragrafen 2.2.2 en 2.2.5.

        b. Wanneer ruimten in dezelfde nummercategorie vallen en zijn voorzien van de letter b, is een schot of een dek van de classificaties vermeld in de tabellen uitsluitend vereist wanneer de aan elkaar grenzende ruimten ieder voor een ander doel zijn bestemd (zoals in categorie (9)). Wanneer twee kombuizen aan elkaar grenzen, worden aan het tussenschot geen eisen gesteld, maar wanneer een kombuis grenst aan een verfhut, is een schot van klasse „A-0” vereist.

        c. Schotten die het stuurhuis en de kaartenkamer van elkaar scheiden, mogen vallen in klasse „B-0”.

        d. Zie de paragrafen 2.2.4.2.3 en 2.2.4.2.4.

        e. Voor de toepassing van paragraaf 2.2.1.1.2, moeten „B-0” en „C”, waar voorkomend in tabel 9.3, worden gelezen als „A-O”.

        f. Er behoeft geen brandisolatie te worden aangebracht indien de machineruimte vallend onder categorie (7) naar het oordeel van de Administratie weinig of in het geheel niet brandgevaarlijk is.

        * Waar in de tabellen een sterretje staat, moet het scheidingsschot of -dek zijn vervaardigd van staal of ander gelijkwaardig materiaal, maar behoeft het niet te voldoen aan de norm voor klasse „A”. Wanneer een dek evenwel wordt doorboord voor het doorvoeren van elektrische kabels, pijpen en ventilatiekanalen, moeten deze doorboringen, behoudens in een ruimte van categorie (10), vlam- en rookdicht worden gemaakt. Schotten tussen controlekamers (noodgeneratoren) en open dekken mogen luchtinlaatopeningen hebben zonder voorziening om deze te sluiten, tenzij een vaste brandblusinstallatie met verstikkend gas is aangebracht. {nieuw}

        Voor de toepassing van paragraaf 2.2.1.1.2, moet een sterretje, wanneer dit voorkomt in tabel 9.4, behalve voor de categorieën (8) en (10), worden gelezen als „A-0”.

    • 2.2.5 Beveiliging van trappen en liften in ruimten voor accommodatie

      • 2.2.5.1 Trappen moeten in een ruimte zijn ondergebracht die omgeven is door schotten van klasse „A”. Alle openingen in deze schotten moeten van doeltreffende afsluitmiddelen zijn voorzien, met de volgende uitzonderingen:

        • .1 Een trap die slechts twee dekken bedient, behoeft niet in een dergelijke ingesloten ruimte te zijn ondergebracht indien de brandwerendheid van het dek wordt behouden door het aanbrengen van doelmatige schotten of zelfsluitende deuren in één van de ruimten die de trap verbindt. Wanneer een trap in één van de ruimten die hij verbindt gesloten is, moet de ingesloten trapruimte beveiligd zijn overeenkomstig de tabellen voor dekken in paragraaf 2.2.3 of 2.2.4; en

        • .2 Een trap die uitkomt in een ruimte voor algemeen gebruik, behoeft ter plaatse niet door dergelijke schotten omgeven te zijn, indien hij zich geheel binnen de ruimte bevindt.

      • 2.2.5.2 Liftschachten moeten zodanig zijn aangebracht dat zij het doordringen van rook en vlammen van het ene dek naar het andere beletten. Zij moeten zijn voorzien van afsluitmiddelen waarmee de trek en de rookverspreiding onder controle kunnen worden gehouden. Machines voor liften die zich binnen ingesloten trapruimten bevinden moeten in een aparte ruimte worden ondergebracht, omgeven door stalen scheidingswanden, met dien verstande dat smalle doorgangen voor liftkabels zijn toegestaan. Liften die uitkomen op ruimten anders dan gangen, ruimten bestemd voor algemeen gebruik, ruimten van bijzondere aard, trappen en externe ruimten, mogen niet uitkomen op trappen die onderdeel van een vluchtroute vormen.

    • 2.2.6 Inrichting van hutbalkons

      Op passagiersschepen gebouwd op of na 1 juli 2008 moeten niet-lastdragende gedeeltelijke schotten die aangrenzende hutbalkons scheiden, ten behoeve van brandbestrijding door de bemanning van beide zijden kunnen worden geopend.

  • 2.3 Vrachtschepen, met uitzondering van tankschepen

    • 2.3.1 Beveiligingsmethoden in ruimten voor accommodatie

      • 2.3.1.1 In ruimten voor accommodatie, dienstruimten en controlestations moet één van de volgende beveiligingsmethoden worden toegepast:

        • .1 Methode IC De constructie van inwendige scheidingswanden door middel van schotten van klasse „B” of „C” van onbrandbaar materiaal, in het algemeen zonder dat een automatische sprinkler-, branddetectie- en brandalarminstallatie wordt aangebracht in de ruimten voor accommodatie en de dienstruimten, behalve zoals vereist krachtens voorschrift 7.5.5.1; of

        • .2 Methode IIC Het installeren van een automatische sprinkler-, branddetectie- en brandalarminstallatie zoals vereist krachtens voorschrift 7.5.5.2 voor het detecteren en blussen van brand in alle ruimten waarin het ontstaan van brand zou kunnen worden verwacht, waarbij in het algemeen geen beperking geldt ten aanzien van het type van de inwendige scheidingsschotten; of

        • .3 Methode IIIC Het installeren in ruimten waarin het ontstaan van brand zou kunnen worden verwacht van een vast aangebrachte branddetectie- en brandalarminstallatie, zoals vereist krachtens voorschrift 7.5.5.3, waarbij in het algemeen geen beperking geldt ten aanzien van het type van de inwendige scheidingsschotten met dien verstande dat een ruimte of ruimten voor accommodatie die wordt of worden begrensd door een schot van klasse „A” of „B” in geen geval een oppervlakte van meer dan 50 m² mag of mogen hebben. De Administratie kan overwegen voor ruimten voor algemeen gebruik een grotere oppervlakte toe te staan.

      • 2.3.1.2 Bij alle drie in paragraaf 2.3.1.1 aangegeven methoden zijn de eisen ten aanzien van het gebruik van onbrandbare materialen voor de bouw en de isolatie van begrenzingsschotten van machineruimten, controlestations, dienstruimten enzovoorts en de beveiliging van bovengenoemde ingesloten trapruimten en gangen gelijk.

    • 2.3.2 Schotten binnen ruimten voor accommodatie

      • 2.3.2.1 Schotten die klasse „B”-schotten behoren te zijn, moeten worden opgetrokken van dek tot dek, tot aan de huid of tot aan andere scheidingswanden. Wanneer het schot aan beide zijden wordt voorzien van een plafond of beschieting van klasse „B”, mag het schot evenwel eindigen bij het doorlopende plafond of de doorlopende beschieting.

      • 2.3.2.2 Methode IC

        Schotten die krachtens dit of andere voorschriften voor vrachtschepen niet van klasse „A” of „B” behoeven te zijn, moeten ten minste van klasse „C” zijn.

      • 2.3.2.3 Methode IIC

        Er bestaat geen beperking ten aanzien van de constructie van schotten die krachtens dit voorschrift of krachtens andere voorschriften voor vrachtschepen niet van klasse „A” of „B” behoeven te zijn, behalve in individuele gevallen, waarin in overeenstemming met tabel 9.5 schotten van klasse „C” worden vereist.

      • 2.3.2.4 Methode IIIC

        Er bestaat geen beperking ten aanzien van de constructie van schot-ten die op vrachtschepen niet van klasse „A” of „B” behoeven te zijn, met dien verstande dat de oppervlakte van een ruimte of ruimten voor accommodatie begrensd door doorlopende schotten van klasse „A” of „B” in geen geval meer dan 50 m² mag bedragen behalve in individuele gevallen, waarin in overeenstemming met tabel 9.5 schotten van klasse „C” worden vereist. De Administratie kan overwegen voor ruimten voor algemeen gebruik een grotere oppervlakte toe te staan.

    • 2.3.3 Brandwerendheid van schotten en dekken

      • 2.3.3.1 Behalve dat moet worden voldaan aan de specifieke bepalingen voor brandwerendheid van schotten en dekken op vrachtschepen, moet de brandwerendheid van alle schotten en dekken ten minste zijn zoals voorgeschreven in de tabellen 9.5 en 9.6.

      • 2.3.3.2 De toepassing van de tabellen wordt geregeld door de volgende bepalingen:

        • .1 Tabellen 9.5 en 9.6 zijn respectievelijk van toepassing op schotten en dekken die aan elkaar grenzende ruimten scheiden;

        • .2 Ter bepaling van de passende normen voor de brandwerendheid die moeten worden toegepast voor de scheidingswanden tussen aan elkaar grenzende ruimten, zijn deze ruimten ingedeeld op grond van hun brandrisico als aangegeven in onderstaande categorieën (1) t/m (11). Indien de inhoud en het gebruik van een dergelijke ruimte zodanig zijn dat er twijfel bestaat omtrent de indeling ervan uit hoofde van dit voorschrift, of indien het mogelijk is twee of meer indelingen aan een ruimte toe te wijzen, moet deze worden beschouwd als een ruimte binnen de desbetreffende categorie met de strengste eisen omtrent de scheidingswanden. Kleinere, ingesloten ruimten binnen een ruimte die minder dan 30% met die ruimte in verbinding staande openingen hebben, worden aangemerkt als aparte ruimten. De brandwerendheid van de afscheidingswanden en -dekken van dergelijke kleinere ruimten moet conform de vereisten van de tabellen 9.5 en 9.6 zijn. De titel van elke categorie moet meer als omschrijving dan als beperking worden beschouwd. Het tussen haken geplaatste nummer dat elke categorie voorafgaat, verwijst naar het desbetreffende kolom- of rijnummer in de tabellen;

          • (1) Controlestations

          • Ruimten waarin de noodkrachtbron en de noodverlichtingsvoorzieningen zijn ondergebracht.

          • Stuurhuis en kaartenkamer. Ruimten waarin de radio-installatie van het schip is ondergebracht.

          • Brandcontrolestation.

          • Controleruimte voor de werktuiglijke voortstuwing indien gelegen buiten de machineruimte.

          • Ruimten waarin de centrale brandalarminrichting is ondergebracht.

          • (2) Gangen

          • Gangen en portalen.

          • (3) Ruimten voor accommodatie

          • Ruimten als omschreven in voorschrift 3.1, met uitzondering van gangen.

          • (4) Trappen

          • Binnentrappen, liften, volledig ingesloten noodontsnappingsschachten en roltrappen (andere dan die welke geheel binnen de machineruimten liggen) alsmede de bijbehorende ingesloten ruimten.

          • In dit verband moet een trap die slechts op één niveau is ingesloten worden beschouwd als een deel van de ruimte waarvan hij niet door een branddeur is gescheiden.

          • (5) Dienstruimten (weinig brandgevaarlijk)

          • Bergkasten en bergplaatsen die geen voorzieningen hebben voor de opslag van ontvlambare vloeistoffen en die een oppervlakte hebben van minder dan 4 m², alsmede droogkamers en wasserijen.

          • (6) Machineruimten van categorie A

          • Ruimten als omschreven in voorschrift 3.31.

          • (7) Andere machineruimten

          • Ruimten voor elektrische apparatuur (automatische telefooncentrale, ruimten waarin zich kanalen voor de luchtbehandeling bevinden).

          • Ruimten als omschreven in voorschrift 3.30, met uitzondering van machineruimten van categorie A.

          • (8) Laadruimten

          • Alle ruimten die worden gebruikt voor lading (met inbegrip van ladingolietanks), en schachten en luikhoofden naar zulke ruimten.

          • (9) Dienstruimten (zeer brandgevaarlijk)

          • Kombuizen, pantry’s die zijn voorzien van kooktoestellen, sauna’s, bergkasten voor verf en bergplaatsen die een oppervlakte hebben van 4 m² of meer, ruimten voor de opslag van ontvlambare vloeistoffen, sauna’s alsmede werkplaatsen die geen deel uitmaken van de machineruimten.

          • (10) Open dekken

          • Open dekruimten en ingesloten wandelgangen met gering brandgevaar of zonder brandgevaar. Voor deze categorie geldt dat ingesloten wandelgangen geen substantieel brandrisico mogen vormen, hetgeen inhoudt dat de stoffering moet worden beperkt tot dekstoffering. Daarnaast moeten dergelijke ruimten door middel van permanente openingen op natuurlijke wijze worden geventileerd.

          • Luchtruimten (de ruimte buiten de bovenbouw en de dekhuizen).

          • (11) Ro-ro- en voertuigruimten

          • Ro-ro-ruimten als omschreven in voorschrift 3.41.

          • Voertuigruimten als omschreven in voorschrift 3.49.

        Tabel 9.5 Brandwerendheid van schotten die aan elkaar grenzende ruimten scheiden

        Ruimten	(1)	(2)	(3)	(4)	(5)	(6)	(7)	(8)	(9)	(10)	(11)
        Controlestations (1)	A-0e	A-0	A-60	A-0	A-15	A-60	A-15	A-60	A-60	*	A-60
        Gangen (2)		C	B-0	B-0 A-0c	B-0	A-60	A-0	A-0	A-0	*	A-30
        Ruimten voor accommodatie (3)			Ca, b	B-0 A-0c	B-0	A-60	A-0	A-0	A-0	*	A-30
        Trappen (4)				B-0 A-0c	B-0 A-0c	A-60	A-0	A-0	A-0	*	A-30
        Dienstruimten (weinig brandgevaarlijk) (5)					C	A-60	A-0	A-0	A-0	*	A-0
        Machineruimten van categorie A (6)						*	A-0	A0g	A-60	*	A-60f
        Andere machineruimten (7)							A-0d	A-0	A-0	*	A-0
        Laadruimten (8)								*	A-0	*	A-0
        Dienstruimten (zeer brandgevaarlijk) (9)									A-0d	*	A-30
        Open dekken (10)										–	A-0
        Ro-ro- en voertuigruimten (11)											*h

        Zie noten onder tabel 9.6.

        Tabel 9.6 Brandwerendheid van dekken die aan elkaar grenzende ruimten scheiden

        Ruimte ↓onder     Ruimte → boven	(1)	(2)	(3)	(4)	(5)	(6)	(7)	(8)	(9)	(10)	(11)
        Controlestations (1)	A-0	A-0	A-0	A-0	A-0	A-60	A-0	A-0	A-0	*	A-60
        Gangen (2)	A-0	*	*	A-0	*	A-60	A-0	A-0	A-0	*	A-30
        Ruimten voor accommodatie (3)	A-60	A-0	*	A-0	*	A-60	A-0	A-0	A-0	*	A-30
        Trappen (4)	A-0	A-0	A-0	*	A-0	A-60	A-0	A-0	A-0	*	A-30
        Dienstruimten (weinig brandgevaarlijk) (5)	A-15	A-0	A-0	A-0	*	A-60	A-0	A-0	A-0	*	A-0
        Machineruimten van categorie A (6)	A-60	A-60	A-60	A-60	A-60	*	A-60i	A-30	A-60	*	A-60
        Andere machineruimten (7)	A-15	A-0	A-0	A-0	A-0	A-0	*	A-0	A-0	*	A-0
        Laadruimten	(8)A-60	A-0	A-0	A-0	A-0	A-0	A-0	*	A-0	*	A-0
        Dienstruimten (zeer brandgevaarlijk) (9)	A-60	A-0	A-0	A-0	A-0	A-60	A-0	A-0	A-0d	*	A-30
        Open dekken (10)	*	*	*	*	*	*	*	*	*	–	*
        Ro-ro- en voertuigruimten (11)	A-60	A-30	A-30	A-30	A-0	A-60	A-0	A-0	A-30	*	*h

        Voetnoten: Van toepassing op de tabellen 9.5 tot en met 9.6, waar deze staan aangegeven.

        a. Bij beveiliging tegen brand volgens methoden IIC en IIIC worden geen bijzondere eisen gesteld ten aanzien van schotten.

        b. In geval van methode IIIC moeten schotten van klasse „B-0” worden aangebracht tussen ruimten of groepen van ruimten met een oppervlakte van 50 m² of meer.

        c. Ter verduidelijking van hetgeen van toepassing is, zie de paragrafen 2.3.2 en 2.3.4.

        d. Wanneer ruimten in dezelfde nummercategorie vallen en zijn voorzien van de letter d, is een schot of een dek van de classificaties vermeld in de tabellen uitsluitend vereist wanneer de aan elkaar grenzende ruimten ieder voor een ander doel zijn bestemd (zoals in categorie (9)). Wanneer twee kombuizen aan elkaar grenzen, worden aan het tussenschot geen eisen gesteld, maar wanneer een kombuis grenst aan een verfhut, is een schot van klasse „A-0” vereist.

        e. Schotten die het stuurhuis, de kaartenkamer en de radiohut van elkaar scheiden, mogen van klasse „B-0” zijn.

        f. Klasse „A-0” kan worden gebruikt indien het niet in de bedoeling ligt gevaarlijke stoffen te vervoeren, of indien zulke stoffen niet worden gestuwd op een afstand van minder dan 3 m, horizontaal gemeten, vanaf zulke schotten.

        g. Op laadruimten die zijn bestemd voor het vervoer van gevaarlijke stoffen, is voorschrift 19.3.8 van toepassing.

        h. Indien naar het oordeel van de Administratie weinig of geen brandgevaar bestaat, moeten schotten en dekken die ro-ro-ruimten scheiden redelijk gasdicht kunnen worden gesloten en moeten zulke schotten, voor zover dit redelijk uitvoerbaar is, een brandwerendheid van klasse „A” hebben.

        i. Er behoeft geen brandisolatie te worden aangebracht indien de machineruimte vallend onder categorie (7) naar het oordeel van de Administratie weinig of in het geheel niet brandgevaarlijk is.

        * Waar in de tabellen een sterretje staat, moet het scheidingsschot of -dek zijn vervaardigd van staal of ander gelijkwaardig materiaal, maar behoeft het niet te voldoen aan de norm voor klasse „A”. Wanneer een dek evenwel wordt doorboord voor het doorvoeren van elektrische kabels, pijpen en ventilatiekanalen, moeten deze doorboringen, behoudens in een open dek, vlam- en rookdicht worden gemaakt. Schotten tussen controlekamers (noodgeneratoren) en open dekken mogen luchtinlaatopeningen hebben zonder voorziening om deze te sluiten, tenzij een vaste brandblusinstallatie met verstikkende gas is aangebracht.

      • 2.3.3.3 Doorlopende plafonds of beschietingen van klasse „B” kunnen tezamen met de desbetreffende dekken of schotten worden aanvaard als een volledige of gedeeltelijke bijdrage tot de vereiste isolatie en brandwerendheid van een afscheiding.

      • 2.3.3.4 De buitenste scheidingswanden die krachtens voorschrift 11.2 moeten zijn vervaardigd van staal of een ander gelijkwaardig materiaal, mogen zijn doorboord voor het aanbrengen van ramen en patrijspoorten, mits niet wordt vereist dat zulke scheidingswanden op vrachtschepen een brandwerendheid van klasse „A” hebben. Evenzo mogen in zulke scheidingswanden die geen brandwerendheid van klasse „A” behoeven te hebben, deuren zijn vervaardigd van materialen die ten genoegen van de Administratie zijn.

      • 2.3.3.5 Sauna’s moeten voldoen aan de vereisten van paragraaf 2.2.3.4.

    • 2.3.4 Beveiliging van trappen en liftschachten in ruimten voor accommodatie, dienstruimten en controlestations

      • 2.3.4.1 Trappen die door slechts één dek voeren, moeten minimaal op één niveau worden beveiligd door schotten van ten minste klasse „B-0” en door zelfsluitende deuren. Liften die door slechts één dek voeren moeten zijn omgeven door schotten van klasse „A-0” met stalen deuren op beide niveaus. Trappen en liftschachten die door meer dan één dek voeren moeten op alle niveaus zijn omgeven door schotten van ten minste klasse „A-0” en moeten worden beveiligd door zelfsluitende deuren.

      • 2.3.4.2 Op schepen met accommodatie voor 12 personen of minder, waarop trappen door méér dan één dek voeren en waarop op ieder niveau waar zich ruimten voor accommodatie bevinden ten minste twee vluchtwegen zijn die rechtstreeks op het open dek uitkomen, is het toegestaan daar waar in paragraaf 1 klasse „A-0” wordt vereist, slechts klasse „B-0” te verlangen.

  • 2.4 Tankschepen

    • 2.4.1 Toepassing

      Ten aanzien van tankschepen mag uitsluitend methode IC, als omschreven in paragraaf 2.3.1.1 worden gebruikt.

    • 2.4.2 Brandwerendheid van schotten en dekken

      • 2.4.2.1 Wat betreft de brandwerendheid van schotten en dekken behoeft niet aan het bepaalde in paragraaf 2.3 te worden voldaan; in plaats daarvan moet, in aanvulling op de specifieke bepalingen voor brandwerendheid van schotten en dekken op tankschepen, ten minste worden voldaan aan de vereisten van de tabellen 9.7 en 9.8.

      • 2.4.2.2 De toepassing van de tabellen wordt geregeld door de volgende bepalingen:

        • .1 Tabellen 9.7 en 9.8 zijn respectievelijk van toepassing op schotten en dekken die aan elkaar grenzende ruimten scheiden;

        • .2 Ter bepaling van de passende normen voor de brandwerendheid die moeten worden toegepast voor de scheidingswanden tussen aan elkaar grenzende ruimten, zijn deze ruimten ingedeeld op grond van hun brandrisico als aangegeven in onderstaande categorieën (1) t/m (10). Indien de inhoud en het gebruik van een dergelijke ruimte zodanig zijn dat er twijfel bestaat omtrent de indeling ervan uit hoofde van dit voorschrift, of indien het mogelijk is twee of meer indelingen aan een ruimte toe te wijzen, moet deze worden beschouwd als een ruimte binnen de desbetreffende categorie met de strengste eisen omtrent de scheidingswanden. Kleinere, ingesloten gedeelten binnen een ruimte die minder dan 30% met die ruimte in verbinding staande openingen hebben, worden aangemerkt als aparte gedeelten. De brandwerendheid van de afscheidingswanden en -dekken van dergelijke kleinere ruimten moet conform de vereisten van de tabellen 9.7 en 9.8 zijn. De titel van elke categorie moet meer als omschrijving dan als beperking worden beschouwd. Het tussen haken geplaatste nummer dat aan elke categorie voorafgaat, verwijst naar het desbetreffende kolom- of rijnummer in de tabellen;

          • (1) Controlestations

          • Ruimten waarin de noodkrachtbron en de noodverlichtingsvoorzieningen zijn ondergebracht.

          • Stuurhuis en kaartenkamer.

          • Ruimten waarin de radio-installatie van het schip is ondergebracht.

          • Brandcontrolestation.

          • Controleruimte voor de werktuiglijke voortstuwing indien gelegen buiten de machineruimte.

          • Ruimten waarin de centrale brandalarminrichting is ondergebracht.

          • (2) Gangen

          • Gangen en portalen.

          • (3) Ruimten voor accommodatie

          • Ruimten als omschreven in voorschrift 3.1, met uitzondering van gangen.

          • (4) Trappen

          • Binnentrappen, liften, volledig ingesloten noodontsnappingsschachten en roltrappen (andere dan die welke geheel binnen de machineruimten liggen) alsmede de bijbehorende ingesloten ruimten.

          • In dit verband moet een trap die slechts op één niveau is ingesloten worden beschouwd als een deel van de ruimte waarvan hij niet door een branddeur is gescheiden.

          • (5) Dienstruimten (weinig brandgevaarlijk)

          • Bergkasten en bergplaatsen die geen voorzieningen hebben voor de opslag van ontvlambare vloeistoffen en die een oppervlakte hebben van minder dan 4 m², alsmede droogkamers en wasserijen.

          • (6) Machineruimten van categorie A

          • Ruimten als omschreven in voorschrift 3.31.

          • (7) Andere machineruimten

          • Ruimten voor elektrische apparatuur (automatische telefooncentrale en ruimten waarin zich kanalen voor de luchtbehandeling bevinden).

          • Ruimten als omschreven in voorschrift 3.30, met uitzondering van machineruimten van categorie A.

          • (8) Ladingpompkamers

          • Ruimten die ladingpompen en toegangen en schachten naar zulke ruimten bevatten.

          • (9) Dienstruimten (zeer brandgevaarlijk)

          • Kombuizen, pantry’s die zijn voorzien van kooktoestellen, sauna’s, bergkasten voor verf en bergplaatsen die een oppervlakte hebben van 4 m² of meer, ruimten voor de opslag van ontvlambare vloeistoffen, sauna’s alsmede werkplaatsen die geen deel uitmaken van de machineruimten.

          • (10) Open dekken

          • Open dekruimten en ingesloten wandelgangen met gering brandgevaar of zonder brandgevaar. Voor deze categorie geldt dat ingesloten wandelgangen geen substantieel brandrisico mogen vormen, hetgeen inhoudt dat de stoffering moet worden beperkt tot dekstoffering. Daarnaast moeten dergelijke ruimten door middel van permanente openingen op natuurlijke wijze worden geventileerd.

          • Luchtruimten (de ruimte buiten de bovenbouw en de dekhuizen).

      • 2.4.2.3 Doorlopende plafonds of beschietingen van klasse „B” kunnen tezamen met de desbetreffende dekken of schotten worden aanvaard als een volledige of gedeeltelijke bijdrage tot de vereiste isolatie en brandwerendheid van een afscheiding.

      • 2.4.2.4 De buitenste scheidingswanden die krachtens voorschrift 11.2 moeten zijn vervaardigd van staal of een ander gelijkwaardig materiaal, mogen zijn doorboord voor het aanbrengen van ramen en patrijspoorten, mits niet wordt vereist dat zulke scheidingswanden op tankschepen een brandwerendheid van klasse „A” hebben. Evenzo mogen in zulke scheidingswanden die geen brandwerendheid van klasse „A” behoeven te hebben, deuren zijn vervaardigd van materialen die ten genoegen van de Administratie zijn.

      • 2.4.2.5 Buitenwanden van bovenbouwen en dekhuizen die ruimten voor accommodatie bevatten, met inbegrip van overstekende dekken, die zulke accommodatie ondersteunen, moeten worden vervaardigd van staal en geconstrueerd als schotten of dekken van klasse „A-60” over het gehele gedeelte dat tegenover het ladinggedeelte is gelegen en over een lengte van 3 m vanaf het schot tegenover het ladinggedeelte. De afstand van 3 m moet horizontaal worden gemeten en parallel naar de middellijn van het schip vanaf het schot dat op elk dek tegenover het ladinggedeelte is gelegen. Aan de zijkanten van deze bovenbouwen en dekhuizen moet deze isolatie worden doorgetrokken tot aan de onderzijde van het dek van de navigatiebrug.

      • 2.4.2.6 Schijnlichten van ladingpompkamers moeten zijn vervaardigd van staal, mogen geen glas bevatten en moeten van buiten de pompkamers kunnen worden gesloten.

      • 2.4.2.7 De constructie en inrichting van sauna’s moet voldoen aan paragraaf 2.2.3.4.

        Tabel 9.7 – Brandwerendheid van schotten die aan elkaar grenzende ruimten scheiden

        Ruimten	(1)	(2)	(3)	(4)	(5)	(6)	(7)	(8)	(9)	(10)
        Controlestations (1)	A-0c	A-0	A-60	A-0	A-15	A-60	A-15	A-60	A-60	*
        Gangen (2)		C	B-0	B-0 A-0a	B-0	A-60	A-0	A-60	A-0	*
        Ruimten voor accommodatie (3)			C	B-0 A-0a	B-0	A-60	A-0	A-60	A-0	*
        Trappen (4)				B-0 A-0a	B-0 A-0a	A-60	A-0	A-60	A-0	*
        Dienstruimten (weinig brandgevaarlijk) (5)					C	A-60	A-0	A-60	A-0	*
        Machineruimten van categorie A (6)						*	A-0	A-0d	A-60	*
        Andere machineruimten (7)							A-0b	A-0	A-0	*
        Ladingpompkamers (8)								*	A-60	*
        Dienstruimten (zeer brandgevaarlijk) (9)									A-0b	*
        Open dekken (10)										–

        Zie noten onder tabel 9.8.

        Tabel 9.8 Brandwerendheid van dekken die aan elkaar grenzende ruimten scheiden

        Ruimte ↓onder     Ruimte → boven	(1)	(2)	(3)	(4)	(5)	(6)	(7)	(8)	(9)	(10)
        Controlestations (1)	A-0	A-0	A-0	A-0	A-0	A-60	A-0	–	A-0	*
        Gangen (2)	A-0	*	*	A-0	*	A-60	A-0	–	A-0	*
        Ruimten voor accommodatie (3)	A-60	A-0	*	A-0	*	A-60	A-0	–	A-0	*
        Trappen (4)	A-0	A-0	A-0	*	A-0	A-60	A-0	–	A-0	*
        Dienstruimten (weinig brandgevaarlijk) (5)	A-15	A-0	A-0	A-0	*	A-60	A-0	–	A-0	*
        Machineruimten van categorie A (6)	A-60	A-60	A-60	A-60	A-60	*	A-60e	A-0	A-60	*
        Andere machineruimten (7)	A-15	A-0	A-0	A-0	A-0	A-0	*	A-0	A-0	*
        Ladingpompkamers (8)	–	–	–	–	–	A-0d	A-0	*	–	*
        Dienstruimten (zeer brandgevaarlijk) (9)	A-60	A-0	A-0	A-0	A-0	A-60	A-0	–	A-0b	*
        Open dekken (10)	*	*	*	*	*	*	*	*	*	–

        Noten: Van toepassing op de tabellen 9.7 tot en met 9.8, waar deze staan aangegeven.

        a. Ter verduidelijking van hetgeen van toepassing is, zie de paragrafen 2.3.2 en 2.3.4.

        b. Wanneer ruimten in dezelfde nummercategorie vallen en zijn voorzien van de letter b, is een schot of een dek van de classificaties vermeld in de tabellen uitsluitend vereist wanneer de aan elkaar grenzende ruimten ieder voor een ander doel zijn bestemd (zoals in categorie (9)). Wanneer twee kombuizen aan elkaar grenzen, worden aan het tussenschot geen eisen gesteld, maar wanneer een kombuis grenst aan een verfhut, is een schot van klasse „A-0” vereist.

        c. Schotten die het stuurhuis, de kaartenkamer en de radiohut van elkaar scheiden, mogen van klasse „B-0” zijn.

        d. In schotten en dekken tussen ladingpompkamers en machineruimten van categorie A mogen doorboringen van ladingpompassen, voorzien van pakkingbussen, dan wel soortgelijke van pakkingbussen voorziene doorboringen zijn aangebracht, mits er ter plaatse van de schotten of het dek gasdichte afsluitingen met doeltreffende smering, of andere middelen waardoor de blijvende gasdichtheid wordt verzekerd zijn aangebracht.

        e. Er behoeft geen brandisolatie te worden aangebracht indien de machineruimte vallend onder categorie (7) naar het oordeel van de Administratie weinig of in het geheel niet brandgevaarlijk is.

        *Waar in de tabel een sterretje staat, moet het scheidingsschot of -dek zijn vervaardigd van staal of ander gelijkwaardig materiaal, maar behoeft het niet te voldoen aan de norm voor klasse „A”. Wanneer een dek evenwel wordt doorboord voor het doorvoeren van elektrische kabels, pijpen en ventilatiekanalen, moeten deze doorboringen, behoudens in een open dek, vlam- en rookdicht worden gemaakt. Schotten tussen controlekamers (noodgeneratoren) en open dekken mogen luchtinlaatopeningen hebben zonder voorziening om deze te sluiten, tenzij een vaste brandblusinstallatie met verstikkend gas is aangebracht.

• 3 Doorboringen in brandwerende schotten en voorkoming van de geleiding van warmte

  • 3.1 Wanneer schotten van klasse „A” worden doorboord, moeten deze doorboringen worden beproefd in overeenstemming met de Code inzake beproevingsprocedures voor brandwerendheid, onverminderd de bepalingen van paragraaf 4.1.1.5. Ten aanzien van ventilatiekanalen zijn de paragrafen 7.1.2 en 7.3.1. van toepassing. Wanneer een pijpdoorboring is vervaardigd van staal of gelijkwaardig materiaal met een dikte van 3 mm of meer en een lengte van ten minste 900 mm (bij voorkeur 450 mm aan elke zijde van het schot), en geen openingen heeft, is beproeving niet vereist. Dergelijke doorboringen moeten deugdelijk worden geïsoleerd door middel van aanvulling van de isolatie op hetzelfde niveau van het schot.

  • 3.2 Wanneer schotten van klasse „B” worden doorboord voor het doorvoeren van elektrische kabels, pijpen, schachten, kanalen, enzovoorts of voor het aanbrengen van uitlaten van het ventilatiesysteem, verlichtingsarmaturen en soortgelijke inrichtingen, moeten, onverminderd de bepalingen van paragraaf 7.3.2, voorzieningen worden getroffen om te verzekeren dat de brandwerendheid hierdoor niet vermindert. Pijpen, anders dan van staal of koper, die door schotten van klasse „B” worden gevoerd, moeten worden beveiligd door middel van:

    • .1 een aan een brandbeproeving onderworpen doorboringsvoorziening die geschikt is voor de brandwerendheid van het desbetreffende schot en voor het type pijp dat wordt gebruikt; of

    • .2 een stalen koker met een dikte van ten minste 1,8 mm en een lengte van ten minste 900 mm voor pijpdiameters van 150 mm of meer, en ten minste 600 mm voor pijpdiameters van minder dan 150 mm (bij voorkeur gelijk verdeeld over beide zijden van het schot). De pijp moet aan het uiteinde van de koker worden bevestigd door middel van flenzen en koppelingen; of de vrije ruimte tussen de koker en de pijp mag niet groter zijn dan 2,5 mm; of de vrije ruimte tussen de pijp en de koker moet worden afgedicht door middel van onbrandbaar materiaal of ander geschikt materiaal.

  • 3.3 Niet geïsoleerde metalen pijpen die schotten van klasse „A” of „B” doorboren, moeten zijn vervaardigd van materialen die een smelttemperatuur hebben boven de 950 °C ten aanzien van schotten van klasse „A-0” en 850 °C ten aanzien van schotten van klasse „B-0”.

  • 3.4 Bij de goedkeuring van specifieke aspecten van de structurele brandbeveiliging moet de Administratie acht slaan op het gevaar van geleiding van warmte bij kruisingen en eindpunten van de vereiste brandschotten. Bij stalen en aluminium constructies moet de isolatie van een dek of schot ten minste 450 mm voorbij de doorboring, de kruising of het eindpunt worden doorgetrokken. Indien een ruimte is gescheiden door middel van een dek of schot dat voldoet aan de norm voor klasse „A” met verschillende isolatiewaarden, moet de isolatie van de hogere waarde ten minste 450 mm doorlopen op het dek of schot dat is voorzien van isolatie van de lagere waarde.

• 4 Beveiliging van openingen in brandwerende schotten

  • 4.1 Openingen in schotten en dekken op passagiersschepen

    • 4.1.1 Openingen in schotten van klasse „A”

      • 4.1.1.1 Openingen moeten zijn voorzien van vast aangebrachte sluitingsmiddelen die ten minste even doeltreffend zijn voor het weren van brand als de schotten waarin zij voorkomen, met uitzondering van luiken tussen ruimten voor lading, ruimten van bijzondere aard, ruimten voor voorraden en bagage en tussen deze ruimten en het open dek.

      • 4.1.1.2 De constructie van deuren en deurkozijnen in schotten van klasse „A” en de middelen die deze gesloten houden, moeten even doeltreffend zijn voor het weren van brand en van het doordringen van rook en vlammen als de schotten waarin zij zijn aangebracht; een en ander moet worden vastgesteld in overeenstemming met de Code inzake beproevingsprocedures voor brandwerendheid. Zulke deuren en deurkozijnen moeten zijn geconstrueerd van staal of ander gelijkwaardig materiaal. Waterdichte deuren behoeven niet te zijn geïsoleerd.

      • 4.1.1.3 Elke deur moet aan beide zijden van het schot door één persoon geopend en gesloten kunnen worden.

      • 4.1.1.4 Branddeuren in schotten van verticale hoofdsecties, kombuiswanden en ingesloten trapruimten, andere dan werktuiglijk bediende waterdichte deuren en deuren die gewoonlijk op slot zijn, moeten voldoen aan de volgende vereisten:

        • .1 de deuren moeten zelfsluitend zijn en in staat te sluiten tegen een hellingshoek van 3,5° in;

        • .2 de uniforme sluitingstijd bij benadering voor draaiende branddeuren vanaf het moment dat de deuren beginnen te bewegen, mag maximaal 40 s en moet minimaal 10 s bedragen bij een rechtliggend schip. Schuivende branddeuren moeten een min of meer uniforme sluitingstijd hebben van maximaal 0,2 m/s en minimaal 0,1 m/s bij een rechtliggend schip;

        • .3 de deuren, behalve die voor noodontsnappingsschachten, moeten op afstand kunnen worden ontgrendeld vanuit een doorlopend bemand centraal controlestation, hetzij gelijktijdig, hetzij groepsgewijs en tevens afzonderlijk vanaf een plaats aan beide zijden van de deur. De ontgrendelingsschakelaars moeten voorzien zijn van een in- en uitschakelmechanisme zodat automatische herinschakeling wordt voorkomen;

        • .4 deurhaken die niet vanuit een centraal controlestation kunnen worden ontgrendeld, zijn verboden;

        • .5 een deur die op afstand is gesloten vanaf het centrale controlestation moet van beide zijden van de deur heropend kunnen worden door bediening ter plaatse. Na opening door middel van bediening ter plaatse, moet de deur automatisch hersluiten;

        • .6 op het paneel voor branddeuren in het doorlopend bemande centrale controlestation moet worden aangegeven of iedere deur gesloten is;

        • .7 het mechanisme dat de deur ontgrendelt, moet zo zijn ontworpen dat de deur automatisch sluit indien het controlesysteem in het ongerede raakt of de centrale krachtvoorziening wordt onderbroken;

        • .8 plaatselijke energieaccumulatoren voor werktuiglijk bediende deuren moeten zijn aangebracht in de onmiddellijke nabijheid van de deuren zodat de deuren ten minste tien maal kunnen worden bediend (geheel geopend en gesloten) met gebruikmaking van de bedieningsmiddelen ter plaatse, nadat het controlesysteem of de centrale krachtvoorziening in het ongerede is geraakt;

        • .9 indien het controlesysteem of de centrale krachtvoorziening bij één deur in het ongerede raakt, mag dit geen nadelige invloed hebben op het veilig functioneren van de andere deuren;

        • .10 op afstand ontgrendelde schuifdeuren of werktuiglijk bewogen deuren moeten uitgerust zijn met een alarm dat ten minste 5 s doch ten hoogste 10 s een hoorbaar signaal geeft nadat de deur wordt ontgrendeld vanuit het centrale controlestation en voordat de deur begint te bewegen en dit signaal blijft geven totdat de deur volledig gesloten is;

        • .11 een deur die zo is ontworpen dat deze weer open gaat wanneer deze in aanraking komt met een voorwerp tijdens het sluiten, mag vanaf het contactpunt maximaal 1 m opnieuw open gaan;

        • .12 dubbele deuren die zijn uitgerust met een klink die noodzakelijk is voor hun brandwerend vermogen, moeten een klink hebben die automatisch in werking wordt gesteld door de bediening van de deuren wanneer deze door het systeem worden ontgrendeld;

        • .13 deuren die rechtstreeks toegang geven tot ruimten van bijzondere aard en die werktuiglijk worden bediend en automatisch gesloten, behoeven niet te zijn uitgerust met de alarmen en op afstand bediende ontgrendelingsmechanismen vereist in de paragrafen 4.1.1.4.3 en 4.1.1.4.10;

        • .14 de componenten van het plaatselijke controlesysteem moeten bereikbaar zijn voor onderhoud en afstelling;

        • .15 werktuiglijk bewogen deuren moeten zijn voorzien van een goedgekeurd controlesysteem dat kan functioneren in geval van brand en in overeenstemming is met de Code inzake beproevingsprocedures voor brandveiligheid. Dit systeem moet voldoen aan de volgende eisen:

          •  .15.1 het controlesysteem moet in staat zijn de deur te bedienen bij een temperatuur van minimaal 200 °C gedurende minimaal 60 minuten, aangedreven door de krachtvoorziening;

          •  .15.2 de krachtvoorziening voor alle overige deuren die niet zijn blootgesteld aan de brand, mag niet worden beïnvloed; en

          •  .15.3 bij temperaturen boven 200 °C moet het controlesysteem automatisch worden afgesloten van de krachtvoorziening en de deur gesloten kunnen houden tot minimaal 945 °C.

      • 4.1.1.5 Indien, op schepen die niet meer dan 36 passagiers vervoeren, een ruimte wordt beveiligd door een automatische sprinkler-, branddetectie- en brandalarminstallatie die voldoet aan het bepaalde in de Code inzake brandveiligheidssystemen of indien een ruimte is voorzien van een doorlopend plafond van klasse „B”, moeten openingen in dekken die de verticale hoofdsecties niet trapsgewijs doen verspringen of die geen horizontale secties begrenzen, redelijk dicht zijn en moeten deze dekken voldoen aan de vereisten van klasse „A” inzake brandwerendheid, voor zover zulks naar het oordeel van de Administratie redelijk en uitvoerbaar is.

      • 4.1.1.6 De voorschriften inzake brandwerendheid van klasse „A” voor de buitenwanden van het schip zijn niet van toepassing op glazen scheidingswanden, ramen en patrijspoorten, mits paragraaf 4.1.3.3 geen vereisten bevat voor brandwerendheid van klasse „A” ten aanzien van dergelijke scheidingen. De vereisten voor brandwerendheid van klasse „A” van de buitenwanden van het schip zijn niet van toepassing op buitendeuren, behalve voor deuren in bovenbouwen en dekhuizen die zich bevinden tegenover reddingsmiddelen, inschepings- en verzamelplaatsen buiten, buitentrappen en open dekken die voor ontsnappingsroutes worden gebruikt. Deuren in ingesloten trapruimten behoeven niet aan dit vereiste te voldoen.

      • 4.1.1.7 Behoudens waterdichte deuren, weer- en winddichte deuren (halfwaterdichte deuren), deuren die op het open dek uitkomen en deuren die redelijk gasdicht moeten zijn, moeten alle deuren van klasse „A” in trappen, openbare ruimten en schotten van verticale hoofdsecties in vluchtwegen zijn uitgerust met een zelfsluitend luikje voor het doorvoeren van brandslangen dat wat betreft materiaal, constructie en brandwerend vermogen gelijkwaardig is aan de deur waarin het is aangebracht en dat een vrije doorlaat van 150 vierkante mm vormt wanneer de deur gesloten is en dat is aangebracht in de onderrand van de deur, tegenover de deurscharnieren of, in het geval van schuifdeuren, nabij de opening die ontstaat bij het openen van de deur.

      • 4.1.1.8 Wanneer het noodzakelijk is dat een ventilatiekanaal door een hoofdbrandschot wordt gevoerd, moet in de dichte nabijheid van het schot een bedrijfszekere, automatisch sluitende brandklep zijn aangebracht. De brandklep moet tevens met de hand gesloten kunnen worden vanaf beide zijden van het slot. De bedieningsplaats moet gemakkelijk toegankelijk zijn en zijn aangegeven met een reflecterend rode kleur. Het kanaal moet tussen het schot en de klep zijn gemaakt van staal of ander gelijkwaardig materiaal en, zo nodig, zijn geïsoleerd overeenkomstig de vereisten vervat in paragraaf 3.1. De klep moet aan ten minste één kant van het schot zijn voorzien van een standaanwijzer die aangeeft of de klep open staat.

    • 4.1.2 Openingen in schotten van klasse „B”

      • 4.1.2.1 Deuren en deurkozijnen in schotten van klasse „B” en middelen om deze vast te zetten moeten, indien de deur gesloten is, een brandwerend vermogen hebben dat gelijkwaardig is aan die van de schotten waarin zij zijn aangebracht, vast te stellen in overeenstemming met de Code inzake beproevingsprocedures voor brandwerendheid, behalve dat in het onderste gedeelte van zulke deuren ventilatie-openingen mogen worden aangebracht. Indien een dergelijke opening zich bevindt in of onder een deur mag de totale oppervlakte van een dergelijke opening of dergelijke openingen niet meer bedragen dan 0,05 m². Als alternatief mag onderaan de sanitaire ruimte een onbrandbaar luchtbalanskanaal worden aangebracht dat van de hut naar de gang wordt geleid; de dwarsdoorsnede-oppervlakte van een dergelijk kanaal mag niet meer bedragen dan 0,05 m². Alle ventilatie-openingen moeten worden voorzien van een rooster dat is vervaardigd van onbrandbaar materiaal. Deuren moeten onbrandbaar zijn.

      • 4.1.2.2 Hutdeuren in schotten van klasse „B” moeten van het zelfsluitende type zijn. Deurhaken zijn niet toegestaan.

      • 4.1.2.3 De voorschriften inzake brandwerendheid van klasse „B” voor de buitenwanden van het schip zijn niet van toepassing op glazen scheidingswanden, ramen en patrijspoorten. Evenmin zijn de voorschriften inzake de brandwerendheid van klasse „B” van toepassing op buitendeuren in bovenbouwen en dekhuizen. Voor schepen die niet meer dan 36 passagiers vervoeren, kan de Administratie het gebruik van brandbare materialen toestaan in deuren die hutten scheiden van daarbij behorende sanitaire ruimten zoals doucheruimten.

      • 4.1.2.4 Op schepen die niet meer dan 36 passagiers vervoeren, waarop een automatische sprinklerinstallatie is geïnstalleerd die voldoet aan het bepaalde in de Code inzake brandveiligheidssystemen:

        • .1 moeten openingen in dekken die verticale hoofdsecties niet trapsgewijs doen verspringen of die geen horizontale sectie begrenzen, redelijk dicht zijn en moeten deze dekken voldoen aan de voorschriften van klasse „B” inzake brandwerendheid voor zover zulks naar het oordeel van de Administratie redelijk en uitvoerbaar is, en

        • .2 moeten openingen in gangschotten van materialen van klasse „B” worden beveiligd overeenkomstig het bepaalde in paragraaf 2.2.2.

    • 4.1.3 Ramen en patrijspoorten

      • 4.1.3.1 Ramen en patrijspoorten in schotten binnen ruimten voor accommodatie, dienstruimten en controlestations, andere dan die waarop het bepaalde in paragraaf 4.1.1.6 en paragraaf 4.1.2.3 van toepassing is, moeten zodanig zijn uitgevoerd, dat zij eenzelfde brandwerendheid hebben als is voorgeschreven voor het schot waarin zij zijn aangebracht; dit moet worden aangetoond in overeenstemming met de Code inzake beproevingsprocedures voor brandwerendheid.

      • 4.1.3.2 Onverminderd de voorschriften in de tabellen 9.1 tot en met 9.4 moeten de randen van ramen en patrijspoorten die ruimten voor accommodatie, dienstruimten en controlestations van de buitenlucht scheiden van staal of ander geschikt materiaal zijn. Het glas moet door een metalen rand of profiel opgesloten zijn.

      • 4.1.3.3 Ramen die uitzien op reddingmiddelen, verzamel- en inschepingsplaatsen, externe trappen en open dekken die worden gebruikt voor ontsnappingsroutes en ramen gelegen onder inschepingsplaatsen voor vlotten en ontsnappingsglijbanen moeten een brandwerend vermogen hebben zoals vereist in de tabellen in tabel 9.1. Wanneer er automatische sprinklerkoppen specifiek voor ramen zijn aangebracht, kunnen „A-O”-ramen als gelijkwaardig worden aanvaard. Om ingevolge deze paragraaf in aanmerking te komen, moeten de sprinklerkoppen:

        • .1 specifieke sprinklerkoppen zijn die boven de ramen worden bevestigd en worden geïnstalleerd in aanvulling op de traditionele plafondsprinklers; of

        • .2 traditionele plafondsprinklerkoppen zijn, die zodanig zijn aangebracht dat het raam wordt beveiligd door een gemiddeld debiet van ten minste 5 l/m² en het aanvullende raamvlak wordt betrokken bij de berekening van het bestreken gebied.

        Ramen gelegen in de zijde van het schip onder de inschepingsplaats voor reddingboten moeten een brandwerend vermogen hebben dat ten minste gelijk is aan klasse „A-O”.

  • 4.2 Deuren in brandwerende schotten op vrachtschepen

    • 4.2.1 De brandwerendheid van deuren moet gelijk zijn aan die van het schot waarin zij zijn aangebracht; dit moet worden aangetoond in overeenstemming met de Code inzake beproevingsprocedures voor brandwerendheid. Deuren en deurkozijnen in schotten van klasse „A” moeten zijn vervaardigd van staal. Deuren in schotten van klasse „B” moeten onbrandbaar zijn. Deuren die zijn aangebracht in begrenzingsschotten van machineruimten van categorie „A” moeten redelijk gasdicht en zelfsluitend zijn. Op schepen, gebouwd overeenkomstig Methode IC, kan de Administratie het gebruik van brandbare materialen toestaan in deuren die hutten scheiden van individuele sanitaire ruimten zoals douches.

    • 4.2.2 Deuren die zelfsluitend moeten zijn, mogen niet worden voorzien van deurhaken. Er mogen echter wel deurstoppers worden gebruikt die zijn voorzien van een bedrijfszeker ontgrendelingsmechanisme.

    • 4.2.3 In schotten van gangen mogen in en onder de deuren van hutten en ruimten voor algemeen gebruik ventilatie-openingen worden aangebracht. Ventilatie-openingen zijn eveneens toegestaan in deuren van klasse „’B” die uitkomen op toiletten, kantoren, pantry’s, bergkasten en bergplaatsen. Behoudens hetgeen hieronder wordt toegestaan, mogen openingen slechts in de onderste helft van de deur zijn aangebracht. Indien een dergelijke opening zich bevindt in of onder een deur mag de totale oppervlakte van een dergelijke opening of dergelijke openingen niet meer bedragen dan 0,05 m². Als alternatief mag onderaan de sanitaire ruimte een onbrandbaar luchtbalanskanaal worden aangebracht dat van de hut naar de gang wordt geleid; de dwarsdoorsnede-oppervlakte van een dergelijk kanaal mag niet meer bedragen dan 0,05 m². Ventilatie-openingen, behalve die onder de deur, moeten worden voorzien van een rooster dat is vervaardigd van onbrandbaar materiaal.

    • 4.2.4 Waterdichte deuren behoeven niet te zijn geïsoleerd.

• 5 Beveiliging van openingen in scheidingswanden van machineruimten

  • 5.1 Toepassing

    • 5.1.1 De bepalingen van deze paragraaf zijn van toepassing op machineruimten van categorie A en, indien de Administratie zulks wenselijk acht, op andere machineruimten.

  • 5.2 Beveiliging van openingen in scheidingswanden van machineruimten

    • 5.2.1 Het aantal schijnlichten, deuren, ventilatoren, openingen in schoorstenen voor afzuigventilatie en andere openingen van machineruimten moet worden beperkt tot het minimum dat verenigbaar is met de behoeften met betrekking tot ventilatie en de goede en veilige werking van het schip.

    • 5.2.2 Schijnlichten moeten van staal zijn en mogen geen glazen panelen bevatten.

    • 5.2.3 Bedieningsmiddelen moeten worden voorzien voor het sluiten van werktuiglijk bewogen deuren of de inrichting voor het vrijmaken van andere dan werktuiglijk bewogen waterdichte deuren. De bedieningsmiddelen moeten buiten de desbetreffende ruimte zijn aangebracht, waar deze bij brand niet worden geïsoleerd van de ruimte die zij bedienen.

    • 5.2.4 Op passagiersschepen moeten de in paragraaf 5.2.3 vereiste bedieningsmiddelen zijn aangebracht op één controleplaats of, ten genoegen van de Administratie, worden gegroepeerd op een zo gering mogelijk aantal plaatsen. Dergelijke plaatsen moeten vanaf het open dek veilig toegankelijk zijn.

    • 5.2.5 Op passagiersschepen moeten andere dan werktuiglijk bewogen waterdichte deuren zodanig worden aangebracht, dat doeltreffende afsluiting is verzekerd bij brand in de ruimte door middel van mechanische sluitinrichtingen of door middel van zelfsluitende deuren die kunnen worden gesloten tegen een hellingshoek van 3,5° in en zijn voorzien van bedrijfszekere deurstoppers voorzien van een op afstand bediend ontgrendelingsmechanisme. Deuren voor noodontsnappingsschachten behoeven niet te worden voorzien van een bedrijfszekere deurstopper met een op afstand bediend ontgrendelingsmechanisme.

    • 5.2.6 In begrenzingswanden van machineruimten mogen geen ramen worden aangebracht. Dit sluit het gebruik van glas in controlekamers binnen machineruimten evenwel niet uit.

• 6 Beveiliging van scheidingswanden in laadruimten

  • 6.1 Op passagiersschepen die meer dan 36 passagiers vervoeren, moeten de wandschotten en dekken van ruimten van bijzondere aard en open ro-ro-laadruimten worden geïsoleerd volgens de norm voor klasse „A-60”. Indien zich aan één zijde van het schot een ruimte van categorie (5), (9) en/of (10), als omschreven in paragraaf 2.2.3, bevindt, kan de norm echter worden verlaagd naar „A-0”. Indien zich onder een ruimte van bijzondere aard brandstofolietanks bevinden, mag de brandwerendheid van het dek tussen deze ruimten worden verlaagd naar „A-0”.

  • 6.2 Op schepen die niet meer dan 36 passagiers vervoeren, moeten de begrenzingsschotten van ruimten van bijzondere aard worden geïsoleerd zoals voorgeschreven in tabel 9.3 voor ruimten van categorie (11) en moeten de horizontale begrenzingen worden geïsoleerd zoals voorgeschreven in tabel 9.4 voor ruimten van categorie (11).

  • 6.3 Op passagiersschepen die maximaal 36 passagiers vervoeren, moeten de wandschotten en dekken van gesloten en open ro-ro-ruimten hetzelfde brandwerend vermogen hebben zoals in tabel 9.3 voorgeschreven voor ruimten van categorie (8) en de horizontale begrenzingen zoals in tabel 9.4 voorgeschreven voor ruimten van categorie (8).

  • 6.4 Op passagiersschepen moeten op de navigatiebrug standaanwijzers zijn aangebracht die aangeven wanneer een brandwerende deur, die toegang geeft tot ruimten van bijzondere aard, is gesloten.

  • 6.5 Op tankers mogen ter beveiliging van ladingtanks die ruwe olie en aardolieproducten bevatten met een vlampunt van 60 °C of lager, voor afsluiters, appendages, tankdeksels, ontluchtingsleidingen ten behoeve van de lading en leidingen voor de lading geen materialen worden gebruikt die gemakkelijk onbruikbaar worden door warmte, teneinde te voorkomen dat het vuur overslaat op de lading.

• 7 Ventilatiesystemen

  • 7.1 Kanalen en kleppen

    • 7.1.1 Ventilatiekanalen moeten zijn vervaardigd van onbrandbaar materiaal. Korte stukken van kanalen die over het algemeen niet langer zijn dan 2 m en waarvan de vrije dwarsdoorsnede-oppervlakte niet meer dan 0,02 m² bedraagt, behoeven echter niet onbrandbaar te zijn, mits aan onderstaande vereisten wordt voldaan:

      • .1 de kanalen moeten zijn vervaardigd van materiaal met een laag vlamverspreidend vermogen;

      • .2 de kanalen mogen alleen worden gebruikt aan het eind van het ventilatiesysteem; en

      • .3 de kanalen mogen zich, langs het kanaal gemeten, niet minder dan 600 mm vanaf een doorboring in een schot van klasse „A” of „B”, doorlopende plafonds van klasse „B” daaronder begrepen, bevinden.

    • 7.1.2 De volgende systemen moeten worden beproefd in overeenstemming met de Code inzake beproevingsprocedures voor brandwerendheid:

      • .1 brandkleppen met inbegrip van de bijbehorende bedieningsmiddelen; en

      • .2 kanaaldoorboringen van schotten van klasse „A”. Indien stalen moffen rechtstreeks op ventilatiekanalen zijn bevestigd door middel van vastgeklonken of geschroefde flenzen of lassen, is de beproeving niet vereist.

  • 7.2 Plaatsing van kanalen

    • 7.2.1 De ventilatiesystemen voor machineruimten van categorie „A”, voertuigruimten, ro-ro-ruimten, ruimten van bijzondere aard en laadruimten moeten, in de regel, gescheiden zijn van elkaar en van de ventilatiesystemen die andere ruimten bedienen. De kombuisventilatiesystemen op passagiersschepen met een brutotonnage van minder dan 4000 ton en op passagiersschepen die niet meer dan 36 passagiers vervoeren, behoeven echter niet volledig gescheiden te zijn, maar mogen worden bediend door middel van aparte kanalen van een ventilatie-eenheid die andere ruimten bedient. In elk geval moet in het kombuisventilatiekanaal in de nabijheid van de ventilatie-eenheid een automatische brandklep worden geïnstalleerd. Ventilatiekanalen voor machineruimten van categorie A, kombuizen, voertuigruimten, ro-ro-ruimten of ruimten van bijzondere aard mogen niet worden gevoerd door ruimten voor accommodatie, dienstruimten of controlestations, tenzij deze voldoen aan de voorwaarden vervat in de onderstaande paragrafen 7.2.1.1.1 tot en met 7.2.1.1.4 of 7.2.1.2.1 en 7.2.1.2.2:

      • .1.1 de kanalen zijn vervaardigd van staal met een dikte van ten minste 3 mm en 5 mm voor kanalen met een breedte of diameter van respectievelijk tot en met 300 mm, en 760 mm en meer; ingeval zulke kanalen een breedte of diameter tussen 300 mm en 760 mm hebben, moet de dikte door interpolatie worden verkregen;

      • .1.2 de kanalen zijn deugdelijk ondersteund en verstijfd;

      • .1.3 de kanalen zijn uitgerust met automatische brandkleppen dichtbij scheidingswanden waar zij doorheen zijn gevoerd; en

      • .1.4 de kanalen zijn geïsoleerd volgens de norm voor klasse „A-60” vanaf de machineruimten, de kombuizen, de voertuigruimten, de ro-ro-ruimten of de ruimten van bijzondere aard, tot een punt dat ten minste 5 m voorbij iedere brandklep is gelegen;

      of

      • .2.1 de kanalen zijn vervaardigd van staal in overeenstemming met de paragrafen 7.2.1.1.1 en 7.2.1.1.2; en

      • .2.2 de kanalen zijn geïsoleerd volgens de norm voor klasse „A-60” over de gehele lengte waarmee zij worden gevoerd door ruimten voor accommodatie, dienstruimten of controlestations;

      met dien verstande dat doorvoeringen door hoofdbrandschottensecties tevens moeten voldoen aan de vereisten vervat in paragraaf 4.1.1.8.

    • 7.2.2 Ventilatiekanalen voor de ventilatie van ruimten voor accommodatie, dienstruimten of controlestations, mogen niet worden gevoerd door machineruimten van categorie A, kombuizen, voertuigruimten, ro-ro-ruimten of ruimten van bijzondere aard, tenzij deze voldoen aan de voorwaarden vervat in de onderstaande paragrafen 7.2.2.1.1 tot en met 7.2.2.1.3 of 7.2.2.2.1 en 7.2.2.2.2:

      • .1.1 de kanalen, wanneer zij door een machineruimte van categorie A, een kombuis, een voertuigruimte, een ro-ro-ruimte of een ruimte van bijzondere aard worden gevoerd, zijn vervaardigd van staal, overeenkomstig de paragrafen 7.2.1.1.1 en 7.2.1.1.2;

      • .1.2 automatische brandkleppen zijn aangebracht dichtbij de scheidingswanden waar zij doorheen worden gevoerd; en

      • .1.3 de brandwerendheid van de begrenzingen van de machineruimten, de kombuis, de voertuigruimte, de ro-ro ruimte of de ruimte van bijzondere aard, op de plaatsen waar de kanalen hier doorheen zijn gevoerd, blijft gehandhaafd; of

      • .2.1 de kanalen, wanneer zij door een machineruimte van categorie A, een kombuis, een voertuigruimte, een ro-ro-ruimte of een ruimte van bijzondere aard worden gevoerd, zijn vervaardigd van staal, overeenkomstig de paragrafen 7.2.1.1.1 en 7.2.1.1.2; en

      • .2.2 deze zijn geïsoleerd volgens de „A-60”-norm binnen de machineruimte, de kombuis, de voertuigruimte, de ro-ro-ruimte of de ruimte van bijzondere aard;

      met dien verstande dat doorvoeringen door hoofdbrandschottensecties tevens moeten voldoen aan de vereisten vervat in paragraaf 4.1.1.8.

  • 7.3 Specifieke aspecten van kanaaldoorvoeringen

    • 7.3.1 Wanneer een dun geplateerd kanaal met een vrije dwarsdoorsnede-oppervlakte van 0,02 m² of minder door schotten of dekken van klasse „A” wordt gevoerd, moeten de openingen worden bekleed met een stalen mof met een dikte van ten minste 3 mm en een lengte van ten minste 200 mm, bij voorkeur verdeeld in 100 mm aan elke zijde van het schot of, in geval van een dek, volledig gelegd aan de onderzijde van de doorboorde dekken. Wanneer ventilatiekanalen met een vrije dwarsdoorsnede-oppervlakte van meer dan 0,02 m² door schotten of dekken van klasse „A” worden gevoerd, moet de opening worden bekleed met een stalen mof. Wanneer dergelijke kanalen van staal zijn en door een dek of schot worden gevoerd, moeten de kanalen en moffen aan de volgende eisen voldoen:

      • .1 De moffen moeten een dikte van ten minste 3 mm en een lengte van ten minste 900 mm hebben. Bij doorvoeringen door schotten moet deze lengte waar mogelijk worden verdeeld in 450 mm aan iedere zijde van het schot. Deze kanalen of ommantelingskokers moeten zijn voorzien van brandisolatie. De isolatie moet ten minste dezelfde brandwerendheid hebben als het schot of dek waardoor het kanaal wordt gevoerd.

      • .2 Kanalen waarvan de vrije dwarsdoorsnede-oppervlakte meer dan 0,075 m² bedraagt moeten in aanvulling op de vereisten, vervat in paragraaf 7.3.1.1, zijn voorzien van brandkleppen. De brandklep moet automatisch werkend zijn, doch moet tevens aan beide zijden van het schot of dek met de hand kunnen worden gesloten. De klep moet zijn voorzien van een standaanwijzer die aangeeft of de klep geopend of gesloten is. Brandkleppen zijn echter niet vereist indien kanalen door ruimten gaan die zijn omsloten door schotten van klasse „A” en die niet door deze kanalen worden bediend, mits deze kanalen dezelfde brandwerendheid hebben als de schotten welke zij doorboren. Brandkleppen moeten gemakkelijk bereikbaar zijn. Wanneer brandkleppen achter plafonds of beschietingen zijn aangebracht, moeten deze plafonds of beschietingen worden voorzien van een inspectiedeur met daarop een plaatje waarop het identificatienummer van de brandklep is vermeld. Het identificatienummer van de brandklep moet eveneens op eventueel vereiste afstandbedieningen zijn vermeld.

    • 7.3.2 Ventilatiekanalen waarvan de vrije dwarsdoorsnede-oppervlakte meer dan 0,02 m² bedraagt, die door schotten van klasse „B” gaan, moeten zijn voorzien van stalen moffen die een lengte van ten minste 900 mm moeten hebben, bij voorkeur verdeeld in 450 mm aan iedere zijde van het schot, tenzij het kanaal over deze hele lengte is vervaardigd van staal.

  • 7.4 Ventilatiesystemen op passagiersschepen die meer dan 36 passagiers vervoeren

    • 7.4.1 Het ventilatiesysteem van passagiersschepen die niet meer dan 36 passagiers vervoeren moet in overeenstemming zijn met de volgende aanvullende vereisten:

    • 7.4.2 In het algemeen moeten de ventilatoren zo geplaatst zijn, dat de ventilatiekanalen voor de verschillende ruimten binnen dezelfde verticale hoofdsectie blijven.

    • 7.4.3 Indien ventilatiesystemen dekken doorboren, moeten, behalve de maatregelen betreffende de brandwerendheid van het dek vereist in de paragrafen 3.1 en 4.1.1.5, voorzorgsmaatregelen worden getroffen om de kans te reduceren dat rook en hete gassen door het systeem van de ene tussendekse ruimte naar de andere stromen. Behalve de eisen ten aanzien van isolatie neergelegd in paragraaf 7.4 moeten verticale kanalen zo nodig worden geïsoleerd als voorgeschreven in de van toepassing zijnde tabellen 9.1 en 9.2.

    • 7.4.4 Behalve in laadruimten moeten ventilatiekanalen worden vervaardigd van de volgende materialen:

      • .1 kanalen waarvan de vrije dwarsdoorsnede-oppervlakte ten minste 0,075 m² bedraagt en alle verticale kanalen die meer dan één tussendekse ruimte bedienen, moeten worden vervaardigd van staal of ander gelijkwaardig materiaal;

      • .2 kanalen waarvan de vrije dwarsdoorsnede-oppervlakte minder dan 0,075 m² bedraagt, anders dan de verticale kanalen bedoeld in paragraaf 7.4.4.1, moeten worden vervaardigd van onbrandbare materialen. Indien zulke kanalen schotten van klasse „A” of „B” doorboren, moet de brandwerendheid van dat schot op deugdelijke wijze worden zekergesteld; en

      • .3 korte stukken van kanalen waarvan over het algemeen de vrije dwarsdoorsnede-oppervlakte niet meer dan 0,02 m² bedraagt en die niet langer zijn dan 2 m behoeven niet onbrandbaar te zijn, mits aan alle onderstaande voorwaarden wordt voldaan:

        •  .3.1 het kanaal moet zijn vervaardigd van een materiaal met een laag vlamverspreidend vermogen;

        •  .3.2 het kanaal mag alleen worden gebruikt aan het einde van het ventilatiesysteem; en

        •  .3.3 het kanaal mag zich, langs het kanaal gemeten, niet dichter dan 600 mm bij een doorboring van een schot van klasse „A” of „B”, doorlopende plafonds van klasse „B” daaronder begrepen, bevinden.

    • 7.4.5 Ingesloten trapruimten moeten worden geventileerd en bediend door een onafhankelijk ventilatorsysteem en kanalenstelsel die geen andere ruimten in de ventilatiestelsels bedienen.

    • 7.4.6 Afvoerkanalen moeten zijn voorzien van op geschikte plaatsen aangebrachte luiken voor inspectie en reiniging. De luiken moeten in de nabijheid van de brandkleppen zijn aangebracht.

  • 7.5 Uitlaatkanalen van kooktoestellen in de kombuis

    • 7.5.1 Vereisten voor passagiersschepen die meer dan 36 passagiers vervoeren

      Afvoerkanalen van kooktoestellen in kombuizen moeten voldoen aan de vereisten van de paragrafen 7.2.1.2.1 en 7.2.1.2.2 en moeten worden uitgerust met:

      • .1 een vetvanger die gemakkelijk kan worden verwijderd voor schoonmaakdoeleinden, tenzij er een ander goedgekeurd vetverwijderingssysteem is aangebracht;

      • .2 een brandklep aangebracht in het lager gelegen uiteinde van het kanaal die automatisch en op afstand wordt bediend en bovendien een op afstand bediende brandklep aangebracht in het hoger gelegen uiteinde van het kanaal;

      • .3 een vast aangebrachte inrichting om een brand in het kanaal te blussen;

      • .4 voorzieningen voor het op afstand stopzetten van de afzuigventilatoren en toevoerventilatoren, en voor het in werking stellen van de brandkleppen bedoeld in paragraaf 7.5.1.2 en van de brandblusinstallatie; deze voorzieningen moeten worden aangebracht dicht bij de toegang tot de kombuis. Wanneer een installatie met meerdere aftakkingen is geïnstalleerd, moet bij bovengenoemde voorzieningen een middel zijn aangebracht om op afstand alle aftakkingen die via hetzelfde hoofdkanaal afvoeren, te sluiten voordat een blusstof in de installatie wordt gevoerd; en

      • .5 op geschikte plaatsen aangebrachte luiken voor inspectie en reiniging.

    • 7.5.2 Vereisten voor vrachtschepen en passagiersschepen die niet meer dan 36 passagiers vervoeren

      • 7.5.2.1 Indien afvoerkanalen van kooktoestellen in kombuizen door ruimten voor accommodatie of ruimten met brandbare materialen lopen, moeten zij zijn vervaardigd als schotten van klasse „A”. Elk afvoerkanaal moet zijn uitgerust met:

        • .1 een vetvanger die gemakkelijk kan worden verwijderd voor reiniging;

        • .2 een brandklep in het onderste deel van het kanaal;

        • .3 een inrichting voor het stoppen van de afzuigventilatoren, die vanuit de kombuis kan worden bediend; en

        • .4 een vast aangebrachte inrichting om een brand in het kanaal te blussen.

Voorschrift 10. Brandbestrijding

• 1 Doel

  Het doel van dit voorschrift is een brand te bestrijden en onverwijld te blussen in de ruimte waarin deze is ontstaan. Hiertoe moet aan de volgende functionele vereisten worden voldaan:

  • .1 er moeten vaste brandblusinstallaties worden aangebracht, met voldoende aandacht voor de kans op branduitbreiding in de beveiligde ruimten; en

  • .2 brandblusmiddelen moeten bedrijfsklaar beschikbaar zijn.

• 2 Watervoorzieningssystemen

  Schepen moeten zijn voorzien van brandbluspompen, hoofdbrandblusleidingen, brandkranen en brandslangen, die voldoen aan de vereisten van dit voorschrift.

  • 2.1 Hoofdbrandblusleidingen en brandkranen

    • 2.1.1 Algemeen

      De hoofdbrandblusleidingen en brandkranen mogen, tenzij afdoende beveiligd, niet worden vervaardigd van materialen die niet hittebestendig zijn. Brandblusleidingen en brandkranen moeten zodanig zijn geplaatst dat de brandslangen gemakkelijk daaraan kunnen worden gekoppeld. De leidingen en brandkranen moeten zodanig zijn aangebracht dat zij niet kunnen bevriezen. Ten behoeve van de hoofdbrandblusleidingen moet worden gezorgd voor geschikte afwateringsvoorzieningen. Op alle hoofdbrandblusleidingen op open dekken die voor andere doeleinden dan brandbestrijding worden gebruikt, moeten afsluiters zijn aangebracht. Op schepen die deklading kunnen vervoeren, moet de plaats van de brandkranen zodanig zijn dat zij altijd gemakkelijk bereikbaar zijn en de leidingen moeten, zoveel als praktisch mogelijk, zodanig zijn aangelegd dat het gevaar voor beschadiging door dergelijke lading wordt vermeden.

    • 2.1.2 Onmiddellijke beschikbaarheid van wateraanvoer

      De voorzieningen voor de onmiddellijke beschikbaarheid van wateraanvoer moeten de volgende zijn:

      • .1 op passagiersschepen:

        • .1.1 met een brutotonnage van 1000 ton en meer moet ten minste één doeltreffende waterstraal onmiddellijk beschikbaar zijn vanuit ongeacht welke brandkraan binnenin het schip en moet de waterstroom worden verzekerd door het automatisch in bedrijf komen van één vereiste brandbluspomp;

        • .1.2 met een brutotonnage van minder dan 1000 ton, door automatische inschakeling van ten minste één brandbluspomp of door inschakeling op afstand vanaf de navigatiebrug van ten minste één brandbluspomp. Indien de pomp automatisch in werking wordt gesteld of indien de onderste afsluiter niet kan worden geopend vanaf het punt waarop de pomp op afstand in werking wordt gesteld, moet de onderste afsluiter altijd geopend blijven; en

        • .1.3 die zijn uitgerust met een machineruimte die periodiek zonder toezicht is overeenkomstig voorschrift II-1/54, moet de Administratie voor dergelijke ruimten voorzieningen vaststellen voor vast aangebrachte waterbrandblusvoorzieningen, die gelijkwaardig zijn aan die welke worden vereist voor machineruimten met doorlopende wachtbezetting.

      • .2 op vrachtschepen:

        • .2.1 ten genoegen van de Administratie; en

        • .2.2 met een machineruimte die periodiek zonder toezicht is of waarin slechts één persoon op wacht wordt vereist, moet onmiddellijk water onder passende druk kunnen worden geleverd vanuit het systeem van de hoofdbrandblusleiding, hetzij door het op afstand in werking stellen van één van de daartoe uitgeruste hoofdbrandbluspompen vanaf de navigatiebrug en, indien aanwezig, vanaf het controlestation voor de brandmelding, hetzij door het permanent handhaven van druk in het hoofdbrandblussysteem via een van de hoofdbrandbluspompen, met dien verstande dat de Administratie vrijstelling van deze eis kan verlenen voor vrachtschepen met een brutotonnage van minder dan 1600 ton, indien de voorziening voor het in werking stellen van de brandbluspomp zich in de machineruimte op een gemakkelijk toegankelijke plaats bevindt:

    • 2.1.3 Diameter van hoofdbrandblusleidingen

      De diameter van de hoofdbrandblusleiding en van de aftakkingen daarvan moet voldoende zijn voor een doelmatige verwerking van het maximaal voorgeschreven debiet van twee gelijktijdig werkende brandbluspompen, doch op vrachtschepen behoeft deze diameter slechts voldoende te zijn voor een debiet van niet meer dan 140 m³/u.

    • 2.1.4 Afsluiters en ontlastkleppen

      • 2.1.4.1 Afsluiters die dienen om het deel van de hoofdbrandblusleiding binnen de machineruimte waarin de hoofdbrandbluspomp of -pompen zijn opgesteld, te scheiden van de rest van de hoofdbrandblusleiding, moeten worden aangebracht op een gemakkelijk bereikbare en bedienbare plaats buiten de machineruimten. De hoofdbrandblusleiding moet zodanig worden geplaatst dat wanneer de afsluiters gesloten zijn alle brandkranen op het schip, behalve die in bovengenoemde machineruimte, met water kunnen worden gevoed door een andere pomp of een noodbrandbluspomp. De noodbrandbluspomp, de zeewaterinlaatopening, alsmede de aanzuig- en toevoerleidingen en afsluitkleppen ervan moeten buiten de machineruimte worden aangebracht. Indien deze configuratie niet mogelijk is, mag de zeewaterinlaatopening in de machineruimte worden aangebracht, met dien verstande dat de afsluiter op afstand moet worden bediend vanuit een positie gelegen binnen hetzelfde compartiment als de noodbrandbluspomp en dat de aanzuigleiding zo kort moet zijn als praktisch uitvoerbaar is. Korte lengtes van aanzuig- of afvoerleidingen mogen de machineruimte binnengaan, mits deze zijn gevat in een stevige stalen behuizing, of worden geïsoleerd conform de norm voor klasse „A-60”. De leidingen moeten voldoende dikke wanden hebben, doch in geen geval minder dan 11 mm, en moeten zijn gelast, behoudens de flensverbinding naar de zeewaterinlaatklep.

      • 2.1.4.2 Ten behoeve van elke brandkraan moet een afsluiter zijn aangebracht, zodat elke brandslang kan worden afgekoppeld terwijl de brandbluspompen in werking zijn.

      • 2.1.4.3 Brandbluspompen moeten alle van ontlastkleppen worden voorzien, als zij in staat zijn een druk te leveren die de druk overtreft waarvoor de brandblusleidingen, brandkranen en brandslangen zijn ontworpen. Deze ontlastkleppen moeten op zodanige plaats zijn aangebracht en zodanig zijn afgesteld, dat een te hoge druk in enig deel van de hoofdbrandblusleiding wordt voorkomen.

      • 2.1.4.4 Op tankschepen moeten afsluiters zijn aangebracht in de hoofdbrandblusleiding bij het voorschot van de kampanje op een beschermde plaats, en op het tankdek, op een onderlinge afstand van niet meer dan 40 m, teneinde de goede werking van het hoofdbrandblusleidingstelsel in geval van brand of ontploffing te behouden.

    • 2.1.5 Aantal en plaats van de brandkranen

      • 2.1.5.1 Het aantal en de plaats van de brandkranen moeten zodanig zijn dat met ten minste twee stralen water, niet afkomstig uit dezelfde brandkraan, waarbij voor een van deze stralen slechts één slanglengte mag worden gebruikt, elk deel van het schip dat gedurende de vaart onder normale omstandigheden toegankelijk is voor passagiers of bemanning, bereikt kan worden, alsmede ieder deel van iedere laadruimte wanneer deze leeg is, en ook iedere ro-ro-ruimte en iedere voertuigruimte, met dien verstande echter dat in laatstgenoemd geval de beide waterstralen ieder deel van de ruimte moeten kunnen bereiken, ieder met slechts één slanglengte. Voorts moeten deze brandkranen zich bevinden nabij de toegang tot de beveiligde ruimten.

      • 2.1.5.2 In aanvulling op de vereisten van paragraaf 2.1.5.1 moeten passagiersschepen voldoen aan de volgende vereisten:

        • .1 in de ruimten voor accommodatie, de dienstruimten en de machineruimten moeten het aantal en de plaats van de brandkranen zodanig zijn dat aan de eisen gesteld in paragraaf 2.1.5.1 wordt voldaan wanneer alle waterdichte deuren en alle deuren in schotten tussen verticale hoofdsecties gesloten zijn; en

        • .2 wanneer toegang tot een machineruimte van categorie A wordt verkregen op een laag niveau vanuit een aangrenzende astunnel, moeten er twee brandkranen aanwezig zijn buiten, maar dichtbij de ingang van die machineruimte. Wanneer deze toegang wordt verkregen vanuit andere ruimten, moeten in één van die ruimten twee brandkranen zijn aangebracht dichtbij de toegang van de machineruimte van categorie A. Deze voorziening behoeft niet te worden aangebracht wanneer de tunnel of aangrenzende ruimten geen deel uitmaken van de ontsnappingsroute.

    • 2.1.6 Druk op de brandkranen

      Wanneer de twee pompen tegelijk werkend op de brandblusleiding een opbrengst leveren als aangegeven in paragraaf 2.1.3, welke opbrengst verwerkt wordt door straalpijpen, als omschreven in paragraaf 2.3.3, die zijn aangesloten op een stel brandkranen, die in elkaars nabijheid zijn gelegen, moet bij alle brandkranen ten minste de volgende druk kunnen worden gehandhaafd:

      • .1 op passagiersschepen: met een brutotonnage van 4000 ton en meer: 0,40 N/mm² met een brutotonnage van minder dan 4000 ton: 0,30 N/mm²

      • .2 op vrachtschepen: met een brutotonnage van 6000 ton en meer: 0,27 N/mm² met een brutotonnage van minder dan 6000 ton: 0,25 N/mm² en

      • .3 de maximumdruk op een brandkraan mag niet hoger zijn dan de druk waarbij de doeltreffende bediening van een brandslang kan worden aangetoond.

    • 2.1.7 Internationale walaansluiting

      • 2.1.7.1 Schepen met een brutotonnage van 500 ton en meer moeten zijn voorzien van ten minste één internationale walaansluiting die voldoet aan de Code inzake brandveiligheidssystemen.

      • 2.1.7.2 Er moeten voorzieningen zijn opdat een dergelijke aansluiting aan beide zijden van het schip kan worden gebruikt.

  • 2.2 Brandbluspompen

    • 2.2.1 Pompen die als brandbluspompen mogen worden gebruikt

      Sanitaire, ballast-, lens- of algemene dienstpompen mogen worden aanvaard als brandbluspompen, mits zij onder normale omstandigheden niet worden gebruikt voor het pompen van olie en, indien zij van tijd tot tijd voor dit doel moeten worden gebezigd, doelmatige verwisselinrichtingen zijn aangebracht.

    • 2.2.2 Aantal brandbluspompen

      Schepen moeten zijn uitgerust met onafhankelijk aangedreven brandbluspompen, en wel als volgt:

      • .1 op passagiersschepen:

        met een brutotonnage van 4000 ton en meer:	ten minste drie
        met een brutotonnage van minder dan 4000 ton:	ten minste twee

      • .2 op vrachtschepen:

        met een brutotonnage van 1000 ton en meer:	ten minste twee
        met een brutotonnage van minder dan 1000 ton:	ten minste twee door een motor aangedreven pompen, waarvan er één onafhankelijk moet worden aangedreven.

    • 2.2.3 Installatie van brandbluspompen en van hoofdbrandblusleidingen

      • 2.2.3.1 Brandbluspompen

        Zee-aansluitingen, brandbluspompen en hun krachtbronnen moeten zodanig zijn aangebracht dat hiermee wordt gewaarborgd dat:

        • .1 op passagiersschepen met een brutotonnage van 1000 ton en meer, in geval van brand in ongeacht welke afdeling, niet alle brandbluspompen buiten bedrijf worden gesteld; en

        • .2 er op passagiersschepen met een brutotonnage van 1000 ton en op vrachtschepen, indien door brand in een compartiment alle pompen buiten werking zouden kunnen worden gesteld, reservemiddelen aanwezig zijn bestaande uit een noodbrandbluspomp die voldoet aan de bepalingen van de Code inzake brandveiligheidssystemen, waarvan de krachtbron en zee-aansluiting zijn aangebracht buiten de ruimte waar de hoofdbrandbluspompen met bijbehorende krachtbronnen zich bevinden.

      • 2.2.3.2 Vereisten voor de ruimte waarin zich de noodbrandbluspomp bevindt

        • 2.2.3.2.1 Plaats van de ruimte

          De ruimte waar de brandbluspomp zich bevindt, mag niet grenzen aan de scheidingswanden van machineruimten van categorie A of ruimten waar zich hoofdbrandbluspompen bevinden. Wanneer dit niet mogelijk is, moet het schot tussen de twee ruimten worden geïsoleerd volgens een norm voor structurele brandbeveiliging die gelijkwaardig is aan die welke wordt vereist voor een controlestation.

        • 2.2.3.2.2 Toegang tot de noodbrandbluspomp

          De ruimte waarin zich de noodbrandbluspomp met bijbehorende krachtbron bevindt, mag niet rechtstreeks toegankelijk zijn vanuit de machineruimte. Wanneer dit niet mogelijk is, mag de Administratie een voorziening accepteren waarbij de toegang kan worden verkregen via een luchtsluis, waarbij de deur van de machineruimte conform de norm voor klasse „A-60” moet zijn, en de andere deur ten minste van staal moet zijn, die beide redelijk gasdicht, zelfsluitend en zonder deurstoppers zijn. Als alternatief mag de toegang worden verkregen via een waterdichte deur die kan worden bediend vanuit een ruimte ver verwijderd van de machineruimte en van de ruimte waarin zich de noodbrandbluspomp bevindt en die bij brand in die ruimten niet gemakkelijk onbereikbaar wordt. In dergelijke gevallen moet een tweede toegangsmogelijkheid tot de ruimte waarin zich de noodbrandbluspomp met bijbehorende krachtbron bevindt aanwezig zijn.

        • 2.2.3.2.3 Ventilatie van de ruimte waarin zich de noodbrandbluspomp bevindt

          De ventilatievoorzieningen voor de ruimte waarin zich de onafhankelijke krachtbron voor de noodbrandbluspomp bevindt, moeten zodanig zijn dat, voor zover mogelijk, de kans dat er rook vanuit een machineruimte in die ruimte binnendringt of wordt binnengezogen, wordt uitgesloten.

      • 2.2.3.3 Aanvullende pompen voor vrachtschepen

        Bovendien moeten er op vrachtschepen waarop andere pompen, zoals algemene dienstpompen, lenspompen en ballastpompen enzovoorts in een machineruimte zijn aangebracht, voorzieningen aanwezig zijn om te verzekeren dat ten minste één van deze pompen, die de volgens de para-grafen 2.1.6.2 en 2.2.4.2 vereiste capaciteit en druk heeft, in staat is de hoofdbrandblusleiding van water te voorzien.

    • 2.2.4 Capaciteit van brandbluspompen

      • 2.2.4.1 Gezamenlijke capaciteit van de vereiste brandbluspompen

        De vereiste brandbluspompen moeten in staat zijn onder de benodigde druk, als aangegeven in paragraaf 2.1.6, een hoeveelheid water voor brandblusdoeleinden te leveren als volgt:

        • .1 pompen op passagiersschepen: de hoeveelheid water mag niet minder bedragen dan twee derde van de hoeveelheid die door de lenspompen moet kunnen worden opgebracht voor lensdoeleinden; en

        • .2 pompen op vrachtschepen met uitzondering van enige noodbrandbluspompen: de hoeveelheid water mag niet minder bedragen dan vier derde van de hoeveelheid, die voor lensdoeleinden in voorschrift II-1/21 voorgeschreven is voor elk van de onafhankelijk werktuiglijk aangedreven lenspompen op een passagiersschip met dezelfde hoofdafmetingen, met dien verstande dat op een vrachtschip de vereiste gezamenlijke capaciteit van de brandbluspompen niet groter behoeft te zijn dan 180 m³/u.

      • 2.2.4.2 Capaciteit van elke brandbluspomp

        Een voorgeschreven brandbluspomp (behalve een noodbrandbluspomp vereist voor vrachtschepen volgens paragraaf 2.2.3.1.2) moet een capaciteit hebben van niet minder dan 80% van de vereiste gezamenlijke capaciteit, gedeeld door het vereiste minimum aantal brandbluspompen, maar in geen geval van minder dan 25 m³/u en elke pomp moet in ieder geval in staat zijn ten minste de twee vereiste waterstralen te leveren. Deze brandbluspompen moeten in staat zijn de hoofdbrandblusleiding onder de voorgeschreven voorwaarden van water te voorzien. Wanneer meer pompen zijn opgesteld dan het minimum vereiste aantal pompen, moeten deze aanvullende pompen een capaciteit hebben van ten minste 25m³/u en moeten zij in staat zijn ten minste de twee ingevolge paragraaf 2.1.5.1 vereiste waterstralen te leveren.

  • 2.3 Brandslangen en straalpijpen

    • 2.3.1 Algemene specificaties

      • 2.3.1.1 Brandslangen moeten zijn vervaardigd van onverslijtbaar materiaal dat door de Administratie is goedgekeurd en voldoende lang zijn om met een waterstraal alle ruimten te kunnen bereiken waarin zij moeten kunnen worden gebruikt. Elke brandslang moet zijn voorzien van een straalpijp en de nodige koppelingen. Slangen die in dit hoofdstuk zijn aangeduid als „brandslangen” moeten tezamen met de benodigde onderdelen en gereedschappen gereed voor gebruik worden gehouden op opvallende plaatsen nabij de brandkranen of slangaansluitingen. In ingesloten ruimten op passagiersschepen die meer dan 36 passagiers vervoeren, moeten de brandslangen bovendien altijd zijn aangesloten op de brandkranen. Brandslangen moeten een lengte hebben van ten minste 10 m, maar van niet meer dan:

        • .1 15 m in machineruimten;

        • .2 20 m in andere ruimten en op open dekken; en

        • .3 25 m op open dekken op schepen met een maximumbreedte van meer dan 30 m.

      • 2.3.1.2 Brandslangkoppelingen en straalpijpen moeten volledig onderling verwisselbaar zijn, tenzij voor elke brandkraan in een bijbehorende brandslang met straalpijp is voorzien.

    • 2.3.2 Aantal brandslangen en slangdiameter

      • 2.3.2.1 Het aantal en de diameter van de brandslangen aan boord moeten ten genoegen van de Administratie zijn.

      • 2.3.2.2 Op passagiersschepen moet ten minste één brandslang voor ieder van de ingevolge paragraaf 2.1.5 vereiste brandkranen aanwezig zijn en deze brandslangen mogen slechts worden gebruikt voor het blussen van branden of voor het beproeven van de brandblusinrichting tijdens brandweeroefeningen en inspecties.

      • 2.3.2.3 Op vrachtschepen:

        • .1 met een brutotonnage van 1000 ton en meer moet één brandslang per 30 m lengte van het schip en één reserveslang aanwezig zijn, maar in geen geval minder dan vijf totaal. Bij dit aantal zijn niet inbegrepen eventuele slangen die zijn vereist in machineruimten of ketelruimen. De Administratie kan het aantal vereiste brandslangen vergroten teneinde zeker te stellen dat er te allen tijde voldoende brandslangen beschikbaar en bereikbaar zijn, rekening houdend met het type schip en het soort bedrijf waarvoor het schip wordt gebruikt. Schepen die gevaarlijke stoffen vervoeren overeenkomstig voorschrift 19 moeten zijn uitgerust met 3 slangen en straalpijpen, in aanvulling op die welke hierboven vereist zijn; en

        • .2 met een brutotonnage van minder dan 1000 ton, moet het aantal brandslangen worden berekend in overeenstemming met de bepalingen van paragraaf 2.3.2.3.1. Het aantal slangen mag echter in geen geval minder dan drie bedragen.

    • 2.3.3 Omvang en type straalpijpen

      • 2.3.3.1 Voor de doeleinden omschreven in dit hoofdstuk moeten straalpijpen worden gebruikt met standaard spuitopeningen van 12 mm, 16 mm en 19 mm, dan wel met spuitopeningen van een diameter die hier zo dicht mogelijk bij ligt. Straalpijpen met een spuitopening van grotere diameter mogen worden toegestaan, zulks ter beoordeling door de Administratie.

      • 2.3.3.2 In ruimten voor accommodatie en dienstruimten behoeft de spuitopening van de straalpijpen niet groter te zijn dan 12 mm.

      • 2.3.3.3 In machineruimten en op open dekken moet de afmeting van de straalpijpen zodanig zijn, dat met twee stralen water bij de druk genoemd in paragraaf 2.1.6 met de kleinste pomp een zo groot mogelijke hoeveelheid water kan worden geleverd, met dien verstande dat een spuitopening niet groter behoeft te zijn dan 19 mm.

      • 2.3.3.4 Alle straalpijpen moeten van een goedgekeurd type zijn dat geschikt is om te spuiten en te sproeien, alsmede om de waterstraal te stoppen.

• 3 Draagbare brandblustoestellen

  • 3.1 Type en ontwerp

    Draagbare brandblustoestellen moeten voldoen aan de vereisten van de Code inzake brandveiligheidssystemen.

  • 3.2 Plaatsing van brandblustoestellen

    • 3.2.1 Ruimten voor accommodatie, dienstruimten en controlestations moeten zijn voorzien van een voldoende aantal draagbare brandblustoestellen van een geschikt type, zulks ten genoegen van de Administratie. Schepen met een brutotonnage van 1000 ton of meer moeten ten minste vijf draagbare brandblustoestellen aan boord hebben.

    • 3.2.2 Eén van de draagbare brandblustoestellen die voor het gebruik in een bepaalde ruimte zijn bestemd, moet nabij de toegang tot die ruimte worden geplaatst.

    • 3.2.3 Kooldioxide-brandblustoestellen mogen niet in ruimten voor accommodatie worden aangebracht. In controlestations en andere ruimten die voor de veiligheid van het schip benodigde elektrische of elektronische uitrusting of apparatuur bevatten, moeten brandblustoestellen worden aangebracht met een blusmiddel dat noch elektrisch geleidend is, noch schadelijk is voor de uitrusting en apparatuur.

    • 3.2.4 Brandblustoestellen moeten gebruiksgereed worden aangebracht op gemakkelijk zichtbare plaatsen die bij brand te allen tijde snel en gemakkelijk kunnen worden bereikt, zodanig dat de bruikbaarheid ervan niet wordt aangetast door weersinvloeden, trillingen of andere externe factoren. Draagbare brandblustoestellen moeten worden uitgerust met voorzieningen die aangeven of de toestellen zijn gebruikt.

  • 3.3 Reservevullingen

    • 3.3.1 Er moeten reservevullingen worden voorzien voor 100% van de eerste 10 brandblustoestellen en voor 50% van de resterende brandblustoestellen die aan boord opnieuw kunnen worden gevuld. In totaal zijn niet meer dan 60 reservevullingen vereist. Instructies voor het opnieuw vullen moeten aan boord aanwezig zijn.

    • 3.3.2 Voor brandblustoestellen die niet aan boord kunnen worden hervuld, moeten in plaats van reservevullingen - in de conform paragraaf 3.3.1 vastgestelde aantallen - aanvullende draagbare brandblustoestellen aanwezig zijn die qua inhoud, type en capaciteit overeenkomen.

• 4 Vast aangebrachte brandblusinstallaties

  • 4.1 Typen vast aangebrachte brandblusinstallaties

    • 4.1.1 Een vast aangebrachte brandblusinstallatie als vereist in paragraaf 5 hieronder mag een van de volgende installaties zijn:

      • .1 een vast aangebrachte brandblusinstallatie met verstikkend gas die voldoet aan de bepalingen van de Code inzake brandveiligheidssystemen;

      • .2 een vast aangebrachte schuimbrandblusinstallatie met hoog verschuimingsgetal die voldoet aan de bepalingen van de Code inzake brandveiligheidssystemen; en

      • .3 een vast aangebrachte sproei-installatie voor water onder druk die voldoet aan de bepalingen van de Code inzake brandveiligheidssystemen.

    • 4.1.2 Wanneer een vaste brandblusinstallatie is aangebracht die niet in dit hoofdstuk vereist is, moet deze installatie voldoen aan de relevante voorschriften van dit hoofdstuk en van de Code inzake brandveiligheidssystemen.

    • 4.1.3 Brandblusinstallaties met halon 1211, 1301, en 2404 en perfluorkoolstoffen zijn verboden.

    • 4.1.4 In het algemeen mag de Administratie het gebruik van stoom als blusstof in vast aangebrachte brandblusinstallaties niet toestaan. Wanneer het gebruik van stoom door de Administratie is toegestaan, mag hiervan uitsluitend gebruik worden gemaakt in beperkte ruimten, en als aanvulling op de vereiste brandblusinstallatie, en moet aan de vereisten van de Code inzake brandveiligheidssystemen worden voldaan.

  • 4.2 Inrichtingen voor het afsluiten van vast aangebrachte brandblusinstallaties met verstikkend gas

    Wanneer een vast aangebrachte brandblusinstallatie met verstikkend gas wordt gebruikt, moeten openingen die lucht in of gas uit een beveiligde ruimte kunnen laten, van buiten de beveiligde ruimte kunnen worden gesloten.

  • 4.3 Opslagruimten voor blusstof

    Wanneer de blusstof wordt opgeslagen buiten een beveiligde ruimte, moet de blusstof worden opgeslagen in een ruimte gelegen achter het voorste aanvaringsschot, die voor geen enkel ander doel mag worden gebruikt. De toegang tot een dergelijke opslagruimte moet bij voorkeur vanaf het open dek zijn en in elk geval onafhankelijk van de beveiligde ruimte. Indien de opslagruimte zich onderdeks bevindt, mag deze niet meer dan één dek onder het open dek gelegen zijn en moet de ruimte vanaf het open dek rechtstreeks via een trap of ladder toegankelijk zijn. Ruimten die onderdeks zijn gelegen of ruimten die niet vanaf het open dek toegankelijk zijn, moeten worden voorzien van een mechanisch ventilatiesysteem dat is ontworpen om afvoerlucht van de bodem van de ruimte te verwijderen met een capaciteit van ten minste 6 luchtwisselingen per uur. Toegangsdeuren moeten naar buiten openen en de schotten en dekken, met inbegrip van deuren en andere zich hierin bevindende afsluitmiddelen, die de begrenzingswanden tussen zulke ruimten en aangrenzende, ingesloten ruimten vormen, moeten gasdicht zijn. Voor de toepassing van de tabellen 9.1 tot en met 9.8 moeten dergelijke opslagruimten worden aangemerkt als controlestations.

  • 4.4 Waterpompen voor andere brandblusinstallaties

    Pompen, anders dan die welke de hoofdbrandblusleiding bedienen, die noodzakelijk zijn voor de levering van water voor andere brandblusinstallaties die krachtens dit hoofdstuk worden vereist, alsmede de krachtbronnen en de bediening van die pompen, moeten worden aangebracht buiten de ruimte of ruimten die door dergelijke systemen worden beveiligd en moeten zodanig zijn ingericht dat geen van deze systemen door brand in een beveiligde ruimte of ruimten buiten werking zal worden gesteld.

• 5 Brandblusvoorzieningen in machineruimten

  • 5.1 Machineruimten waarin met olie gestookte ketels of oliestookinrichtingen zijn opgesteld

    • 5.1.1 Vast aangebrachte brandblusinstallaties

      Machineruimten van categorie A waarin met olie gestookte ketels of oliestookinrichtingen zijn opgesteld, moeten zijn uitgerust met een van de in paragraaf 4.1 genoemde vast aangebrachte brandblusinstallaties. Indien de machinekamers en ketelruimen niet volkomen van elkaar zijn gescheiden, of wanneer brandstofolie van het ketelruim in de machinekamer kan vloeien, moeten de betrokken machine- en ketelruimen tezamen als één afdeling worden beschouwd.

    • 5.1.2 Aanvullende brandblusvoorzieningen

      • 5.1.2.1 In elk ketelruim of bij een ingang buiten het ketelruim moet ten minste één draagbaar schuimbrandblusapparaat aanwezig zijn, dat voldoet aan het bepaalde in de Code inzake brandveiligheidssystemen.

      • 5.1.2.2 Op elke stookplaats in elk ketelruim en in elke ruimte waarin een deel van de oliestookinstallatie is ondergebracht, moeten ten minste twee draagbare schuimbrandblustoestellen of hieraan gelijkwaardige toestellen aanwezig zijn. In elk ketelruim moet ten minste één schuimbrandblustoestel van een goedgekeurd type met een inhoud van ten minste 135 l of een daaraan gelijkwaardig toestel aanwezig zijn. Deze toestellen moeten zijn voorzien van op haspels aangebrachte slangen, die lang genoeg zijn om elk deel van het ketelruim te kunnen bereiken. In het geval van ketels voor huishoudelijk gebruik met een vermogen van minder dan 175 kW is een schuimbrandblustoestel van een goedgekeurd type met een inhoud van ten minste 135 l niet vereist.

      • 5.1.2.3 Op iedere stookplaats moet een bak aanwezig zijn met ten minste 0,1 m³ zand, met soda doordrenkt zaagsel of andere goedgekeurde droge stoffen, tezamen met een geschikte schep om de materialen te verspreiden. Een goedgekeurd draagbaar brandblustoestel kan hiervoor in de plaats worden gesteld.

  • 5.2 Machineruimten waarin interne verbrandingsmotoren zijn opgesteld

    • 5.2.1 Vast aangebrachte brandblusinstallaties

      Machineruimten van categorie A waarin interne verbrandingsmotoren zijn opgesteld, moeten worden voorzien van een van de in paragraaf 4.1 bedoelde vaste brandblusinstallaties.

    • 5.2.2 Aanvullende brandblusvoorzieningen

      • 5.2.2.1 Er moet ten minste één draagbaar schuimbrandblusapparaat aanwezig zijn, dat voldoet aan het bepaalde in de Code inzake brandveiligheidssystemen.

      • 5.2.2.2 In iedere dergelijke ruimte moeten goedgekeurde schuimbrandblustoestellen aanwezig zijn, ieder met een capaciteit van ten minste 45 l, of een voldoende aantal hiermee gelijk te stellen toestellen waarmee het schuim of de hieraan gelijkwaardige blusstof ieder deel van het brandstof- en smeeroliedruksysteem, de tandwielkasten en andere brandgevaarlijke plaatsen kan bereiken. Bovendien moet er een voldoende aantal draagbare schuimbrandblustoestellen of hieraan gelijkwaardige toestellen zijn aangebracht, op zodanige plaatsen dat geen enkel punt in die ruimte op een loopafstand van meer dan 10 m van een brandblustoestel is verwijderd; er moeten ten minste twee van zulke brandblustoestellen in iedere dergelijke ruimte aanwezig zijn. Voor kleinere ruimten op vrachtschepen kan de Administratie overwegen deze eis te verlichten.

  • 5.3 Machineruimten waarin stoomturbines of gesloten stoommachines zijn opgesteld

    • 5.3.1 Vast aangebrachte brandblusinstallaties

      In ruimten waarin stoomturbines of gesloten stoommachines zijn opgesteld die worden gebruikt voor de hoofdvoortstuwing of andere doeleinden, die een gezamenlijk vermogen hebben van ten minste 375 kW, moet een van de in paragraaf 4.1 bedoelde brandblusinstallaties aanwezig zijn indien die ruimten tijdelijk zonder toezicht zijn.

    • 5.3.2 Aanvullende brandblusvoorzieningen

      • 5.3.2.1 Er moeten voldoende goedgekeurde schuimbrandblustoestellen aanwezig zijn, ieder met een capaciteit van ten minste 45 l, of hieraan gelijkwaardige toestellen, waarmee het schuim of de hieraan gelijkwaardige blusstof ieder deel van het druksmeersysteem kan bereiken, alsmede ieder deel van de omkastingen waarin zich onder druk gesmeerde delen van de turbines, de machines of daarbij behorende tandwielkasten bevinden, en ook alle andere brandgevaarlijke plaatsen. Dergelijke brandblustoestellen zijn echter niet vereist indien in deze ruimten bescherming wordt geboden die ten minste gelijkwaardig is aan die welke wordt vereist in deze subparagraaf, door een vast aangebrachte brandblusinstallatie die in overeenstemming is met paragraaf 4.1.

      • 5.3.2.2 Er moeten voldoende draagbare schuimbrandblustoestellen of hieraan gelijkwaardige toestellen aanwezig zijn, die zich moeten bevinden op zodanige plaatsen dat geen enkel punt in die ruimte op een loopafstand van meer dan 10 m van een brandblustoestel is verwijderd; er moeten ten minste twee van zulke brandblustoestellen in iedere bedoelde ruimte aanwezig zijn, met dien verstande dat deze brandblustoestellen niet zijn vereist naast eventuele in overeenstemming met paragraaf 5.1.2.2 aangebrachte toestellen.

  • 5.4 Andere machineruimten

    Wanneer naar de mening van de Administratie, brandgevaar aanwezig is in een machineruimte waarvoor geen speciale voorschriften met betrekking tot brandblusmiddelen zijn vastgelegd in de paragrafen 5.1, 5.2 en 5.3, moet in of dichtbij die ruimte een door de Administratie voldoende geacht aantal goedgekeurde draagbare brandblustoestellen of andere brandblusmiddelen zijn aangebracht.

  • 5.5 Aanvullende vereisten voor passagiersschepen

    Op passagiersschepen die meer dan 36 passagiers vervoeren, moet iedere machineruimte van categorie A zijn voorzien van ten minste twee geschikte nevellansen.

  • 5.6 Vast aangebrachte brandbestrijdingsinstallaties voor lokaal gebruik

    • 5.6.1 Paragraaf 5.6 is van toepassing op passagiersschepen met een brutotonnage van 500 ton en meer en op vrachtschepen met een brutotonnage van 2000 ton en meer.

    • 5.6.2. Machineruimten van categorie A met een inhoud van meer dan 500 m³ moeten, in aanvulling op de krachtens paragraaf 5.1.1 vereiste vast aangebrachte brandblusinstallatie, worden beveiligd door een vast aangebrachte brandbestrijdingsinstallatie met water voor lokaal gebruik van een goedgekeurd type, of gelijkwaardige installatie, op basis van de door de Organisatie opgestelde richtlijnen. In het geval van machineruimten die periodiek zonder toezicht zijn, moet de brandbestrijdingsinstallatie zowel automatisch als met de hand kunnen worden ontladen. In het geval van continu bemande machineruimten, behoeft de brandbestrijdingsinstallatie uitsluitend te zijn uitgerust met een voorziening voor handmatige ontlading.

    • 5.6.3 Vast aangebrachte brandbestrijdingsinstallaties voor lokaal gebruik moeten de volgende gedeelten beschermen zonder dat daarvoor motoren moeten worden afgezet, personeel moet worden geëvacueerd of ruimten moeten worden afgedicht:

      • .1 de brandgevaarlijke gedeelten van interne verbrandingsmotoren die worden gebruikt voor de hoofdvoortstuwing van het schip en voor stroomopwekking;

      • .2 de voorzijden van ketels;

      • .3 de brandgevaarlijke gedeelten van afvalverbranders; en

      • .4 reinigings-installaties voor verwarmde brandstofolie.

    • 5.6.4 Bij de inwerkingstelling van een installatie voor lokale toepassing moet een zichtbaar en duidelijk hoorbaar alarm afgaan in de beveiligde ruimte en in voortdurende bemande stations. Het alarm moet specifiek aangeven welk systeem in werking is gesteld. De in deze paragraaf beschreven vereisten voor de alarminstallatie vormen een aanvulling op, en niet een vervanging van, de elders in dit hoofdstuk vereiste detectie- en brandalarminstallatie.

• 6 Brandblusvoorzieningen in controlestations, ruimten voor accommodatie en dienstruimten

  • 6.1 Sprinkler- en watersproei-installaties op passagiersschepen

    • 6.1.1 Op passagiersschepen die meer dan 36 passagiers vervoeren, moet een automatische sprinkler-, branddetectie- en brandalarminstallatie van een goedgekeurd type die voldoet aan de desbetreffende vereisten van de Code inzake brandveiligheidssystemen worden geïnstalleerd in alle controlestations, ruimten voor accommodatie en dienstruimten, waaronder gangen en trappen. Als alternatief kunnen controlestations waar water schade kan veroorzaken aan onmisbare uitrusting, worden voorzien van een goedgekeurde vast aangebrachte brandblusinstallatie van een ander type. In ruimten waar geen of weinig brandrisico bestaat, zoals lege ruimten, openbare toiletten, kooldioxidekamers en soortgelijke ruimten, behoeft geen automatische sprinklerinstallatie te worden aangebracht.

    • 6.1.2 Wanneer op passagiersschepen die niet meer dan 36 passagiers vervoeren alleen een vaste rookdetectie- en brandalarminstallatie - die voldoet aan de bepalingen van de Code inzake brandveiligheidssystemen - is aangebracht in gangen, trapgedeelten en ontsnappingsroutes binnen ruimten voor accommodatie, moet een automatische sprinklerinstallatie worden geïnstalleerd in overeenstemming met voorschrift 7.5.3.2.

    • 6.1.3 Op hutbalkons van schepen waarop voorschrift 5.3.4 van toepassing is, moet, wanneer meubilair en inrichting op dergelijke balkons niet conform de voorschriften 3.40.1, 3.40.2, 3.40.3, 3.40.6 en 3.40.7 zijn, een vaste sprinkler- en watersproei-installatie voor water onder druk zijn aangebracht die voldoet aan de bepalingen van de Code inzake brandveiligheidsystemen.

  • 6.2 Sprinklerinstallaties op vrachtschepen

    Op vrachtschepen waarop wordt gekozen voor de in voorschrift 9.2.3.1.1.2 bedoelde methode IIC, moet een automatische sprinkler-, branddetectie- en brandalarminstallatie worden aangebracht in overeenstemming met voorschrift 7.5.5.2.

  • 6.3 Ruimten die ontvlambare vloeistoffen bevatten

    • 6.3.1 Bergkasten voor verf moeten worden beveiligd door middel van:

      • .1 een koolstofdioxide-installatie, ontworpen om een volume aan vrij gas te leveren dat ten minste gelijk is aan 40% van de bruto-inhoud van de beveiligde ruimte;

      • .2 een droogpoederinstallatie, ontworpen voor ten minste 0,5 kg poeder/m³;

      • .3 een watersproei- of sprinklerinstallatie, ontworpen voor 5 l/m² per minuut. Watersproei-installaties mogen worden aangesloten op de hoofdbrandblusleiding van het schip; of

      • .4 een systeem dat een gelijkwaardige beveiliging biedt, als vastgesteld door de Administratie.

      In alle gevallen moet de installatie kunnen worden bediend vanaf de buitenzijde van de beveiligde ruimte.

      6.3.2 Bergkasten voor ontvlambare vloeistoffen moeten worden beveiligd door een door de Administratie goedgekeurde brandblusvoorziening.

      6.3.3 Voor bergkasten op een dekgedeelte van minder dan 4 m², dat geen toegang geeft tot ruimten voor accommodatie, mag een draagbaar kooldioxidebrandblusapparaat dat een volume aan vrij gas levert dat ten minste gelijk is aan 40% van de bruto-inhoud van de ruimte, worden geaccepteerd. In de bergkast moet een ontladingsopening worden aangebracht zodat het blusapparaat kan worden ontladen zonder dat de beveiligde ruimte behoeft te worden betreden. Het vereiste draagbare brandblusapparaat moet naast de opening worden geplaatst. Als alternatief mag een opening of slangkoppeling worden aangebracht om het gebruik van water uit de hoofdbrandblusleiding te vergemakkelijken.

  • 6.4 Frituurtoestellen

    Frituurtoestellen moeten zijn voorzien van:

    • .1 een automatische of met de hand bediende brandblusinstallatie die conform een door de Organisatie aanvaardbare internationale norm is beproefd;

    • .2 een primaire en reservethermostaat met een alarm om de bedienaar te waarschuwen in geval van storing van een van de thermostaten;

    • .3 voorzieningen voor het automatisch uitschakelen van de stroom bij inschakeling van de brandblusinstallatie;

    • .4 een alarm om aan te geven dat de brandblusinstallatie in werking is in de kombuis waarin de toestellen zijn aangebracht; en

    • .5 voorzieningen voor handmatige bediening van de brandblusinstallatie met een duidelijke naamplaat die door de bemanning onmiddellijk kunnen worden gebruikt.

• 7 Brandblusvoorzieningen in laadruimten

  • 7.1 Vast aangebrachte brandblusinstallaties met verstikkend gas voor algemene lading

    • 7.1.1 Behoudens het bepaalde in paragraaf 7.2 moeten de laadruimten van passagiersschepen met een brutotonnage van 1000 ton of meer zijn beschermd door een vast aangebrachte brandblusinstallatie met kooldioxide of inert gas die voldoet aan het bepaalde in de Code inzake brandveiligheidssystemen of door een vast aangebrachte schuimbrandblusinstallatie met een hoog verschuimingsgetal die gelijkwaardige bescherming biedt.

    • 7.1.2 Wanneer ten genoegen van de Administratie wordt aangetoond dat het schip voor reizen van zo korte duur wordt gebruikt dat het onredelijk zou zijn de vereisten van paragraaf 7.1.1 toe te passen, en eveneens op schepen met een brutotonnage van minder dan 1000 ton, moeten de voorzieningen in laadruimten ten genoegen van de Administratie zijn, met dien verstande dat het schip moet zijn uitgerust met stalen lui-ken en met doeltreffende middelen voor het afsluiten van alle ventilatie-openingen en andere openingen die naar de laadruimten voeren.

    • 7.1.3 Behoudens ro-ro-ruimten en voertuigruimten moeten de laadruimten van passagiersschepen met een brutotonnage van 2000 ton of meer zijn beveiligd door een vast aangebrachte brandblusinstallatie met kooldioxide of inert gas die voldoet aan het bepaalde in de Code inzake brandveiligheidssystemen of door een brandblusinstallatie die gelijkwaardige bescherming biedt.

    • 7.1.4 De Administratie kan vrijstelling van de in paragraaf 7.1.3 en 7.2 vervatte eisen verlenen ten aanzien van laadruimten van een schip, indien dit is gebouwd en uitsluitend is bestemd voor het vervoer van erts, kolen, graan, niet-gedroogd hout, onbrandbare ladingen of lading die, naar het oordeel van de Administratie, weinig brandgevaarlijk is. Zulke vrijstellingen kunnen alleen worden verleend indien het schip is uitgerust met stalen luiken en doeltreffende middelen voor het afsluiten van ventilatie-openingen en andere openingen die naar de laadruimten voeren. Indien zulke vrijstellingen worden verleend, moet de Administratie een certificaat van vrijstelling afgeven, ongeacht de datum van bouw van het onderhavige schip, in overeenstemming met voorschrift I/12(a)(vi) en erop toezien dat de lijst van ladingen die het schip mag vervoeren aan het certificaat van vrijstelling wordt gehecht.

  • 7.2 Vast aangebrachte brandblusinstallaties met verstikkend gas voor gevaarlijke stoffen

    Een schip dat wordt gebruikt voor het vervoer van gevaarlijke stoffen in de laadruimten moet zijn voorzien van een vast aangebrachte brandblusinstallatie met kooldioxide of inert gas die voldoet aan de bepalingen van de Code inzake brandveiligheidssystemen, of van een brandblusinstallatie die naar de mening van de Administratie gelijkwaardige bescherming biedt voor de vervoerde ladingen.

• 8 Bescherming van ladingtanks

  • 8.1 Vast aangebrachte dekschuim brandblusinstallaties

    • 8.1.1 Op tankschepen met een draagvermogen van 20.000 ton of meer moet een vast aangebrachte dekschuim brandblusinstallatie zijn aangebracht, overeenkomstig de voorwaarden vervat in de Code inzake brandveiligheidssystemen, met dien verstande dat, in plaats hiervan, de Administratie, na bestudering van de op het schip aanwezige voorzieningen en uitrusting, andere vast aangebrachte installaties kan aanvaarden, indien de hierdoor geboden beveiliging gelijkwaardig is aan die welke bovengenoemde installatie biedt, overeenkomstig voorschrift I/5. De vereisten voor andere vast aangebrachte installaties moeten conform zijn aan die welke in paragraaf 8.1.2 worden genoemd.

    • 8.1.2 Wanneer de Administratie in overeenstemming met paragraaf 8.1.1 in plaats van de vast aangebrachte dekschuim brandblusinstallatie een gelijkwaardige vast aangebrachte installatie aanvaardt, moet deze installatie in staat zijn:

      • .1 brandende, aan dek gevloeide olie te blussen en tevens ontbranding van de nog niet ontbrande olie te voorkomen; en

      • .2 branden in opengescheurde tanks te bestrijden.

    • 8.1.3 Tankschepen met een draagvermogen van minder dan 20.000 ton moeten zijn voorzien van een dekschuim brandblusinstallatie die voldoet aan de in de Code inzake brandveiligheidssystemen gestelde eisen.

• 9 Beveiliging van ladingpompkamers op tankschepen

  • 9.1 Vast aangebrachte brandblusinstallaties

    Elke ladingpompkamer moet zijn voorzien van een van de volgende vast aangebrachte brandblusinstallaties, die kan worden bediend vanuit een gemakkelijk bereikbare plaats buiten de pompkamer. Ladingpompkamers moeten zijn uitgerust met een installatie die geschikt is voor machineruimten van categorie A.

    • 9.1.1 Een koolstofdioxide-brandblusinstallatie die voldoet aan de bepalingen van de Code inzake brandveiligheidssystemen en aan het volgende:

      • .1 de alarmen die een hoorbare waarschuwing geven bij de verspreiding van een blusstof moeten veilig kunnen worden gebruikt in een ontvlambaar ladingdamp-/luchtmengsel; en

      • .2 bij de bedieningsplaatsen moet een mededeling duidelijk zichtbaar zijn aangebracht dat, wegens gevaar van ontsteking door statische elektriciteit, de installatie uitsluitend mag worden gebruikt voor het blussen van brand en niet voor het inert maken.

    • 9.1.2 Een schuimbrandblusinstallatie met een hoog verschuimingsgetal, die voldoet aan het bepaalde in de Code inzake brandveiligheidssystemen, mits het schuimvormend middel geschikt is voor het blussen van branden waarbij de vervoerde lading is betrokken.

    • 9.1.3 Een vast aangebrachte sproei-brandblusinstallatie voor water onder druk die voldoet aan de bepalingen van de Code inzake brandveiligheidssystemen.

  • 9.2 Hoeveelheid blusstof

    Wanneer de in de installatie voor de ladingpompkamer gebruikte blusstof tevens wordt gebruikt in installaties voor andere ruimten, behoeft de hoeveelheid of de uitstroomsnelheid van de blusstof niet meer te bedragen dan het maximum dat wordt vereist voor de grootste ruimte.

• 10 Brandweeruitrustingen

  • 10.1 Typen brandweeruitrustingen

    Brandweeruitrustingen moeten voldoen aan de Code inzake brandveiligheidssystemen.

  • 10.2 Aantal brandweeruitrustingen

    • 10.2.1 Op schepen moeten ten minste twee brandweeruitrustingen aanwezig zijn.

    • 10.2.2 Bovendien moeten op passagiersschepen aanwezig zijn:

      • .1 voor iedere 80 m, of deel hiervan, van de gezamenlijke lengten van alle passagiersruimten en dienstruimten op het dek waar zich zulke ruimten bevinden of , indien er meer dan één zodanig dek is, op het dek met de grootste gezamenlijke lengten, twee brandweeruitrustingen en daarnaast twee stellen persoonlijke uitrusting; ieder stel moet de in de Code inzake brandveiligheidssystemen bepaalde onderdelen omvatten. Op passagiersschepen die meer dan 36 passagiers vervoeren, moeten voor elke verticale hoofdsectie twee extra brandweeruitrustingen aanwezig zijn. Voor ingesloten trapruimten die afzonderlijke verticale hoofdsecties vormen en voor de verticale hoofdsecties aan de voor- en achterzijde van het schip waar zich geen ruimten van de in voorschrift 9.2.2.3 omschreven categorieën (6), (7), (8) of (12) bevinden, zijn echter geen extra brandweeruitrustingen vereist.

      • .2 op schepen die meer dan 36 passagiers vervoeren, moet er voor ieder paar ademhalingstoestellen één nevellans aanwezig zijn, die bij zo’n toestel moet zijn opgeborgen.

        10.2.3 Daarnaast moeten op tankschepen twee brandweeruitrustingen aanwezig zijn.

        10.2.4 De Administratie kan verlangen dat er extra persoonlijke uitrustingen en ademhalingstoestellen aanwezig zijn, waarbij zij naar behoren rekening houdt met de afmetingen en het type van het schip.

        10.2.5 Voor elk ademhalingstoestel moeten twee reservevullingen aanwezig zijn. Op passagiersschepen die niet meer dan 36 passagiers vervoeren en op vrachtschepen die zijn voorzien van op geschikte plaatsen aangebrachte inrichtingen voor het zonder besmetting volledig opnieuw vullen van de luchtcilinders, behoeft slechts één reservevulling voor elk vereist ademhalingstoestel aanwezig te zijn. Op passagiersschepen die meer dan 36 passagiers vervoeren, moeten ten minste twee reservevullingen voor elk ademhalingstoestel aanwezig zijn.

        10.3 Opslag van brandweeruitrustingen

        10.3.1 De brandweeruitrustingen of persoonlijke uitrustingen moeten gebruiksklaar op een gemakkelijk bereikbare, duidelijk en permanent gemarkeerde plaats worden bewaard en, wanneer meer dan één brandweeruitrusting of meer dan één persoonlijke uitrusting aan boord is, moeten deze zijn opgeborgen op ver uiteen liggende plaatsen.

        10.3.2 Op passagiersschepen moeten per plaats ten minste twee brandweeruitrustingen en, daarnaast, één persoonlijke uitrusting beschikbaar zijn. In elke verticale hoofdsectie moeten ten minste twee brandweeruitrustingen zijn opgeborgen.

Voorschrift 11. Structurele veiligheid

• 1 Doel

  Het doel van dit voorschrift is het behouden van de structurele veiligheid van het schip ter voorkoming van het geheel of gedeeltelijk bezwijken van de scheepsstructuur als gevolg van verslapping door hitte. Hiertoe moeten bij de constructie van het schip materialen worden gebruikt die er borg voor staan dat de structurele veiligheid bij hitte niet wordt aangetast.

• 2 Materiaal van de romp, opbouw, structurele schotten, dekken en dekhuizen

  De romp, de bovenbouw, structurele schotten, dekken en dekhuizen moeten van staal of ander gelijkwaardig materiaal vervaardigd zijn. Voor de toepassing van de omschrijving van staal of ander gelijkwaardig materiaal zoals die is gegeven in voorschrift 3.43 moet de „brandproef die van toepassing is”, in overeenstemming zijn met de normen van brandwerendheid en voor isolatie zoals die zijn vermeld in de tabellen 9.1 tot en met 9.4. Indien bijvoorbeeld schotten, dekken of zijden en eindschotten van dekhuizen brandwerendheid „B-0” mogen hebben is de „brandproef die van toepassing is” een half uur.

• 3 Constructie van aluminiumlegering

  Tenzij in paragraaf 2 anders wordt bepaald, gelden in gevallen waar een deel van de constructie van een aluminiumlegering is echter de volgende voorwaarden:

  • .1 de isolatie van onderdelen van schotten van klasse „A” of „B” die van aluminiumlegering zijn vervaardigd, behalve van een constructie die naar het oordeel van de Administratie niet lastdragend is, moet zodanig zijn dat de temperatuur van de metalen kern van de constructie op enig moment gedurende de van toepassing zijnde standaard brandproef niet meer dan 200 °C boven de temperatuur van de omgeving stijgt; en

  • .2 bijzondere aandacht moet worden geschonken aan de isolatie van onderdelen van stutten, stijlen en andere delen van de constructie die van aluminiumlegering zijn vervaardigd en die nodig zijn ter ondersteuning van de plaatsen voor de opstelling en het te water brengen van en de inscheping in reddingboten en reddingvlotten en van schotten van klasse „A” en „B” teneinde zeker te stellen:

    • .2.1 dat voor zulke constructiedelen die de plaatsen van de reddingboten en de reddingvlotten en schotten van klasse „A” steunen, de grens voor de temperatuurstijging genoemd in paragraaf 3.1 aan het einde van één uur zal gelden; en

    • .2.2 dat voor zulke constructiedelen die schotten van klasse „B” moeten ondersteunen, de grens voor de temperatuurstijging genoemd in paragraaf 3.1 aan het einde van een half uur zal gelden.

• 4 Machineruimten van categorie A

  • 4.1 Kappen en schachten

    Kappen en schachten van machineruimten van categorie A moeten van staal en geïsoleerd zijn overeenkomstig de vereisten van de tabellen 9.5 en 9.7, naar gelang toepasselijk.

  • 4.2 Vloerplaten

    De vloerplaten van normale gangpaden in machineruimten van categorie A moeten van staal zijn vervaardigd.

• 5 Materialen van voorzieningen aan de buitenzijde

  Materialen die gemakkelijk onbruikbaar worden door warmte, mogen niet worden gebruikt voor spuipijpen, sanitaire uitlaten en andere uitlaten, die dichtbij de lastlijn zijn gelegen en waarvan smelten, in geval van brand, gevaar voor instromen van water zou opleveren.

• 6 Beveiliging van ladingtankconstructies tegen overdruk of onderdruk op tankschepen

  • 6.1 Algemeen

    De ontluchtingsvoorzieningen moeten zodanig zijn ontworpen en functioneren dat wordt verzekerd dat noch een overdruk noch een onderdruk in de ladingtanks optreedt die de waarden overschrijdt waarop de tanks zijn ontworpen en moeten voorzien in:

    • .1 de doorstroming van de kleine hoeveelheden damp, lucht of inertgasmengsels die wordt veroorzaakt door temperatuurschommelingen in een ladingtank, welke in alle gevallen moet plaats vinden via speciale kleppen die zowel overdruk als onderdruk kunnen corrigeren;

    • .2 de doorstroming van grote hoeveelheden damp, lucht of inertgasmengsels gedurende het laden en ballasten of gedurende het lossen.

  • 6.2 Openingen voor kleine stroom bij temperatuurschommelingen

    De krachtens paragraaf 6.1.1 vereiste openingen voor het aflaten van overdruk moeten:

    • .1 zich zo hoog mogelijk boven het ladingtankdek bevinden, opdat de brandbare dampen zich zoveel mogelijk kunnen verspreiden, maar in geen geval op minder dan 2 m hoogte boven het ladingtankdek; en

    • .2 zijn aangebracht op zo groot mogelijke afstand, maar op niet minder dan 5 m vanaf de dichtstbijzijnde luchtinlaten en openingen naar omsloten ruimten die een bron van ontsteking bevatten en vanaf machines en uitrusting aan dek die een risico voor ontsteking kunnen opleveren. Openingen in ankerspillen en kettingkisten vormen een risico voor ontsteking.

  • 6.3 Veiligheidsmaatregelen in ladingtanks

    • 6.3.1 Preventieve maatregelen tegen het stijgen van vloeistoffen in het ontluchtingssysteem

      Er moeten voorzieningen zijn getroffen om te voorkomen dat vloeistof in het ontluchtingssysteem zou kunnen stijgen tot een hoger niveau dan dat behorende bij de ontwerpdruk van de ladingtanks. Hiertoe moeten alarmen voor een hoog vloeistofniveau of systemen die overvloeien van ladingtanks kunnen voorkomen, dan wel andere gelijkwaardige middelen worden aangebracht, en tevens moet worden zorggedragen voor onafhankelijke peilinrichtingen en moeten vaste procedures worden gevolgd voor het beladen van ladingtanks. Voor de toepassing van dit voorschrift worden lekkleppen niet gelijkgesteld met een overvloeisysteem.

    • 6.3.2 Secundaire voorziening voor de ontlasting van onderdruk of overdruk

      Er dient een secundaire voorziening voor volledige ontlasting van damp, lucht of inertgasmengsels te worden aangebracht ter voorkoming van overdruk of onderdruk in geval van storing van de in 6.1.2 genoemde voorzieningen. Als alternatief mogen druksensoren worden geïnstalleerd in iedere tank die wordt beschermd door de in paragraaf 6.1.2 vereiste voorziening met een monitoringsysteem in de ladingcontrolekamer van het schip of de plaats vanwaar ladingoperaties normaliter worden uitgevoerd. Deze monitoringapparatuur moet ook zijn voorzien van een alarmfaciliteit die wordt geactiveerd bij detectie van omstandigheden van over- of onderdruk binnen een tank.

    • 6.3.3 Omloopleidingen in hoofdontluchtingsleidingen

      De krachtens paragraaf 6.1.1 vereiste kleppen die zowel overdruk als onderdruk kunnen corrigeren kunnen zijn voorzien van een omloopleiding, wanneer zij zich bevinden in een hoofdontluchtingsleiding of in een stijgleiding in de mast. Wanneer zo’n voorziening is aangebracht, moeten er geschikte aanwijsinstrumenten aanwezig zijn die aangeven of de omloopleiding open of dicht is.

    • 6.3.4 Voorzieningen ter voorkoming van overdruk of onderdruk

      Er moeten één of meer voorzieningen zijn aangebracht ter voorkoming van overdruk of onderdruk, om te voorkomen dat de ladingtanks onderhevig zijn aan:

      • .1 een overdruk, boven de beproevingsdruk van de ladingtank, indien de lading zou worden geladen bij de maximum aangegeven laadsnelheid en alle andere uitlaten gesloten blijven; en

      • .2 een onderdruk van meer dan 700 mm waterkolom, indien de lading zou worden gelost terwijl de ladingpompen op maximale capaciteit draaien en de ventilatoren voor inert gas zouden uitvallen.

      Deze voorzieningen moeten zijn aangebracht in de hoofdtoevoerleiding voor inert gas, tenzij zij zijn aangebracht in het ontluchtingssysteem vereist in voorschrift 4.5.3.1 of op de afzonderlijke ladingtanks. De plaats en het ontwerp van de voorzieningen moeten in overeenstemming zijn met voorschrift 4.5.3 en met paragraaf 6.

  • 6.4 Omvang van ontluchtingsuitlaten

    De in paragraaf 6.1.2 vereiste ontluchtingsuitlaten voor het laden enlossen van lading en ballasten moeten zijn ontworpen op basis van de maximale krachtens het ontwerp mogelijke laadsnelheid, vermenigvuldigd met een factor van ten minste 1,25 om rekening te houden met gasontwikkeling, teneinde te voorkomen dat de druk in een ladingtank hoger zou worden dan de ontwerpdruk. Aan de kapitein moeten gegevens ter beschikking worden gesteld omtrent de maximaal toelaatbare laadsnelheid voor iedere ladingtank en, in geval van gecombineerde ontluchtingssystemen, voor iedere groep ladingtanks.

DEEL D. – ONTSNAPPING

Voorschrift 12. Waarschuwen van bemanning en passagiers

• 1 Doel

  Het doel van dit voorschrift is de bemanning en passagiers met het oog op een veilige evacuatie te waarschuwen in geval van brand. Hiertoe moeten een algemeen noodalarmsysteem en scheepsomroepsysteem aanwezig zijn.

• 2 Algemeen noodalarmsysteem

  Een algemeen noodalarmsysteem als vereist in voorschrift III/6.4.2 moet worden gebruikt om de bemanning en passagiers te waarschuwen in geval van brand.

• 3 Scheepsomroepsystemen op passagiersschepen

  In alle ruimten voor accommodatie, dienstruimten en controlestations en op open dekken moet een scheepsomroepsysteem of een ander doeltreffend communicatiemiddel beschikbaar zijn, dat voldoet aan de vereisten van voorschrift III/6.5.

Voorschrift 13. Voorzieningen voor ontsnapping

• 1 Doel

  Het doel van dit voorschrift is te zorgen voor een voorziening voor ontsnapping zodat opvarenden veilig en snel kunnen ontsnappen naar het inschepingsdek voor de reddingboten en reddingvlotten. Hiertoe moet aan de volgende functionele vereisten worden voldaan:

  • .1 er moeten veilige ontsnappingsroutes aanwezig zijn;

  • .2 ontsnappingsroutes moeten in een veilige staat, vrij van obstakels, worden gehouden; en

  • .3 er moet worden gezorgd voor de nodige aanvullende hulpmiddelen voor ontsnapping in noodsituaties, om toegankelijkheid, duidelijke markering en deugdelijk ontwerp te waarborgen.

• 2 Algemene vereisten

  • 2.1 Tenzij in dit voorschrift uitdrukkelijk anders is bepaald, moeten in alle ruimten of groepen ruimten ten minste twee ver uit elkaar gelegen gebruiksklare voorzieningen voor ontsnapping aanwezig zijn.

  • 2.2 Liften mogen niet worden beschouwd als een van de krachtens dit voorschrift vereiste voorzieningen voor ontsnapping.

• 3 Voorzieningen voor ontsnapping uit controlestations, ruimten voor accommodatie en dienstruimten

  • 3.1 Algemene vereisten

    • 3.1.1 Vanuit de voor passagiers en bemanning bestemde ruimten voor accommodatie en vanuit ruimten waarin door de bemanning onder normale omstandigheden dienst wordt gedaan, andere dan machineruimten, moeten trappen en ladders zijn aangebracht, met behulp waarvan het inschepingsdek voor de reddingboten en reddingvlotten gemakkelijk kan worden bereikt.

    • 3.1.2 Tenzij in dit voorschrift uitdrukkelijk anders is bepaald, zijn gangen, portalen of gedeelten van gangen van waaruit slechts één vluchtweg mogelijk is, verboden. Doodlopende gangen in dienstruimten die nodig zijn voor het praktisch nut van het schip, zoals brandstofoliestations en dwarsscheepse bevoorradingsgangen, zijn toegestaan, mits deze doodlopende gangen van de accommodatiegedeelten voor de bemanning zijn gescheiden en vanuit de accommodatiegedeelten voor passagiers niet toegankelijk zijn. Voorts wordt een deel van een gang met een geringere diepte dan breedte aangemerkt als een nis of plaatselijke uitbreiding en is toegestaan.

    • 3.1.3 De frameconstructie van alle trappen in ruimten voor accommodatie, dienstruimten en controlestations moet van staal zijn, behalve wanneer de Administratie het gebruik van ander gelijkwaardig materiaal toestaat.

    • 3.1.4 Indien een radiotelegraafstation geen rechtstreekse toegang tot het open dek heeft, moet dit station van twee voorzieningen voor ontsnapping of toegang zijn voorzien, waarvan één een patrijspoort of een raam van voldoende afmeting, dan wel een andere voorziening mag zijn, ten genoegen van de Administratie.

    • 3.1.5 Deuren in ontsnappingsroutes moeten, in het algemeen, openen in de richting van de vluchtroute, met dien verstande dat:

      • .1 individuele hutdeuren de hut in mogen openen teneinde te voorkomen dat personen in de gang bij geopende deur letsel oplopen; en

      • .2 deuren in verticale noodontsnappingsschachten de schacht uit mogen openen, zodat het mogelijk is de schacht zowel voor ontsnapping als voor toegang te gebruiken.

  • 3.2 Voorzieningen voor ontsnapping op passagiersschepen

    • 3.2.1 Ontsnapping vanuit ruimten onder het schottendek

      • 3.2.1.1 Onder het schottendek moet elke waterdichte afdeling of soortgelijke besloten ruimte of groep van ruimten zijn voorzien van twee voorzieningen voor ontsnapping, waarvan ten minste één zodanig moet zijn aangebracht dat het passeren van een waterdichte deur niet nodig is. Bij wijze van uitzondering kan de Administratie ontheffing verlenen voor een van de voorzieningen voor ontsnapping voor ruimten voor bemanning die slechts af en toe worden betreden, mits de voorziening voor ontsnapping zodanig is aangebracht dat het passeren van een waterdichte deur niet nodig is.

      • 3.2.1.2 Indien de Administratie ontheffing heeft verleend ingevolge het bepaalde in paragraaf 3.2.1.1, moet deze enige voorziening voor ontsnapping een veilige vluchtmogelijkheid bieden. Trappen moeten echter een vrije breedte van ten minste 800 mm hebben, met leuningen aan beide zijden.

    • 3.2.2 Ontsnapping vanuit ruimten boven het schottendek

      Boven het schottendek moet elke verticale hoofdsectie of soortgelijke besloten ruimte of groep van ruimten ten minste twee voorzieningen voor ontsnapping bezitten, waarvan ten minste één toegang moet geven tot een trap naar boven.

    • 3.2.3 Rechtstreekse toegang tot ingesloten trapruimten

      Ingesloten trapruimten in ruimten voor accommodatie en dienstruimten moeten rechtstreeks toegankelijk zijn vanuit de gangen; deze ruimten moeten voldoende oppervlakte hebben om opstopping te voorkomen, waarbij rekening moet worden gehouden met het aantal personen dat in geval van nood daarvan gebruik zal moeten maken. Binnen de omtrek van deze ingesloten trapruimten zijn alleen openbare toiletten, kasten van niet-brandbaar materiaal waarin veiligheidsmaterialen kunnen worden opgeslagen en open informatiebalies toegestaan. Alleen openbare ruimten, gangen, liften, openbare toiletten, ruimten van bijzondere aard, open ro-ro-ruimten waartoe vervoerde passagiers zich toegang kunnen verschaffen, andere trappen voor ontsnapping vereist ingevolge 3.2.4.1 en externe ruimten mogen rechtstreeks toegang tot deze ingesloten trapruimten bieden. Kleine gangen of „portalen” die worden gebruikt om een ingesloten trapruimte te scheiden van kombuizen of van grote wasserijen mogen rechtstreekse toegang tot de trap hebben, mits deze een dekoppervlakte hebben van ten minste 4,5 m2, een breedte van ten minste 900 mm en van een brandslangstation zijn voorzien.

    • 3.2.4 Voorzieningen voor ontsnapping – nadere bepalingen

      • 3.2.4.1 Ten minste één van de voorzieningen voor ontsnapping vereist in paragraaf 3.2.1.1 en 3.2.2 moet bestaan uit een gemakkelijk bereikbare ingesloten trapruimte, die onafgebroken bescherming tegen brand moet geven vanaf het onderste dek waar de ingesloten trapruimte begint, tot het bijbehorende inschepingsdek voor de reddingboten en reddingvlotten, of tot het hoogste aan weer en wind blootgestelde dek indien het inschepingsdek zich niet uitstrekt tot de verticale hoofdsectie in kwestie. In het laatstbedoelde geval moet worden voorzien in rechtstreekse toegang tot het inschepingsdek via externe open trappen en gangpaden, voorzien van noodverlichting overeenkomstig voorschrift III/11.5 en antislipmateriaal op het loopoppervlak. Begrenzingen gelegen tegenover externe open trappen en gangpaden die deel uitmaken van een vluchtweg, en begrenzingen die zodanig geplaatst zijn dat zij bij aantasting door brand de ontsnapping naar het inschepingsdek zouden blokkeren, moeten een brandwerend vermogen bezitten, met inbegrip van isolatiewaarden, overeenkomstig de tabellen 9.1. tot en met 9.4, naar gelang van toepassing.

      • 3.2.4.2 De bescherming van de toegang van het trappenhuis tot het inschepingsdek voor de reddingboten en reddingvlotten moet hetzij rechtstreeks zijn zekergesteld, hetzij door middel van interne routes die een brandwerendheid en isolatiewaarde voor ingesloten trapruimten bezitten als bepaald in de tabellen 9.1 tot en met 9.4, naar gelang van toepassing.

      • 3.2.4.3 Trappen die alleen voeren van een ruimte naar een balkon in die ruimte mogen niet worden beschouwd als één van de vereiste voorzieningen voor ontsnapping.

      • 3.2.4.4 Op elk niveau binnen een atrium moeten twee voorzieningen voor ontsnapping aanwezig zijn, waarvan er een rechtstreekse toegang moet geven tot een ingesloten verticale voorziening voor ontsnapping die voldoet aan de vereisten van paragraaf 3.2.4.1.

      • 3.2.4.5 De breedte, het aantal en de mate van onafgebroken doorlopen van de voorzieningen voor ontsnapping moeten in overeenstemming zijn met de vereisten van de Code inzake brandveiligheidssystemen.

    • 3.2.5 Markering van ontsnappingsroutes

      • 3.2.5.1 Naast de ingevolge de voorschriften II-1/42 en III/11.5 vereiste noodverlichting moeten de voorzieningen voor ontsnapping, met inbegrip van trappen en uitgangen, zijn aangegeven door middel van verlichte wegwijzers of strips met fotoluminescentie die ten hoogste 300 mm boven het dek zijn geplaatst op alle punten van de vluchtweg met inbegrip van hoeken en kruisingen. De bewegwijzering moet de passagiers in staat stellen de vluchtwegen te volgen en de nooduitgangen gemakkelijk te herkennen. Indien gebruik wordt gemaakt van elektrische verlichting, moet de elektriciteit worden geleverd door de noodstroomvoorziening, en moet de verlichting zodanig zijn geïnstalleerd dat het uitvallen van één lamp of een scheur in een verlichte strip niet de gehele bewegwijzering buiten werking stelt. Daarnaast moeten de bordjes waarop de vluchtweg en de bergplaats van brandweeruitrustingen staan aangegeven, van materiaal met fotoluminescentie zijn of door verlichting zijn aangegeven. De Administratie moet erop toezien dat dit verlichtings- of fotoluminescentiemateriaal is uitgevoerd, getest en toegepast in overeenstemming met de Code inzake brandveiligheidssystemen.

      • 3.2.5.2 Aan boord van passagiersschepen die meer dan 36 passagiers vervoeren, zijn de vereisten van voorschrift 3.2.5.1 ook van toepassing op de ruimten voor accommodatie voor de bemanning.

    • 3.2.6 Normaliter gesloten deuren die onderdeel uitmaken van een ontsnappingsroute

      • 3.2.6.1 Hutdeuren moeten van binnenuit zonder sleutel te openen zijn. Ook moeten alle deuren langs een ontsnappingsroute in de ontsnappingsrichting zonder sleutel te openen zijn.

      • 3.2.6.2 Ontsnappingsdeuren uit openbare ruimten die normaliter op slot zitten, moeten zijn uitgerust met een voorziening voor snelle opening ervan. Deze voorziening moet bestaan uit een deursluiting die is uitgerust met een mechanisme dat de klink ontgrendelt wanneer er in de ontsnappingsrichting druk op uitgeoefend wordt. Mechanismen voor snelle ontgrendeling moeten zijn ontworpen en aangebracht ten genoegen van de Administratie en, in het bijzonder:

        • .1 bestaan uit grendels of panelen, waarvan het werkende deel zich over ten minste de helft van de breedte van het deurblad uitstrekt, ten minste 760 mm en ten hoogste 1120 mm boven het dek;

        • .2 de klink doen ontgrendelen wanneer een kracht van ten hoogste 67 N wordt uitgeoefend; en

        • .3 niet zijn uitgerust met een blokkering, stelschroef of andere voorziening die de ontgrendeling van de klink verhindert wanneer druk op het ontgrendelingsmechanisme wordt uitgeoefend.

  • 3.3 Voorzieningen voor ontsnapping op vrachtschepen

    • 3.3.1 Algemeen

      Op alle niveaus waarop zich ruimten voor accommodatie bevinden moet iedere ingesloten ruimte of groep van ruimten zijn voorzien van ten minste twee ver uiteen gelegen voorzieningen voor ontsnapping.

    • 3.3.2 Ontsnapping vanuit ruimten onder het laagst gelegen open dek

      Onder het laagst gelegen open dek moet de voornaamste voorziening voor ontsnapping bestaan uit een trap en de tweede uit een schacht of een trap.

    • 3.3.3 Ontsnapping vanuit ruimten boven het laagst gelegen open dek

      Boven het laagst gelegen open dek moeten de voorzieningen voor ontsnapping bestaan uit trappen of deuren die naar een open dek voeren of uit een combinatie hiervan.

    • 3.3.4 Doodlopende gangen

      Doodlopende gangen met een lengte van meer dan 7 m mogen niet worden aanvaard.

    • 3.3.5 Breedte en mate van onafgebroken doorlopen van ontsnappingsroutes

      De breedte, het aantal en de mate van onafgebroken doorlopen van ontsnappingsroutes moeten in overeenstemming zijn met de vereisten van de Code inzake brandveiligheidssystemen.

    • 3.3.6 Ontheffing van het vereiste van twee voorzieningen voor ontsnapping

      Bij wijze van uitzondering kan de Administratie ontheffing verlenen voor een van de voorzieningen voor ontsnapping voor ruimten voor bemanning die slechts af en toe worden betreden, mits de voorziening voor ontsnapping zodanig is aangebracht dat het passeren van een waterdichte deur niet nodig is.

  • 3.4 Ademhalingsapparatuur voor noodontsnapping

    • 3.4.1 Ademhalingsapparatuur voor noodontsnapping moet voldoen aan de Code inzake brandveiligheidssystemen. Aan boord moet reserve-ademhalingsapparatuur voor noodontsnapping aanwezig zijn.

    • 3.4.2 Op alle schepen moeten in ruimten voor accommodaties ten minste twee ademhalingsapparaten voor noodontsnapping aanwezig zijn.

    • 3.4.3 Op alle passagiersschepen moeten in elke verticale hoofdsectie ten minste twee ademhalingsapparaten voor noodontsnapping aanwezig zijn.

    • 3.4.4 Op alle passagiersschepen die meer dan 36 passagiers vervoeren, moeten, in aanvulling op de in paragraaf 3.4.3 vermelde apparaten, in elke verticale hoofdsectie ten minste twee ademhalingsapparaten voor noodontsnapping aanwezig zijn.

    • 3.4.5 De paragrafen 3.4.3 en 3.4.4 zijn evenwel niet van toepassing op ingesloten trapruimten die afzonderlijke verticale hoofdsecties vormen en op de verticale hoofdsecties aan de voor- en achterzijde van het schip waar zich geen ruimten van de in voorschrift 9.2.2.3 omschreven categorieën (6), (7), (8) of (12) bevinden.

• 4 Voorzieningen voor ontsnapping uit machineruimten

  • 4.1 Voorzieningen voor ontsnapping op passagiersschepen

    De voorzieningen voor ontsnapping uit elke machineruimte op passagiersschepen moeten voldoen aan de volgende bepalingen.

    • 4.1.1 Ontsnapping vanuit ruimten onder het schottendek

      Indien de ruimte onder het schottendek is gelegen, moeten de twee voorzieningen voor ontsnapping bestaan uit hetzij:

      • .1 twee stel stalen ladders, aangebracht op een zo groot mogelijke onderlinge afstand, die leiden naar eveneens zo ver mogelijk van elkaar verwijderde deuren in het bovenste gedeelte van de ruimte en vanwaar het bijbehorende inschepingsdek voor de reddingboten en reddingvlotten kan worden bereikt. Een van deze ladders moet zijn aangebracht in een beschermde ingesloten ruimte die voldoet aan voorschrift 9.2.2.3, categorie (2), of voorschrift 9.2.2.4, categorie (4), naar gelang van toepassing, vanaf het laagste gedeelte van de ruimte die erdoor wordt bediend naar een veilige locatie buiten de ruimte. In de ingesloten ruimte moeten zelfsluitende branddeuren zijn aangebracht met dezelfde normen inzake brandwerendheid. De ladder moet zodanig zijn aangebracht dat er geen warmte via ongeïsoleerde bevestigingspunten wordt overgedragen naar de ingesloten ruimten. De beschermde ingesloten ruimte moet binnenafmetingen hebben van ten minste 800 mm x 800 mm, en moet met voorzieningen voor noodverlichting zijn uitgerust; of

      • .2 een stalen ladder die leidt naar een deur in het bovenste gedeelte van de ruimte en vanwaar het inschepingsdek kan worden bereikt en bovendien, in het laagste gedeelte van die ruimte en op een goed van bedoelde ladder gescheiden plaats, een stalen deur die aan beide zijden kan worden bediend en die toegang geeft tot een veilige vluchtweg vanuit het laagst gelegen deel van die ruimte naar het inschepingsdek.

    • 4.1.2 Ontsnapping vanuit ruimten boven het schottendek

      Indien de ruimte boven het schottendek is gelegen, moeten twee voorzieningen voor ontsnapping op een zo groot mogelijke onderlinge afstand zijn aangebracht, terwijl de deuren die uit deze voorzieningen voor ontsnapping voeren, zich op een zodanige plaats moeten bevinden dat vandaar het bijbehorende inschepingsdek voor de reddingboten en reddingvlotten kan worden bereikt. Indien deze vluchtvoorzieningen het gebruik van ladders nodig maken, moeten deze van staal zijn.

    • 4.1.3 Ontheffing van het vereiste van twee voorzieningen voor ontsnapping

      Voor een schip met een brutotonnage van minder dan 1000 ton, kan de Administratie echter vrijstelling verlenen van één van de voorzieningen voor ontsnapping, indien de breedte en de algemene inrichting van het bovenste gedeelte van de ruimte haar daartoe aanleiding geven. Op een schip met een brutotonnage van 1000 ton of meer kan de Administratie vrijstelling verlenen van één van de voorzieningen voor ontsnapping uit een dergelijke ruimte, met inbegrip van onbemande ruimten voor hulpmachines wanneer hetzij een deur, hetzij een stalen ladder, een veilige vluchtweg naar het inschepingsdek biedt, indien de aard en de ligging van de ruimte en het feit dat daar onder normale omstandigheden geen personen dienst doen, haar daartoe aanleiding zouden geven. In de stuurmachineruimte moet een tweede voorziening voor ontsnapping aanwezig zijn waneer de noodstuurpositie in die ruimte is gelegen, tenzij er rechtstreekse toegang tot het open dek is.

    • 4.1.4 Ontsnapping uit controlekamers voor machines

      Er moeten twee voorzieningen voor ontsnapping aanwezig zijn vanuit een in een machineruimte gelegen controlekamer voor machines, waarvan ten minste één onafgebroken bescherming tegen brand moet bieden tot aan een veilige plaats buiten de machineruimte.

  • 4.2 Voorzieningen voor ontsnapping op vrachtschepen

    De voorzieningen voor ontsnapping uit elke machineruimte op vrachtschepen moeten voldoen aan de volgende bepalingen.

    • 4.2.1 Ontsnapping uit machineruimten van categorie A

      Behoudens het bepaalde in paragraaf 4.2.2, moeten in iedere machineruimte van categorie A, twee voorzieningen voor ontsnapping worden aangebracht. In het bijzonder moet aan één van de volgende bepalingen worden voldaan:

      • .1 twee stel stalen ladders, aangebracht op een zo groot mogelijke onderlinge afstand, die leiden naar eveneens zo ver mogelijk van elkaar verwijderde deuren in het bovenste gedeelte van de ruimte en vanwaar het open dek kan worden bereikt. Een van deze ladders moet zijn aangebracht in een beschermde ingesloten ruimte die voldoet aan voorschrift 9.2.3.3, categorie (4), vanaf het laagste gedeelte van de ruimte die erdoor wordt bediend naar een veilige locatie buiten de ruimte. In de ingesloten ruimte moeten zelfsluitende branddeuren zijn aangebracht met dezelfde normen inzake brandwerendheid. De ladder moet zodanig zijn aangebracht dat er geen warmte via ongeïsoleerde bevestigingspunten wordt overgedragen naar de ingesloten ruimten. De ingesloten ruimte moet binnenafmetingen hebben van ten minste 800 mm x 800 mm, en moet met voorzieningen voor noodverlichting zijn uitgerust; of

      • .2 een stalen ladder die leidt naar een deur in het bovenste gedeelte van de ruimte en vanwaar het open dek kan worden bereikt en bovendien, in het laagste gedeelte van die ruimte en op een goed van bedoelde ladder gescheiden plaats, een stalen deur die aan beide zijden kan worden bediend en die toegang geeft tot een veilige vluchtweg vanuit het laagst gelegen deel van die ruimte naar het open dek.

    • 4.2.2 Ontheffing van het vereiste van twee voorzieningen voor ontsnapping

      Voor een schip met een brutotonnage van minder dan 1000 ton kan de Administratie echter vrijstelling verlenen van één van de krachtens paragraaf 4.2.1 vereiste voorzieningen voor ontsnapping, indien de afmetingen en de algemene inrichting van het bovenste gedeelte van de ruimte haar daartoe aanleiding geven. Daarnaast behoeven de voorzieningen voor ontsnapping uit machineruimten van categorie A niet te voldoen aan het vereiste van paragraaf 4.2.1.1 inzake een ingesloten ruimte die bescherming tegen brand biedt. In de stuurmachineruimte moet een tweede voorziening voor ontsnapping aanwezig zijn wanneer de noodstuurpositie in die ruimte is gelegen, tenzij er rechtstreekse toegang tot het open dek is.

    • 4.2.3 Ontsnapping uit machineruimten anders dan van categorie A

      Ten aanzien van machineruimten anders dan van categorie A moeten twee ontsnappingsroutes aanwezig zijn, met dien verstande dat een enkele ontsnappingsroute mag worden geaccepteerd voor ruimten die slechts af en toe worden betreden, en voor ruimten waarin de afstand tot de deur 5 m of minder bedraagt.

  • 4.3 Ademhalingsapparatuur voor noodontsnapping

    • 4.3.1 Op alle schepen moeten binnen de machineruimten ademhalingsapparaten voor noodontsnapping gebruiksgereed worden aangebracht op gemakkelijk zichtbare plaatsen die bij brand te allen tijde snel en gemakkelijk kunnen worden bereikt. Bij de plaatsing van de ademhalingsapparaten voor noodontsnapping moet rekening worden gehouden met de inrichting van de machineruimte en met het aantal personen dat normaliter in de ruimte aanwezig is.

    • 4.3.2 Het aantal en de plaats van deze apparaten moet in het in voorschrift 15.2.4 vereiste brandbeveiligingsplan worden vermeld.

    • 4.3.3 Ademhalingsapparatuur voor noodontsnapping moet voldoen aan de Code inzake brandveiligheidssystemen.

• 5 Voorzieningen voor ontsnapping op passagiersschepen uit ruimten van bijzondere aard en uit open ro-ro-ruimten waartoe alle vervoerde passagiers toegang hebben

  • 5.1 In ruimten van bijzondere aard en open ro-ro-ruimten waartoe alle vervoerde passagiers toegang hebben, moeten het aantal en de plaatsing van de voorzieningen voor ontsnapping zowel boven als onder het schottendek ten genoegen van de Administratie zijn en over het algemeen moet de veiligheid van de toegang tot het inschepingsdek ten minste gelijkwaardig zijn aan die welke is voorgeschreven ingevolge paragraaf 3.2.1.1, 3.2.2, 3.2.4.1. en 3.2.4.2. Deze ruimten moeten zijn voorzien van gemarkeerde looppaden naar de voorzieningen voor ontsnapping met een breedte van ten minste 600 mm. De inrichting van de parkeerplaatsen voor de voertuigen moet zodanig zijn dat de looppaden te allen tijde vrij worden gehouden.

  • 5.2 Een van de voorzieningen voor ontsnapping uit machineruimten waarin door de bemanning onder normale omstandigheden dienst wordt gedaan, mag geen rechtstreekse toegang bieden tot een ruimte van bijzondere aard.

• 6 Voorzieningen voor ontsnapping uit ro-ro-ruimten

  In ro-ro-ruimten waar door de bemanning onder normale omstandigheden dienst wordt gedaan, moeten ten minste twee voorzieningen voor ontsnapping aanwezig zijn. De voorzieningen voor ontsnapping moeten een veilige vluchtweg bieden naar de inschepingsdekken voor reddingboten en reddingvlotten en moeten aan de voor- en achterzijde van de ruimte zijn aangebracht.

• 7 Aanvullende vereisten voor ro-ro-passagiersschepen

  • 7.1 Algemeen

    • 7.1.1 Ontsnappingsroutes moeten aanwezig zijn vanaf elke normaliter gebruikte ruimte op het schip tot aan een verzamelplaats. Deze ontsnappingsroutes moeten zodanig worden aangelegd dat deze de kortste weg vormen naar de verzamelplaats, en moeten worden gemarkeerd met symbolen overeenkomstig de aanbevelingen van de Organisatie.

    • 7.1.2 De ontsnappingsroute van hutten naar trappenhuizen moet zo direct mogelijk zijn, met een zo gering mogelijk aantal veranderingen van richting. Het mag niet nodig zijn van de ene zijde van het schip naar de andere te gaan om een ontsnappingsroute te bereiken. Het mag niet nodig zijn meer dan twee dekken omhoog of naar beneden te gaan om vanaf ongeacht welke passagiersruimte een verzamelplaats of open dek te bereiken.

    • 7.1.3 Buiten moeten routes zijn aangelegd van de in paragraaf 7.1.2 genoemde open dekken naar de inschepingsplaatsen van de reddingboten en -vlotten.

    • 7.1.4 Daar waar afgesloten ruimten grenzen aan een open dek, moeten, voor zover praktisch uitvoerbaar, openingen van de gesloten ruimte naar het open dek kunnen worden gebruikt als nooduitgang.

    • 7.1.5 Ontsnappingsroutes mogen niet worden belemmerd door meubels of andere obstakels. Met uitzondering van tafels en stoelen die kunnen worden weggehaald om een open ruimte te creëren, moeten kasten en andere zware meubels in openbare ruimten en langs ontsnappingsroutes worden vastgezet ter voorkoming van schuiven bij rollen of overhellen van het schip. Vloerbedekking moet eveneens worden vastgezet. Wanneer het schip varende is, moeten de ontsnappingsroutes vrij worden gehouden van obstakels zoals schoonmaakwagens, beddengoed, bagage en dozen.

  • 7.2 Instructies ten behoeve van veilige ontsnapping

    • 7.2.1 De dekken moeten opeenvolgend worden genummerd, te beginnen met „l” op de tank top of het laagste dek. De nummers moeten duidelijk worden weergegeven onderaan de trappen en in liftportalen. De dekken mogen ook een naam hebben, maar het deknummer moet altijd worden getoond naast de naam.

    • 7.2.2 Eenvoudige plattegronden met de aanduiding „u bevindt zich hier”, voorzien van met pijlen aangeduide ontsnappingsroutes, moeten duidelijk zichtbaar aan de binnenzijde van elke hutdeur en in openbare ruimten worden opgehangen. Op de plattegrond moeten de ontsnappingsrichtingen worden aangegeven en de plattegrond moet overeenkomstig de positie hiervan op het schip worden bevestigd.

  • 7.3 Sterkte van leuningen en gangen

    • 7.3.1 In de gangen van de ontsnappingsroute moeten leuningen of andere middelen voor houvast worden bevestigd zodat zo veel mogelijk een continu houvast beschikbaar is naar de verzamelplaatsen en inschepingsplaatsen. Deze leuningen moeten aan weerszijden worden bevestigd in langsgangen breder dan 1,8 m en in dwarsgangen breder dan 1 m. Bijzondere aandacht moet worden besteed aan de mogelijkheid portalen, atriums en andere grote open ruimten langs ontsnappingsroutes te doorkruisen. De leuningen en andere middelen voor houvast moeten zo sterk zijn dat zij een verdeelde horizontale kracht van 750 N/m uitgeoefend in de richting van het midden van de gang of ruimte kunnen weerstaan, en een verdeelde verticale kracht van 750 N/m uitgeoefend naar beneden. Beide krachten hoeven niet gelijktijdig uitgeoefend te kunnen worden.

    • 7.3.2 De onderste 0,5 m van schotten en andere scheidingen die een verticale wand vormen langs ontsnappingsroutes moeten in staat zijn een belasting van 750 N/m te weerstaan zodat deze kunnen worden gebruikt als loopoppervlak wanneer het schip sterk overhelt.

  • 7.4 Evacuatie-analyse

    De ontsnappingsroutes moeten in een vroeg stadium van het ontwerp worden geëvalueerd door middel een evacuatie-analyse. De analyse moet worden gebruikt ter vaststelling en, voor zover praktisch uitvoerbaar, ter wegneming van opstoppingen die bij het verlaten van het schip zouden kunnen ontstaan door de normale stroom van passagiers en bemanningsleden langs de ontsnappingsroutes, met inbegrip van de mogelijkheid dat bemanningsleden zich op deze routes in een richting tegengesteld aan die van de passagiers moeten begeven. Daarnaast moet deze analyse worden gebruikt om aan te tonen of bij de ontsnappingsvoorzieningen voldoende rekening wordt gehouden met de mogelijkheid dat bepaalde ontsnappingsroutes, verzamelplaatsen, inschepingsplaatsen of reddingboten als gevolg van een ongeluk niet bruikbaar zijn.

DEEL E. – OPERATIONELE EISEN

Voorschrift 14. Gereedheid voor gebruik en onderhoud

• 1 Doel

  Het doel van dit voorschrift is het handhaven en monitoren van de doeltreffendheid van de brandveiligheidsmaatregelen op het schip. Hiertoe moet aan de volgende functionele vereisten worden voldaan:

  • .1 brandbeveiligingssystemen en brandblusinstallaties en -apparatuur moeten in gebruiksklare staat worden gehouden; en

  • .2 brandbeveiligingssystemen en brandblusinstallaties en -apparatuur moeten naar behoren worden beproefd en geïnspecteerd.

• 2 Algemene vereisten

  Wanneer het schip in dienst is, moet te allen tijde aan de vereisten van paragraaf 1.1 worden voldaan. Een schip is niet in dienst wanneer:

  • .1 het wordt gerepareerd of opgelegd (hetzij voor anker, hetzij in de haven) of in een droogdok ligt;

  • .2 het door de eigenaar van het schip of diens vertegenwoordiger buiten dienst wordt verklaard; en

  • .3 in het geval van passagiersschepen, er geen passagiers aan boord zijn.

  • 2.1 Gereedheid voor gebruik

    • 2.1.1 De volgende brandbeveiligingssystemen moeten in goede staat worden gehouden zodat deze in geval van brand naar behoren functioneren:

      • .1 structurele brandbeveiliging, met inbegrip van brandwerende schotten, en beveiliging van openingen en doorboringen in deze schotten;

      • .2 branddetectie- en brandalarmsystemen; en

      • .3 installaties en middelen voor ontsnapping.

    • 2.1.2 Brandbestrijdingsinstallaties en -middelen moeten in goede staat van werking worden gehouden en te allen tijde onmiddellijk kunnen worden gebruikt. Draagbare brandblusapparaten die zijn ontladen, moeten onmiddellijk worden hervuld of worden vervangen door een gelijkwaardig apparaat.

  • 2.2 Onderhoud, beproevingen en inspecties

    • 2.2.1 Onderhoud, beproevingen en inspecties moeten worden uitgevoerd op basis van de door de Organisatie opgestelde richtlijnen en op een wijze waarbij gedegen rekening wordt gehouden met het waarborgen van de bedrijfszekerheid van de brandbestrijdingsinstallaties en -middelen.

    • 2.2.2 Het onderhoudsplan moet aan boord worden bewaard en moet op ieder verzoek van de Administratie voor inspectie beschikbaar zijn.

    • 2.2.3 Het onderhoudsplan moet ten minste de volgende brandbeveiligingssystemen en brandbestrijdingssystemen en -apparatuur omvatten, mits deze zijn aangebracht:

      • .1 hoofdbrandblusleidingen, brandbluspompen en brandkranen, straalpijpen en internationale walaansluitingen;

      • .2 vast aangebrachte branddetectie- en brandalarmsystemen;

      • .3 vast aangebrachte brandblusinstallaties en andere brandblusapparatuur;

      • .4 automatische sprinkler-, branddetectie- en brandalarmsystemen;

      • .5 ventilatiesystemen met inbegrip van brand- en rookkleppen, ventilatoren en de bedieningsorganen ervan;

      • .6 nooduitschakeling van de brandstoftoevoer;

      • .7 branddeuren, met inbegrip van de bedieningsorganen ervan;

      • .8 algemene noodalarmsystemen;

      • .9 ademhalingsapparatuur voor noodontsnapping;

      • .10 draagbare brandblustoestellen, met inbegrip van reservevullingen; en

      • .11 brandweeruitrustingen.

    • 2.2.4 Het onderhoudsprogramma mag door middel van een computer plaatsvinden.

• 3 Aanvullende vereisten voor passagiersschepen

  In aanvulling op de in paragraaf 2.2.3 genoemde brandbestrijdingssystemen en -apparatuur, moet voor passagiersschepen die meer dan 36 personen vervoeren een onderhoudsplan worden opgesteld voor scheepsomroepsystemen en laag aangebrachte noodverlichting.

• 4 Aanvullende vereisten voor tankschepen

  In aanvulling op de in paragraaf 2.2.3 genoemde brandbestrijdingssystemen en -apparatuur, moet voor tankschepen een onderhoudsplan zijn voor:

  • .1 inert-gasinstallaties;

  • .2 dekschuiminstallaties;

  • .3 brandveiligheidsvoorzieningen in ladingpompkamers; en

  • .4 ontvlambaar-gasdetectoren.

Voorschrift 15. Instructies, opleiding aan boord en oefeningen

• 1 Doel

  Het doel van dit voorschrift is de gevolgen van brand te mitigeren door middel van deugdelijke instructies voor opleiding van en oefeningen door personen aan boord op het gebied van de juiste procedures in noodsituaties. Hiertoe moet de bemanning over de nodige kennis en vaardigheden beschikken om noodsituaties bij brand aan te kunnen, waaronder de zorg voor passagiers.

• 2 Algemene vereisten

  • 2.1 Instructies, taken en organisatie

    • 2.1.1 Bemanningsleden moeten aan boord van het schip instructies ontvangen inzake de brandveiligheid.

    • 2.1.2 Bemanningsleden moeten instructies ontvangen inzake de hun opgedragen taken.

    • 2.1.3 Er moeten teams worden samengesteld die verantwoordelijk zijn voor het blussen van brand. Deze teams moeten in staat zijn hun taken te allen tijde te voltooien terwijl het schip in gebruik is.

  • 2.2 Instructies en oefeningen aan boord

    • 2.2.1 Bemanningsleden moeten vertrouwd worden gemaakt met de inrichting van het schip en met de plaatsing en de werking van alle brandbestrijdingssystemen en -apparatuur die zij mogelijk zullen moeten gebruiken.

    • 2.2.2 De opleiding aan boord moet voorzien in een opleiding in het gebruik van ademhalingsapparaten voor noodontsnapping.

    • 2.2.3 De prestaties van de bemanningsleden die brandbestrijdingstaken hebben, moeten regelmatig worden getoetst door middel van opleiding en oefeningen aan boord om verbeterpunten in kaart te brengen, om ervoor te zorgen dat de brandbestrijdingsvaardigheden op peil blijven, en om toe te zien op de paraatheid van de brandbestrijdingsorganisatie.

    • 2.2.4 De opleiding aan boord in het gebruik van de brandblusinstallaties en -middelen moet worden gepland en uitgevoerd in overeenstemming met de bepalingen van voorschrift III/19.4.1.

    • 2.2.5 Brandweeroefeningen moeten worden uitgevoerd en geregistreerd in overeenstemming met de bepalingen van de voorschriften III/19.3 en III/19.5.

  • 2.3 Opleidingshandboeken

    • 2.3.1 In ieder bemanningsverblijf of in iedere hut voor bemanningsleden moet een opleidingshandboek voorhanden zijn.

    • 2.3.2 Het opleidingshandboek moet zijn geschreven in de werktaal aan boord van het schip.

    • 2.3.3 Het opleidingshandboek, dat uit verschillende banden kan bestaan, moet de ingevolge paragraaf 2.3.4 vereiste instructies en informatie bevatten, gesteld in gemakkelijk te begrijpen bewoordingen en waar mogelijk geïllustreerd. Deze informatie kan, in plaats van door dit handboek, met behulp van audiovisuele middelen worden verstrekt.

    • 2.3.4 In het opleidingshandboek moeten de volgende punten uitvoerig worden toegelicht:

      • .1 algemene gedragingen en voorzorgsmaatregelen in relatie tot de gevaren gevormd door roken, elektriciteit, ontvlambare vloeistoffen en vergelijkbare gevaren die zich aan boord van het schip voordoen;

      • .2 algemene instructies betreffende brandbestrijdingsactiviteiten en -procedures, waaronder procedures voor brandmelding en gebruikmaking van met de hand bediende meldingspunten;

      • .3 de betekenis van de verschillende scheepsalarmen;

      • .4 de werking en het gebruik van brandbestrijdingssystemen en -apparatuur;

      • .5 de werking en het gebruik van branddeuren;

      • .6 de werking en het gebruik van brand- en rookkleppen; en

      • .7 voorzieningen en apparatuur voor ontsnapping.

  • 2.4 Brandbeveiligingsplannen

    • 2.4.1 Ter instructie van de scheepsofficieren moeten algemene plannen permanent zijn opgehangen, waarop voor elk dek duidelijk zijn aangegeven de controlestations, de verschillende brandsecties omgeven door schotten van klasse „A”, de secties omgeven door schotten van klasse „B” alsmede aanwijzingen betreffende de branddetectie- en brandalarmsystemen, de sprinklerinstallatie, de brandblusmiddelen, de toegangen tot de verschillende afdelingen, dekken, enz. en het ventilatiesysteem met inbegrip van bijzonderheden omtrent de plaatsen waar de ventilatoren kunnen worden bediend, de plaatsen van de brandkleppen en de nummers van de ventilatoren, die elke sectie bedienen. In plaats daarvan mogen, ter beoordeling door de Administratie, de genoemde details zijn opgenomen in een boekje, waarvan een exemplaar moet worden verstrekt aan iedere officier, terwijl één exemplaar steeds aan boord op een toegankelijke plaats beschikbaar moet zijn. Plannen en boekjes moeten goed worden bijgehouden en wijzigingen moeten zo spoedig mogelijk worden aangetekend. Beschrijvingen in deze plannen en boekjes moeten zijn gesteld in de door de Administratie verlangde taal of talen. Indien de taal geen Engels of Frans is, moet een vertaling in één van deze talen worden opgenomen.

    • 2.4.2 Er moet een duplicaat van de brandbeveiligingsplannen of een boekje dat zulke plannen bevat, permanent aanwezig zijn in een duidelijk aangegeven, tegen weer en wind afgesloten ruimte buiten het dekhuis, ten behoeve van brandbestrijdingspersoneel van de wal.

• 3 Aanvullende vereisten voor passagiersschepen

  • 3.1 Brandoefeningen

    In aanvulling op het vereiste van paragraaf 2.2.3 moeten brandoefeningen worden gehouden in overeenstemming met de bepalingen van voorschrift III/30, met behoorlijke inachtneming van het waarschuwen van passagiers en het verplaatsen van passagiers naar verzamelstations en inschepingsdekken.

  • 3.2 Brandbeveiligingsplannen

    Op schepen die meer dan 36 passagiers vervoeren, moeten de volgens dit voorschrift vereiste plannen en boekjes informatie bieden betreffende brandbeveiliging, branddetectie en brandbestrijding, gebaseerd op de door de Organisatie verstrekte richtlijnen.

Voorschrift 16. Bedrijfsvoering

• 1 Doel

  Het doel van dit voorschrift is het verschaffen van informatie en instructies voor de juiste scheepsbedrijfsvoering en ladingbehandeling in relatie tot brandveiligheid. Hiertoe moet aan de volgende functionele vereisten worden voldaan:

  • .1 aan boord moeten boekjes aanwezig zijn voor een brandveilige bedrijfsvoering; en

  • .2 het weglekken van ontvlambare dampen uit ontluchtingsvoorzieningen van ladingtanks moet worden beheerst.

• 2 Boekjes voor een brandveilige bedrijfsvoering

  • 2.1 Het vereiste boekje voor brandveilige bedrijfsvoering moet de nodige informatie en instructies bevatten voor een veilige scheepsbedrijfsvoering en ladingbehandeling in relatie tot brandveiligheid. Het boekje moet informatie bevatten betreffende de verantwoordelijkheden van de bemanning voor de algemene veiligheid van het schip tijdens het laden en lossen van lading en gedurende de vaart. De nodige voorzorgsmaatregelen voor brandveiligheid bij de behandeling van algemene lading moeten worden uitgelegd. Voor schepen die gevaarlijke stoffen en ontvlambare bulklading vervoeren, moet het boekje voor brandveilige bedrijfsvoering verwijzen naar de relevante instructies inzake brandbestrijding en ladingbehandeling in noodgevallen als vervat in de Code voor veilig vervoer van vaste lading in bulk, de Internationale Code voor chemicaliën in bulk, de Internationale Code voor gastankschepen en de Internationale Maritieme Code voor gevaarlijke stoffen, naar gelang van toepassing.

  • 2.2 In ieder bemanningsverblijf of in iedere hut voor bemanningsleden moet een boekje voor brandveilige bedrijfsvoering voorhanden zijn.

  • 2.3 Het boekje voor brandveilige bedrijfsvoering moet zijn geschreven in de werktaal die aan boord van het schip wordt gebezigd.

  • 2.4 Het boekje voor brandveilige bedrijfsvoering mag worden gecombineerd met de in voorschrift 15.2.3 vereiste opleidingshandboeken.

• 3 Aanvullende vereisten voor tankschepen

  • 3.1 Algemeen

    Het in paragraaf 2 bedoelde boekje voor brandveilige bedrijfsvoering moet bepalingen bevatten ter voorkoming van het overslaan van vuur op het ladinggedeelte als gevolg van de ontsteking van ontvlambare dampen, en moet procedures bevatten voor het uitdrijven van gassen uit en/of gasvrij maken van ladingtanks, met inachtneming van de bepalingen van paragraaf 3.

  • 3.2 Procedures voor het uitdrijven van gassen uit, dan wel het gasvrij maken van ladingtanks

    • 3.2.1 Wanneer het schip is voorzien van een inert-gasinstallatie, moeten de ladingtanks eerst gasvrij worden gemaakt in overeenstemming met de bepalingen van voorschrift 4.5.6 totdat de concentratie van koolwaterstofdampen in de ladingtanks is teruggebracht tot minder dan 2 volumeprocent. Daarna kan het gasvrij maken plaatsvinden op het niveau van het tankdek.

    • 3.2.2 Wanneer het schip niet is voorzien van een inert-gasinstallatie moet zodanig te werk worden gegaan dat de brandbare damp eerst wordt geloosd via:

      • .1 de in voorschrift 4.5.3.4 bedoelde ontluchtingsuitlaten;

      • .2 ontluchtingsuitlaten die een hoogte van niet minder dan 2 m boven het niveau van het tankdek hebben en die gedurende het gasvrij maken op die hoogte een verticale uitlaatsnelheid van niet minder dan 30 m/s kunnen blijven teweegbrengen; of

      • .3 ontluchtingsuitlaten die een hoogte van niet minder dan 2 m boven het niveau van het tankdek hebben, op die hoogte een verticale uitlaatsnelheid van niet minder dan 20 m/s kunnen teweegbrengen en zijn voorzien van geschikte middelen om vlamdoorslag te kunnen voorkomen.

      • 3.2.3 Bovengenoemde uitlaten moeten zich bevinden op een afstand van ten minste 10 m, horizontaal gemeten, vanaf de dichtstbijzijnde luchtinlaten en openingen naar omsloten ruimten die een bron van ontsteking bevatten en vanaf werktuigen aan dek, waaronder openingen in ankerspillen en kettingkisten, en uitrusting die ontstekingsgevaar kan opleveren.

      • 3.2.4 Wanneer de concentratie van de ontvlambare damp bij de uitlaat is teruggebracht tot 30% van de onderste explosiegrens, kan het gasvrij maken worden voortgezet op het niveau van het tankdek.

DEEL F. – VERVANGEND ONTWERP EN VERVANGENDE VOORZIENINGEN

Voorschrift 17. Vervangend ontwerp en vervangende voorzieningen

• 1 Doel

  Het doel van dit voorschrift is een methode te bieden voor vervangend ontwerp en vervangende voorzieningen voor brandveiligheid.

• 2 Algemeen

  • 2.1 Het ontwerp en de voorzieningen voor brandveiligheid mogen afwijken van de in de delen B, C, D, E of G vervatte dwingende vereisten, mits het ontwerp en de voorzieningen aan de brandveiligheidsdoelen en aan de functionele vereisten voldoen.

  • 2.2 Wanneer het ontwerp of de voorzieningen voor brandveiligheid afwijken van de dwingende vereisten van dit hoofdstuk, moeten de constructie-analyse, evaluatie en goedkeuring van het vervangende ontwerp en de vervangende voorzieningen worden uitgevoerd in overeenstemming met dit voorschrift.

• 3 Constructie-analyse

  De op te stellen constructie-analyse moet, op basis van de door de Organisatie opgestelde richtlijnen, aan de Administratie worden voorgelegd en moet ten minste de volgende onderdelen omvatten:

  • .1 vermelding van het type schip en van de ruimte(n) in kwestie;

  • .2 vermelding van de dwingende vereisten waaraan het schip of de ruimte(n) niet zullen voldoen;

  • .3 vermelding van de brand- en ontploffingsgevaren aan boord van het schip of in de ruimte(n) in kwestie inclusief;

  • .3.1 vermelding van de mogelijke ontstekingsbronnen;

  • .3.2 vermelding van de kans op uitbreiding van brand voor elke ruimte in kwestie;

  • .3.3 vermelding van de kans op rookvorming en op het vrijkomen van giftige stromen voor elke ruimte in kwestie;

  • .3.4 vermelding van de kans op de verspreiding van brand, rook of giftige stromen van de ruimte(n) in kwestie naar andere ruimten;

  • .4 vermelding van de benodigde brandveiligheidseisen voor het schip of de ruimte(n) in kwestie waarop de dwingende vereisten van toepassing zijn in het bijzonder;

  • .4.1 de brandveiligheidseisen moeten zijn gebaseerd op de brandveiligheidsdoelen en op de functionele vereisten van dit hoofdstuk;

  • .4.2 de brandveiligheidseisen moeten een beveiligingsniveau verzekeren dat niet lager mag zijn dan het niveau dat bij de toepassing van de dwingende vereisten wordt behaald; en

  • .4.3 de brandveiligheidseisen moeten kwantificeerbaar en meetbaar zijn;

  • .5 een gedetailleerde beschrijving van het vervangende ontwerp en de vervangende voorzieningen, met inbegrip van een lijst van aannames die zijn gehanteerd bij het ontwerp en van eventuele voorgestelde functionele beperkingen of voorwaarden; en

  • .6 technische onderbouwing waarmee wordt aangetoond dat het vervangende ontwerp en de vervangende voorzieningen voldoen aan de brandveiligheidseisen.

• 4 Beoordeling van het vervangende ontwerp en de vervangende voorzieningen

  • 4.1 De in paragraaf 3 vereiste constructie-analyse wordt door de Administratie beoordeeld en goedgekeurd, met inachtneming van de door de Organisatie opgestelde richtlijnen.

  • 4.2 Aan boord van het schip moet een afschrift aanwezig zijn van de documenten, zoals goedgekeurd door de Administratie, waarin wordt vermeld dat het vervangende ontwerp en de vervangende voorzieningen aan dit voorschrift voldoen.

• 5 Uitwisseling van informatie

  De Administratie doet de Organisatie relevante informatie toekomen met betrekking tot de goedgekeurde vervangende ontwerpen en voorzieningen, ter rondzending aan alle verdragsluitende regeringen.

• 6 Hernieuwde beoordeling als gevolg van veranderde omstandigheden

  Indien de aannames en functionele beperkingen die in het vervangende ontwerp en de vervangende voorzieningen golden, veranderen, moet de constructie-analyse worden uitgevoerd in de nieuwe toestand en behoeft deze de goedkeuring van de Administratie.

DEEL G. – BIJZONDERE VEREISTEN

Voorschrift 18. Helikopterfaciliteiten

• 1 Doel

  Het doel van dit voorschrift is aanvullende maatregelen te bieden ter ondersteuning van de brandveiligheidsdoelen van dit hoofdstuk voor schepen die zijn uitgerust met bijzondere faciliteiten voor helikopters. Hiertoe moet aan de volgende functionele vereisten worden voldaan:

  • .1 de constructie van het helidek moet zodanig zijn dat het schip op deugdelijke wijze wordt beschermd tegen brandgevaar dat met helikopteractiviteiten verband houdt;

  • .2 er moet brandbestrijdingsapparatuur aanwezig zijn om het schip op deugdelijke wijze te beschermen tegen brandgevaar dat met helikopteractiviteiten verband houdt;

  • .3 bijtanken en hangarfaciliteiten en -activiteiten moeten met de nodige maatregelen worden omringd om het schip te beschermen tegen brandgevaar dat met helikopteractiviteiten verband houdt; en

  • .4 er moet in handleidingen en opleiding worden voorzien.

• 2 Toepassing

  • 2.1 In aanvulling op de vereisten van de relevante voorschriften in de delen B, C, D en E, moeten schepen met een helidek voldoen aan de bepalingen van dit voorschrift.

  • 2.2 Wanneer helikopters landen of takelactiviteiten verrichten op een tijdelijke of noodbasis op schepen zonder helidek, mag brandbestrijdingsapparatuur worden gebruikt die is aangebracht in overeenstemming met de in Deel C genoemde vereisten. Deze apparatuur moet gedurende de helikopteractiviteiten onmiddellijk beschikbaar zijn in de dichte nabijheid van de landings- of takelgedeelten.

  • 2.3 Onverminderd de vereisten van bovenstaande paragraaf 2.2 moeten ro-ro passagiersschepen zonder helidek voldoen aan voorschrift III/28.

• 3 Constructie

  • 3.1 Constructie van staal of ander gelijkwaardig materiaal

    In het algemeen geldt dat de constructie van een helidek van staal of andere gelijkwaardige materialen moet zijn. Indien het helidek het dek van een dekhuis of bovenbouw vormt, moet het zijn geïsoleerd conform de norm voor klasse „A-60”.

  • 3.2 Constructie van aluminium of van een ander metaal met een laag smeltpunt

    Indien de Administratie een constructie van aluminium toelaat, of van een ander metaal met een laag smeltpunt dat niet gelijkwaardig aan staal is, moeten de volgende bepalingen in acht genomen worden:

    • .1 indien het platform uitsteekt over de zijkant van het schip, moet het platform na elke brand aan boord van het schip of op het platform aan een constructie-analyse worden onderworpen teneinde vast te stellen of het geschikt is voor verder gebruik; en

    • .2 indien het platform is gelegen boven het scheepsdekhuis of een soortgelijke bovenbouw, moet aan de volgende voorwaarden worden voldaan:

      •  .2.1 in de bovenkant van het dekhuis en de schotten onder het platform mogen zich geen openingen bevinden;

      •  .2.2 vensters onder het platform moeten zijn voorzien van stalen blinden; en

      •  .2.3 na elke brand op het platform, of in de dichte nabijheid daarvan, moet het platform aan een constructie-analyse worden onderworpen, teneinde vast te stellen of het geschikt is voor verder gebruik.

• 4 Voorzieningen voor ontsnapping

  Een helidek moet zijn voorzien van een hoofdvoorziening voor ontsnapping en een noodvoorziening voor ontsnapping en voor toegang voor brandweer- en reddingspersoneel. Deze voorzieningen moeten zo ver als praktisch uitvoerbaar is, uit elkaar liggen en bij voorkeur aan tegenover elkaar gelegen zijden van het helidek.

• 5 Brandbestrijdingsapparatuur

  • 5.1 In dichte nabijheid van het helidek moet de volgende brandbestrijdingsapparatuur aanwezig zijn en in de nabijheid van de toegang tot dat helidek worden opgeslagen:

    • .1 ten minste twee droogpoederblusapparaten met een gezamenlijke capaciteit van ten minste 45 kg;

    • .2 kooldioxideblusapparaten met een gezamenlijke capaciteit van ten minste 18 kg of gelijkwaardig;

    • .3 een geschikte schuiminstallatie bestaande uit monitorkoppen of schuim genererende vertakkingspijpen die schuim kunnen verspreiden over alle gedeelten van het helidek bij alle weersomstandigheden waaronder helikopteractiviteiten kunnen plaatsvinden. De installatie moet in staat zijn gedurende ten minste vijf minuten het in tabel 18.1 vereiste ontladingsdebiet vol te houden;

      Tabel 18.1 – Schuimontladingsdebiet

      Categorie	Totale lengte van de helikopter	Ontladingsdebiet van de schuimoplossing (l/min)
      H1 H2 H3	tot 15 m van 15 m tot 24 m van 24 m tot 35 m	250 500 800

    • .4 het belangrijkste blusmiddel moet geschikt zijn voor gebruik met zout water en voldoen aan uitvoeringsnormen die niet lager mogen zijn dan die welke voor de Administratie aanvaardbaar zijn;

    • .5 ten minste twee straalpijpen van een goedgekeurd type dat geschikt is om te spuiten en te sproeien, alsmede voldoende slangen om alle gedeelten van het helidek te bereiken;

    • .6 in aanvulling op de vereisten van 10.10, twee stellen brandweeruitrustingen; en

    • .7 ten minste de volgende apparatuur moet zodanig zijn opgeslagen dat deze onmiddellijk kan worden gebruikt en tegen weersinvloeden is beschermd:

      •  – verstelbare tang;

      •  – deken, brandbestendig;

      •  – betonschaar, 60 cm;

      •  – grijp- of reddingshaak;

      •  – ijzerzaag, zware uitvoering, met 6 reservezaagbladen;

      •  – ladder;

      •  – takellijn 5 mm diameter x 15 m lengte;

      •  – zijsnijtang;

      •  – assortiment schroevendraaiers; en

      •  – gordelmes compleet met schede.

• 6 Afvoervoorzieningen

  Afvoervoorzieningen op helidekken moeten zijn vervaardigd van staal en rechtreeks overboord uitkomen, onafhankelijk van elk ander systeem en moeten zodanig zijn ontworpen dat geen van de afgevoerde stoffen op het schip terecht komen.

• 7 Bijtank- en hangarfaciliteiten voor helikopters

  Wanneer het schip is uitgerust met bijtank- en hangarfaciliteiten voor helikopters, moet aan de volgende vereisten worden voldaan:

  • .1 er moet een gedeelte aangewezen worden voor de opslag van brandstoftanks, die:

  • .1.1 zo ver mogelijk als praktisch uitvoerbaar is, verwijderd moeten zijn van ruimten voor accommodatie, ontsnappingsroutes en inschepingsplaatsen; en

  • .1.2 moeten worden afgescheiden van gedeelten die een risico voor de ontsteking van damp opleveren;

  • .2 het opslaggedeelte voor brandstof moet zodanig worden ingericht dat gemorste brandstof kan worden opgevangen en naar een veilige plek kan worden afgevoerd;

  • .3 tanks en bijbehorende uitrusting moeten worden beschermd tegen fysieke beschadiging en tegen brand in aangrenzende ruimten of gedeelten;

  • .4 wanneer draagbare opslagtanks voor brandstof worden gebruikt, moet bijzondere aandacht worden geschonken aan:

    • .4.1 het ontwerp van de tank in relatie tot het beoogde gebruik ervan;

    • .4.2 de voorzieningen voor het installeren en vastzetten ervan;

    • .4.3 elektrische verbindingen; en

    • .4.4 inspectieprocedures;

  • .5 brandstofpompen van opslagtanks moeten zijn voorzien van een inrichting die het mogelijk maakt deze bij brand vanaf een veilige plaats op afstand uit te schakelen. Wanneer het brandstofvulsysteem door middel van zwaartekracht werkt, moeten gelijkwaardige afsluitvoorzieningen aanwezig zijn om de brandstofbron af te scheiden;

  • .6 de brandstofpomp mag slechts op één tank tegelijk worden aangesloten. De pijpleiding tussen de tank en de pomp moet van staal of van een gelijkwaardig materiaal zijn, zo kort mogelijk zijn en tegen beschadiging zijn beschermd;

  • .7 elektrische brandstofpompen en bijbehorende bedieningsuitrusting moeten van een type zijn dat is afgestemd op de gebruiksomgeving en op de potentiële gevaren;

  • .8 brandstofvulpompen moeten zijn uitgerust met een voorziening ter voorkoming van overdruk bij de afgifte- of vulslang;

  • .9 uitrusting die bij bijtankactiviteiten wordt gebruikt, moet elektrisch verbonden zijn;

  • .10 op geschikte plaatsen moeten borden met de tekst „ROKEN VERBODEN” worden geplaatst;

  • .11 hangars en bijtank- en onderhoudsfaciliteiten moeten wat betreft de eisen ten aanzien van structurele brandbeveiliging, vast aangebrachte brandblus- en branddetectie-installaties worden behandeld als machineruimten van categorie „A”;

  • .12 omsloten hangarfaciliteiten of omsloten ruimten waarin zich bijtankinstallaties bevinden, moeten zijn uitgerust met mechanische ventilatie als vereist in voorschrift 20.3 voor gesloten ruimten op ro-ro vrachtschepen. Er moet gebruik worden gemaakt van vonkvrije ventilatoren; en

  • .13 elektrische apparatuur en bedrading in omsloten hangars en omsloten ruimten waarin zich bijtankinstallaties bevinden, moeten voldoen aan de vereisten van de voorschriften 20.3.2, 20.3.3 en 20.3.4.

• 8 Instructieboek en brandpiket

  • 8.1 Elke voorziening voor helikopters moet zijn uitgerust met een instructieboek, met inbegrip van een beschrijving en een controlelijst van veiligheidsmaatregelen, handelingen en eisen met betrekking tot de uitrusting. Dit instructieboek kan deel uitmaken van de noodprocedures aan boord.

  • 8.2 De procedures en voorzorgsmaatregelen tijdens bijtankactiviteiten moeten in overeenstemming zijn met erkende veilige werkwijzen en in het instructieboek zijn opgenomen.

  • 8.3 Wanneer helikopteractiviteiten worden verwacht, moet te allen tijde brandweerpersoneel bestaande uit ten minste twee personen, die een opleiding hebben genoten op het gebied van reddings- en brandweertaken, alsmede brandblusapparatuur onmiddellijk beschikbaar zijn.

  • 8.4 Het brandweerpersoneel moet bij de bijtankactiviteiten aanwezig zijn. Het brandweerpersoneel mag zich evenwel niet met de bijtankactiviteiten zelf bezig houden.

  • 8.5 Aan boord moeten opfriscursussen worden gegeven en moet worden voorzien in aanvullende voorraden brandbestrijdingsmiddelen voor opleiding en voor beproeving van de apparatuur.

Voorschrift 19. Vervoer van gevaarlijke stoffen

• 1 Doel

  Het doel van dit voorschrift is aanvullende veiligheidsmaatregelen te bieden ter ondersteuning van de brandveiligheidsdoelen van dit hoofdstuk voor schepen die gevaarlijke stoffen vervoeren. Hiertoe moet aan de volgende functionele vereisten worden voldaan:

  • .1 er moeten brandbeveiligingssystemen aanwezig zijn om het schip te beveiligen tegen de aanvullende brandrisico’s die met het vervoer van gevaarlijke stoffen samenhangen;

  • .2 gevaarlijke stoffen moeten op afdoende wijze van ontstekingsbronnen worden gescheiden; en

  • .3 er moet deugdelijke beschermende persoonlijke uitrusting aanwezig zijn met het oog op de risico’s die met het vervoer van gevaarlijke stoffen samenhangen.

• 2 Algemene vereisten

  • 2.1 Bepaalde soorten schepen en laadruimten, bedoeld in paragraaf 2.2 die zijn bestemd voor vervoer van gevaarlijke stoffen, moeten niet alleen voldoen aan de vereisen van de voorschriften in de delen B, C, D, E en aan de voorschriften 18 en 20 die worden gesteld ten aanzien van schepen die gevaarlijke stoffen vervoeren, al naar gelang, maar ook aan de desbetreffende eisen die worden gesteld in dit voorschrift, behalve wanneer zij gevaarlijke stoffen in kleine hoeveelheden vervoeren, tenzij aan deze eisen reeds is voldaan door inachtneming van het bepaalde elders in dit hoofdstuk. De soorten schepen en de wijzen van vervoer van gevaarlijke stoffen staan vermeld in paragraaf 2.2 en in tabel 19.1 Vrachtschepen met een brutotonnage van minder dan 500 ton moeten aan dit voorschrift voldoen, doch de Administratie kan afwijkingen van deze eisen toestaan; afwijkingen van de eisen moeten worden vermeld in de in paragraaf 4 bedoelde verklaring.

  • 2.2 De volgende soorten schepen en laadruimten vallen binnen het toepassingsgebied van de tabellen 19.1 en 19.2:

    • .1 schepen en laadruimten die niet specifiek zijn ontworpen voor het vervoer van vrachtcontainers, maar die zijn bestemd voor het vervoer van verpakte gevaarlijke stoffen, waaronder begrepen gevaarlijke stoffen in vrachtcontainers en losse tanks;

    • .2 speciaal gebouwde containerschepen en laadruimten bestemd voor het vervoer van gevaarlijke stoffen in vrachtcontainers en losse tanks;

    • .3 ro-ro-schepen en ro-ro-ruimten bestemd voor het vervoer van gevaarlijke stoffen;

    • .4 schepen en laadruimten bestemd voor het vervoer in bulk van vaste gevaarlijke stoffen; en

    • .5 schepen en laadruimten bestemd voor het vervoer van lichters beladen met gevaarlijke stoffen anders dan vloeistoffen en gassen in bulk.

• 3 Bijzondere vereisten

  Tenzij anders wordt bepaald, moet bij de toepassing van de tabellen 19.1, 19.2 en 19.3 op zowel het „aan dek” als het „onder dek” stuwen van gevaarlijke stoffen waarbij de nummers van de volgende paragrafen in de eerste kolom van de tabellen staan aangeduid, aan de volgende eisen worden voldaan.

  • 3.1 Watervoorziening

    • 3.1.1 Er moeten voorzieningen worden getroffen om te verzekeren dat er onmiddellijk onder de vereiste druk water kan worden aangevoerd vanuit de hoofdbrandblusleiding, hetzij door het op druk houden van die leiding, hetzij door op geschikte plaatsen aangebrachte voorzieningen om de brandbluspompen op afstand in werking te stellen.

    • 3.1.2 Er moet voldoende water worden aangevoerd om vier straalpijpen van een afmeting en onder een druk als aangegeven in voorschrift 10.2, te voorzien; deze moeten kunnen worden gericht op elk deel van de laadruimte, wanneer deze leeg is. Deze hoeveelheid water mag, ten genoegen van de Administratie, met behulp van gelijkwaardige middelen worden toegevoerd.

    • 3.1.3 Er moeten middelen aanwezig zijn om de aangewezen onderdeks gelegen laadruimte doeltreffend te kunnen koelen door middel van ten minste 5 l/min per vierkante meter; dit moet gebeuren door middel van vast aangebrachte sproeikoppen, of door de laadruimte onder water te zetten. Hiertoe kunnen in kleine laadruimten en in kleine afdelingen van grotere laadruimten, brandslangen worden gebruikt, zulks naar goeddunken van de Administratie. De spui- en lensinrichtingen moeten evenwel zodanig zijn dat de vorming van vrije vloeistofoppervlakken wordt voorkomen. Het afvoersysteem moet een zodanige capaciteit hebben dat hiermee ten minste 125% van de gezamenlijke capaciteit van zowel de pompen van de watersproei-installatie als het vereiste aantal straalpijpen kan worden afgevoerd. De afsluitkleppen van het afvoersysteem moeten van buiten de beveiligde ruimte kunnen worden bediend op een plaats in de nabijheid van de bedieningsmiddelen van de brandblusinstallatie. Lensputten moeten voldoende inhoudscapaciteit hebben en moeten bij de huid van het schip worden aangebracht op een onderlinge afstand van ten hoogste 40 m in elke waterdichte afdeling. Is dit niet mogelijk, dan moet de Administratie, voor zover zij zulks noodzakelijk acht, bij haar goedkeuring van de stabiliteitsgegevens rekening houden met de nadelige invloed van het toegevoegde gewicht en het vrije vloeistofoppervlak op de stabiliteit.

    • 3.1.4 Voorzieningen om een aangewezen onderdeks gelegen laadruimte met doeltreffende, met name genoemde middelen onder water te zetten, kunnen in de plaats worden gesteld van het vereiste in paragraaf 3.1.3.

    • 3.1.5 De totaal vereiste capaciteit van de watertoevoer moet gelijktijdig voldoen aan de paragrafen 3.1.2 en 3.1.3, indien van toepassing, berekend voor de grootste aangewezen laadruimte. Aan de capaciteitsvereisten van paragraaf 3.1.2 moet worden voldaan door de totale capaciteit van de hoofdbrandpomp(en), de capaciteit van een eventueel aangebrachte noodbrandpomp niet meegerekend. Indien een drenchersysteem wordt gebruikt om aan de vereisten van paragraaf 3.1.3 te voldoen, moet de drencherpomp bij de berekening van de totale capaciteit worden betrokken.

  • 3.2 Ontstekingsbronnen

    In omsloten laadruimten of voertuigruimten mag geen elektrische apparatuur en bekabeling worden aangebracht, tenzij dit naar het oordeel van de Administratie van essentieel belang is voor bedrijfsvoering aan boord. Indien in dergelijke ruimten echter wel elektrische apparatuur wordt aangebracht, moet deze van een type zijn dat erkend veilig is in gevaarlijke omgevingen waaraan deze wordt blootgesteld, tenzij het mogelijk is het elektrisch systeem volledig te isoleren (door het verwijderen van verbindingen, anders dan zekeringen). Wanneer kabels door dekken en schotten worden gevoerd, moet de doorvoeropening zijn afgedicht tegen (doorlating van) gas of damp. Doorgevoerde kabels en kabels in laadruimten moeten worden beschermd tegen beschadiging door stoten. Alle andere uitrusting die een bron van ontsteking van brandbare damp kan vormen, is niet toegestaan.

  • 3.3 Detectie-installatie

    In ro-ro-ruimten moet een vaste branddetectie- en brandalarminstallatie zijn aangebracht die voldoet aan de vereisten van de Code inzake brandveiligheidssystemen. Alle andere typen laadruimten moeten zijn voorzien van ofwel een vast aangebrachte branddetectie- en brandalarminstallatie, ofwel een rookdetectie-installatie die luchtmonsters neemt die voldoet aan de vereisten van de Code inzake brandveiligheidssystemen. Indien een rookdetectie-installatie die luchtmonsters neemt wordt aangebracht, moet bijzondere aandacht worden geschonken aan paragraaf 2.1.3 van hoofdstuk 10 van de Code inzake brandveiligheidssystemen, teneinde te voorkomen dat giftige dampen binnendringen in bemande ruimten.

  • 3.4 Ventilatie

    • 3.4.1 Omsloten laadruimten moeten zijn voorzien van toereikende mechanische ventilatie. Het systeem moet zodanig zijn dat ten minste zes luchtwisselingen per uur in de laadruimte kunnen plaatsvinden op basis van een lege laadruimte en dat uit de hoger of lager gelegen delen van de laadruimte, al naar gelang, dampen kunnen worden afgevoerd.

    • 3.4.2 De ventilatoren moeten zo zijn uitgevoerd dat de mogelijkheid van ontsteking van ontvlambare mengsels van gas en lucht wordt voorkomen. De in- en uitlaatopeningen voor de ventilatie moeten zijn afgeschermd door hiertoe geschikte gaasroosters.

    • 3.4.3 Op omsloten laadruimten bestemd voor het vervoer van vaste gevaarlijke stoffen in bulk moet natuurlijke ventilatie worden aangebracht, indien geen voorziening voor mechanische ventilatie aanwezig is.

  • 3.5 Lenzen

    • 3.5.1 Wanneer het de bedoeling is ontvlambare of giftige vloeistoffen te vervoeren in omsloten laadruimten, moet het lenssysteem zo zijn ontworpen dat deze vloeistoffen niet door onoplettendheid door leidingen of pompen in machineruimten kunnen worden gepompt. Wanneer er grote hoeveelheden ontvlambare of giftige vloeistoffen worden vervoerd, moet worden overwogen aanvullende middelen voor het lenzen van dergelijke laadruimten aan te brengen.

    • 3.5.2 Indien het lenswaterafvoersysteem een aanvulling vormt op het systeem dat wordt bediend door de pompen in de machineruimte, moet de capaciteit van het systeem ten minste 10 m3/u bedragen per laadruimte die erdoor wordt bediend. Indien het aanvullende systeem een algemeen systeem is, behoeft de capaciteit niet meer te bedragen dan 25 m3/u. Het aanvullende lenssysteem behoeft niet dubbel te worden uitgevoerd.

    • 3.5.3 Wanneer ontvlambare of giftige vloeistoffen worden vervoerd, moet de lenspijp die de machineruimte ingaat worden geïsoleerd door middel van een blinde flens of een gesloten vergrendelbare klep.

    • 3.5.4 Omsloten ruimten, buiten machineruimten, waarin lenspompen zijn ondergebracht die laadruimten bedienen die zijn bestemd voor het vervoer van ontvlambare of giftige vloeistoffen, moeten worden uitgerust met een aparte mechanische ventilatie met een capaciteit van ten minste zes luchtwisselingen per uur. Indien deze ruimte vanuit een andere omsloten ruimte toegankelijk is, moet de deur zelfsluitend zijn.

    • 3.5.5 Indien de lenswaterafvoer in laadruimten plaatsvindt door middel van de zwaartekracht, moet het afvoerwater ofwel rechtstreeks overboord worden geloosd, ofwel worden opgevangen in een gesloten lenswatertank buiten de machineruimte. De tank moet zijn uitgerust met een ontluchtingspijp die uitkomt op een veilige plaats op het open dek. Afvoer uit een laadruimte in een lensput op een lager dek is uitsluitend toegestaan wanneer die ruimte voldoet aan dezelfde vereisten als bovengenoemde laadruimte.

  • 3.6 Persoonlijke bescherming

    • 3.6.1 Er moeten, naast de krachtens voorschrift 10.10 vereiste brandweeruitrusting, vier stellen volledig beschermende, chemicaliënbestendige kleding aanwezig zijn. De beschermende kleding moet de gehele huid bedekken, zodat geen enkel deel van het lichaam onbeschermd is.

    • 3.6.2 Afgezien van de krachtens voorschrift 10 vereiste persluchttoestellen, moeten er nog twee van zulke toestellen aanwezig zijn. Voor elk vereist ademhalingstoestel moeten twee reservevullingen aanwezig zijn die geschikt zijn om met het ademhalingstoestel te worden gebruikt. Op passagiersschepen die niet meer dan 36 passagiers vervoeren en op vrachtschepen die zijn voorzien van op geschikte plaatsen aangebrachte inrichtingen voor het zonder besmetting volledig opnieuw vullen van de luchtcilinders, behoeft slechts één reservevulling voor elk vereist ademhalingstoestel aanwezig te zijn.

  • 3.7 Draagbare brandblustoestellen

    Voor de laadruimten moeten draagbare brandblustoestellen met een totale capaciteit van ten minste 12 kg droogpoeder of een hiermee gelijk te stellen blusvermogen aanwezig zijn. Deze blustoestellen zijn vereist naast eventuele, elders in dit hoofdstuk vereiste draagbare brandblustoestellen.

  • 3.8 Isolatie van begrenzingswanden van machineruimten

    Schotten die begrenzingswanden tussen laadruimten en machineruimten van categorie A vormen, moeten worden geïsoleerd volgens de norm voor klasse „A-60”, tenzij de gevaarlijke stoffen op een afstand van ten minste 3 m, horizontaal gemeten, vanaf zulke schotten zijn gestuwd. Andere begrenzingswanden tussen zulke ruimten moeten worden geïsoleerd volgens de norm voor klasse „A-60”.

  • 3.9 Watersproei-installatie

    Iedere open ro-ro-ruimte waarboven zich een dek bevindt en iedere ruimte die wordt beschouwd als een gesloten ro-ro-ruimte die niet kan worden afgedicht, moet zijn voorzien van een goedgekeurde, vast aangebrachte, met de hand te bedienen watersproei-installatie die alle delen van elk dek en elk autodek in de ruimte moet beveiligen, met dien verstande dat de Administratie kan toestaan dat een andere vast aangebrachte brandblusinstallatie wordt gebruikt, mits deze door een proefneming op ware grootte niet minder doeltreffend is gebleken. De spui- en lensinrichtingen moeten evenwel zodanig zijn dat de vorming van vrije vloeistofoppervlakken wordt voorkomen. Het afvoersysteem moet een zodanige capaciteit hebben dat hiermee ten minste 125% van de gezamenlijke capaciteit van zowel de pompen van de watersproei-installatie als van het vereiste aantal brandslangstraalpijpen kan worden afgevoerd. De afsluitkleppen van het afvoersysteem moeten van buiten de beveiligde ruimte kunnen worden bediend op een plaats in de nabijheid van de bedieningsmiddelen van de brandblusinstallatie. Lensputten moeten voldoende inhoudscapaciteit hebben en moeten bij de huid van het schip worden aangebracht op een onderlinge afstand van ten hoogste 40 m in elke waterdichte afdeling. Is dit niet mogelijk, dan moet de Administratie, voor zover zij zulks noodzakelijk acht, bij haar goedkeuring van de stabiliteitsgegevens rekening houden met de nadelige invloed van het toegevoegde gewicht en het vrije vloeistofoppervlak op de stabiliteit.

  • 3.10 Scheiding van ro-ro-ruimten

    • 3.10.1 Op schepen met ro-ro-ruimten moet een afscheiding zijn aangebracht tussen een gesloten ro-ro-ruimte en een aangrenzende open ro-ro-ruimte. De afscheiding moet zodanig zijn dat de doorstroming van gevaarlijke dampen en vloeistoffen tussen dergelijke ruimten tot een minimum wordt beperkt. Een dergelijke afscheiding behoeft niet te worden aangebracht indien de ro-ro-ruimte over de volle lengte wordt beschouwd als een gesloten ruimte, die moet voldoen aan de relevante bijzondere vereisten van dit voorschrift.

    • 3.10.2 Op schepen met ro-ro-ruimten moet een afscheiding zijn aangebracht tussen een gesloten ro-ro-ruimte en het aangrenzende aan weer en wind blootgestelde dek. De afscheiding moet zodanig zijn dat de doorstroming van gevaarlijke dampen en vloeistoffen tussen dergelijke ruimten tot een minimum wordt beperkt. Een dergelijke afscheiding behoeft niet te worden aangebracht indien de voorzieningen voor de gesloten ro-ro-ruimten in overeenstemming zijn met hetgeen vereist wordt voor de gevaarlijke goederen die worden vervoerd op aangrenzende, aan weer en wind blootgestelde dekken.

• 4 Verklaring dat wordt voldaan aan de eisen

  De Administratie moet het schip voorzien van een officieel document waaruit blijkt dat de constructie en de uitrusting voldoen aan de in dit voorschrift vervatte eisen. Certificering voor gevaarlijke stoffen, behoudens vaste gevaarlijke stoffen in bulk, is niet vereist voor lading van klasse 6.2 en 7, als omschreven in voorschrift VII/2, en gevaarlijke stoffen in kleine hoeveelheden.

  Tabel 19.1 – Toepassing van de eisen op de verschillende methoden van vervoer van gevaarlijke stoffen op schepen en in laadruimten

  Waar in tabel 19.1 een „X” staat aangegeven betekent dit dat deze eis geldt voor alle klassen gevaarlijke stoffen als vermeld in de desbetreffende kolom van tabel 19.3, behoudens de vermelding in de noten.

  Voorschrift 19.2.2		.1	.2	.3		.4	.5
  Voorschrift 19	Aan weer en wind blootgestelde dekken 1 tot en met 5	Niet speciaal ontworpen	Laadruimten voor containers	Gesloten ro-ro-ruimten5	Open ro-ro-laadruimten	Vaste gevaarlijke stoffen in bulk	Aan boord vervoerde lichters
  3.1.1	X	X	X	X	X	Voor de toepassing van de in voorschrift 19 gestelde eisen op verschillende klassen gevaarlijke stoffen zie tabel 19.2	X
  3.1.2	X	X	X	X	X		–
  3.1.3	–	X	X	X	X		X
  3.1.4	–	X	X	X	X		X
  3.2	–	X	X	X	X		X4
  3.3	–	X	X	X	–		X4
  3.4.1	–	X	X1	X	–		X4
  3.4.2	–	X	X1	X	–		X4
  3.5	–	X	X	X	–		–
  3.5.1	X	X	X	X	X		–
  3.6.2	X	X	X	X	X		–
  3.7	X	X	–	–	X		–
  3.8	X	X	X2	X	X		–
  3.9	–	–	–	X3	X		–
  3.10.1	–	–	–	X	–		–
  3.10.2	–	–	–	X	–		–

  Noten

  ¹ Voor klassen 4 en 5.1 niet van toepassing op gesloten vrachtcontainers.

  Voor klassen 2, 3, 6.1 en 8 kan de ventilatiecapaciteit, wanneer de stoffen in gesloten vrachtcontainers worden vervoerd, worden verminderd tot niet minder dan twee luchtwisselingen. Voor de toepassing van deze eisen wordt een losse tank als gesloten vrachtcontainer beschouwd.

  ² Uitsluitend van toepassing op dekken.

  ³ Uitsluitend van toepassing op gesloten ro-ro-ruimten die niet kunnen worden afgedicht.

  ⁴ In het speciale geval waarin de lichters ontvlambare dampen kunnen bevatten, of indien door middel van aan de lichters verbonden ventilatiekanalen ontvlambare dampen kunnen worden afgevoerd naar een veilige ruimte buiten de ruimte waarin de lichters worden vervoerd, kan ten genoegen van de Administratie verlichting of vrijstelling van deze eisen worden verleend.

  ⁵ Ruimten van bijzondere aard moeten worden behandeld als gesloten ro-ro-ruimten indien gevaarlijke stoffen worden vervoerd.

  Tabel 19.2 - Toepassing van de eisen op verschillende klassen gevaarlijke stoffen voor schepen en laadruimten waarin vaste gevaarlijke stoffen in bulk worden vervoerd

  Klasse	4.1	4.2	4.36	5.1	6.1	8	9
  Voorschrift 19
  3.1.1	X	X	-	X	-	-	X
  3.1.2	X	X	-	X	-	-	X
  3.2	X	X7	X	X8	-	-	X8
  3.4.1	-	X7	X	-	-	-	-
  3.4.2	X9	X7	X	X7,9	-	-	X7, 9
  3.4.3	X	X	X	X	X	X	X
  3.6	X	X	X	X	X	X	X
  3.8	X	X	X	X7	-	-	X10

  Noten:

  ⁶ De gevaren van eventueel in bulk te vervoeren stoffen van deze klasse zijn zodanig dat de Administratie niet alleen aan de naleving van de in deze tabel opgesomde vereisten, maar ook aan de bouw en de uitrusting van het betrokken schip bijzondere aandacht moet schenken.

  ⁷ Alleen van toepassing op voederkoek die extracten van oplosmiddelen bevat, op ammoniumnitraat en op ammoniumnitraat-houdende kunstmest.

  ⁸ Alleen van toepassing op ammoniumnitraat en ammoniumnitraat-houdende kunstmest. Een mate van beveiliging overeenkomstig de normen als vervat in Publicatie 60079 van de Internationale Elektrotechnische Commissie: Elektrische apparatuur voor explosieve gasatmosferen, volstaat echter.

  ⁹ Alleen geschikte gaaswanden zijn vereist.

  ¹⁰ De eisen van de Code voor veilig vervoer van vaste lading in bulk (resolutie A.434.(XI) zoals gewijzigd, volstaan.

  Tabel 19.3 – Toepassing van de eisen op verschillende klassen gevaarlijke stoffen met uitzondering van gevaarlijke vaste stoffen in bulk

  Klasse Voorschrift 19	1.1 t/m 1.6	1.4S	2.1	2.2	2.3	3 3 vloeistoffen ≤23°C15	3 vloeistoffen ≤23°C15 <61°C	4.1	4.2	4.3	5.1	5.2	6.1 vloeistoffen	6.1 vloeistoffen ≤23°C15	6.1 vloeistoffen >23°C15 ≤61°C	6.1 vaste stoffen	8 vloeistoffen	8 vloeistoffen ≤23°C15	8 vloeistoffen >23°C15 ≤61°C	8 vaste stoffen	9
  3.1.1	X	X	X	X	X	X	X	X	X	X	X	X	X	X	X	X	X	X	X	X	X
  3.1.2	X	X	X	X	X	X	X	X	X	X	X	X	X	X	X	X	X	X	X	X	–
  3.1.3	X	–	–	–	–	–	–	–	–	–	–	–	–	–	–	–	–	–	–	–	–
  3.1.4	X	–	–	–	–	–	–	–	–	–	–	–	–	–	–	–	–	–	–	–	–
  3.2	X	–	X	–	-	X	–	–	–	–	–	–	–	X	–	–	–	X	–	–	–
  3.3	X	X	X	X	X	X	X	X	X	X	X	–	X	X	X	X	X	X	X	X	–
  3.4.1	–	–	X	–	X	X	–	X11	X11	X	X11	–	–	X	X	X11	–	X	X	–	X11
  3.4.2	–	–	X	–	–	X	–	–	–	–	–	–	–	X	–	–	X	X	–	–
  3.5	–	–	–	–	–	X	–	–	–	–	–	–	X	X	X	–	–	X	–	–	–
  3.6	–	–	X	X	X	X	X	X	X	X	X	X	X	X	X	X	X	X	X	X	X14
  3.7	–	–	–	–	–	X	X	X	X	X	X	–	–	X	X	–	–	X	X	–	–
  3.8	X12	–	X	X	X	X	X	X	X	X	X13	–	–	X	X	–	–	X	X	–	–
  3.9	X	X	X	X	X	X	X	X	X	X	X	X	X	X	X	X	X	X	X	X	X
  3.10.1	X	X	X	X	X	X	X	X	X	X	X	X16	X	X	X	X	X	X	X	X	X
  3.10.2	X	X	X	X	X	X	X	X	X	X	X	X16	X	X	X	X	X	X	X	X	X

  Noten

  ¹¹ Indien „mechanisch geventileerde ruimten” worden vereist door de Internationale Maritieme Code voor Gevaarlijke stoffen, zoals gewijzigd.

  ¹² In alle gevallen stuwen op een horizontale afstand van 3 m vanaf de begrenzingswanden van machineruimten.

  ¹³ Zie de Internationale Maritieme Code voor Gevaarlijke Stoffen, zoals gewijzigd.

  ¹⁴ Al naar gelang de te vervoeren goederen.

  ¹⁵ Heeft betrekking op het vlampunt.

  ¹⁶ Uit hoofde van de bepalingen van de IMDG-Code, als gewijzigd, is het stuwen van gevaarlijke stoffen van klasse 5.2 onderdeks of in afgesloten ro-ro ruimten verboden.

Voorschrift 20. Beveiliging van voertuigruimten, ruimten van bijzondere aard en ro-ro-ruimten

• 1 Doel

  Het doel van dit voorschrift is aanvullende veiligheidsmaatregelen te bieden ter ondersteuning van de brandveiligheidsdoelen van dit hoofdstuk voor schepen die zijn uitgerust met voertuigruimten, ruimten van bijzondere aard en ro-ro-ruimten. Hiertoe moet aan de volgende functionele vereisten worden voldaan:

  • .1 er moeten brandbeveiligingssystemen aanwezig zijn om het schip deugdelijk te beveiligen tegen brandrisico’s die samenhangen met voertuigruimten, ruimten van bijzondere aard en ro-ro-ruimten;

  • .2 ontstekingsbronnen moeten worden gescheiden van voertuigruimten, ruimten van bijzondere aard en ro-ro-ruimten; en

  • .3 voertuigruimten, ruimten van bijzondere aard en ro-ro-ruimten moeten goed worden geventileerd.

• 2 Algemene vereisten

  • 2.1 Toepassing

    In aanvulling op de vereisten van de relevante voorschriften in de delen B, C, D en E, moeten voertuigruimten, ruimten van bijzondere aard en ro-ro-ruimten voldoen aan de bepalingen van dit voorschrift.

  • 2.2 Fundamentele beginselen voor passagiersschepen

    • 2.2.1 Het fundamentele beginsel dat aan het bepaalde in dit voorschrift ten grondslag ligt, is dat de normale indeling in verticale hoofdsecties vereist krachtens voorschrift 9.2 mogelijk niet uitvoerbaar is in voertuigruimten op passagiersschepen en dat, derhalve, gelijkwaardige bescherming in dergelijke ruimten moet worden bereikt op basis van een indeling in horizontale secties en de installatie van een doeltreffende vast aangebrachte brandblusinstallatie. Voor de toepassing van dit voorschrift kan een horizontale sectie ingevolge deze opvatting ruimten van bijzondere aard, die op meer dan één dek zijn gelegen, omvatten, mits de totale vrije doorrijhoogte voor voertuigen niet meer dan 10 m bedraagt.

    • 2.2.2 Het fundamentele beginsel dat aan de bepalingen van paragraaf 2.2.1 ten grondslag ligt, is eveneens van toepassing op ro-ro-ruimten

    • 2.2.3 De vereisten voor ventilatiesystemen, openingen in schotten van klasse „A” en doorvoeringen in schotten van klasse „A” inzake de handhaving van de brandwerendheid van verticale secties in dit hoofdstuk zijn ook van toepassing op dekken en schotten die de begrenzingen vormen waardoor horizontale secties van elkaar en van het overige gedeelte van het schip worden gescheiden.

• 3 Voorzorgsmaatregelen tegen de ontsteking van ontvlambare dampen in gesloten voertuigruimten, gesloten ro-ro-ruimten en ruimten van bijzondere aard

  • 3.1 Ventilatiesystemen

    • 3.1.1 Capaciteit van ventilatiesystemen

      Er moet worden voorzien in een doeltreffend mechanisch ventilatiesysteem dat voldoende capaciteit heeft om ten minste de volgende aantallen luchtwisselingen te geven:

      • .1 Passagiersschepen

        Ruimten van bijzondere aard	10 luchtwisselingen per uur
        Gesloten ro-ro ruimten en voertuigruimten anders dan ruimten van bijzondere aard op schepen die meer dan 36 passagiers vervoeren	10 luchtwisselingen per uur
        Gesloten ro-ro ruimten en voertuigruimten anders dan ruimten van bijzondere aard op schepen die niet meer dan 36 passagiers vervoeren	6 luchtwisselingen per uur

      • .2

        Vrachtschepen

        6 luchtwisselingen per uur

      De Administratie kan een groter aantal luchtwisselingen eisen wanneer de voertuigen van of aan boord worden gereden.

    • 3.1.2 Werking van ventilatiesystemen

      • 3.1.2.1 Het krachtens paragraaf 3.1.1 vereiste mechanische ventilatiesysteem moet op passagiersschepen gescheiden zijn van andere ventilatiesystemen en moet wanneer voertuigen in dergelijke ruimten aanwezig zijn, voortdurend in werking zijn. Ventilatiekanalen die dergelijke laadruimten bedienen welke doeltreffend luchtdicht kunnen worden afgesloten, moeten voor ieder van deze ruimten worden gescheiden. Het systeem moet kunnen worden bediend vanuit een plaats buiten dergelijke ruimten.

      • 3.1.2.2 Op vrachtschepen moeten ventilatoren onder normale omstandigheden ononderbroken in bedrijf zijn, wanneer er zich voertuigen aan boord bevinden. Wanneer dit niet uitvoerbaar is, moeten zij dagelijks, afhankelijk van de weersomstandigheden, en in ieder geval gedurende een redelijke tijd voorafgaande aan de ontscheping, gedurende een beperkte tijd in bedrijf worden gesteld, waarna moet worden aangetoond dat de ro-ro-ruimte of voertuigruimte gasvrij is. Hiertoe moeten één of meer draagbare instrumenten voor het opsporen van brandbare gassen aan boord zijn. Dit systeem moet volledig zijn gescheiden van andere ventilatiesystemen. Ventilatiekanalen die ro-ro-ruimten of voertuigruimten bedienen, moeten per laadruimte op doeltreffende wijze kunnen worden afgesloten. Het systeem moet kunnen worden bediend vanuit een plaats buiten dergelijke ruimten.

      • 3.1.2.3 Het ventilatiesysteem moet zodanig zijn dat het vormen van luchtlagen en luchtzakken wordt voorkomen.

    • 3.1.3 Aanduiding van ventilatiesystemen

      Op de navigatiebrug moeten middelen zijn aangebracht die aangeven wanneer de vereiste ventilatiecapaciteit vermindert.

    • 3.1.4 Inrichtingen voor het afsluiten en kanalen

      Er moeten voorzieningen zijn aangebracht om het ventilatiesysteem in geval van brand vanaf een plaats buiten de ruimte snel te kunnen stopzetten en doeltreffend te kunnen afsluiten, daarbij rekening houdend met de weersomstandigheden en de toestand van de zee.

      • 3.1.4.2 Ventilatiekanalen, met inbegrip van brandkleppen, binnen een gemeenschappelijke horizontale sectie moeten zijn vervaardigd van staal. Op passagiersschepen moeten ventilatiekanalen die door andere horizontale secties of machineruimten lopen van staal van klasse „A-60” zijn en zijn vervaardigd in overeenstemming met de voorschriften 9.7.2.1.1 en 9.7.2.1.2.

    • 3.1.5 Permanente openingen

      Permanente openingen in de huidbeplating, de einden of dekken van de ruimte moeten zodanig zijn geplaatst dat brand in de laadruimte geen gevaar oplevert voor stuwageruimten en inschepingsplaatsen voor reddingboten en -vlotten, ruimten voor accommodatie, dienstruimten en controlestations in de bovenbouwen en dekhuizen boven de laadruimten.

  • 3.2 Elektrische apparatuur en bekabeling

    • 3.2.1 Behoudens het bepaalde in paragraaf 3.2.2 moeten de elektrische apparatuur en bekabeling van een type zijn dat geschikt is voor gebruik in ontplofbare mengsels van benzine en lucht.

    • 3.2.2 In het geval van andere ruimten dan ruimten van bijzondere aard onder het schottendek kan, onverminderd de bepalingen van bovenstaande paragraaf 3.2.1, boven een hoogte van 450 mm gemeten vanaf het dek en vanaf elk eventueel aangebracht platform voor voertuigen, behalve platforms met openingen die groot genoeg zijn om benzinegassen naar onderen te laten wegtrekken, elektrische apparatuur van een zodanig gesloten en beschermd type dat er geen vonken kunnen ontsnappen, worden toegestaan bij wijze van alternatief, op voorwaarde dat het ventilatiesysteem zodanig is ontworpen en functioneert dat de laadruimten voortdurend worden geventileerd met een capaciteit van ten minste tien luchtwisselingen per uur wanneer er voertuigen aan boord zijn.

  • 3.3 Elektrische apparatuur en bekabeling in afzuigkanalen van de ventilatie

    Indien elektrische apparatuur en bekabeling worden aangebracht in een afzuigkanaal van de ventilatie, moeten deze zijn goedgekeurd voor gebruik in ontplofbare mengsels van benzine en lucht; de uitlaat van een afzuigkanaal moet op een veilige plaats zijn gelegen, gelet op andere mogelijke ontstekingsbronnen.

  • 3.4 Andere ontstekingsbronnen

    Andere apparatuur die een ontstekingsbron van ontvlambare dampmengsels zou kunnen vormen, is niet toegestaan.

  • 3.5 Spuipijpen en sanitaire uitlaten

    Spuipijpen mogen niet worden gevoerd naar machineruimten of andere ruimten waarin zich ontstekingsbronnen kunnen bevinden.

• 4 Detectie en alarmering

  • 4.1 Vast aangebrachte branddetectie- en brandalarminstallaties

    Behoudens het bepaalde in paragraaf 4.3.1 moet er een vast aangebrachte branddetectie- en brandalarminstallatie aanwezig zijn die voldoet aan de vereisten van de Code inzake brandveiligheidssystemen. De vast aangebrachte branddetectie-installatie moet in staat zijn het begin van een brand snel te detecteren. Het type detectors, de onderlinge afstand en de plaats ervan moeten ten genoegen van de Administratie zijn, rekening houdend met de effecten van de ventilatie en andere relevante factoren. Na het aanbrengen moet de installatie worden beproefd onder normale omstandigheden wat betreft ventilatie, waarbij de gemiddelde reactietijd ten genoegen van de Administratie moet zijn.

  • 4.2 Rookdetectie-installaties die luchtmonsters nemen

    Behalve in open ro-ro-ruimten, open voertuigruimten en ruimten van bijzondere aard, mag een rookdetectie-installatie die luchtmonsters neemt die aan de vereisten van de Code inzake brandveiligheidssystemen voldoet, worden gebruikt als alternatief voor de in paragraaf 4.1 vereiste vast aangebrachte branddetectie- en brandalarminstallatie.

  • 4.3 Ruimten van bijzondere aard

    • 4.3.1 In ruimten van bijzondere aard moet een doeltreffende brandrondedienst worden onderhouden. Wanneer een doeltreffende brandrondedienst wordt onderhouden door een voortdurend aanwezige brandwacht tijdens de gehele reis, is een vast aangebrachte branddetectie- en brandalarminstallatie niet vereist.

    • 4.3.2 Met de hand bediende meldingspunten moeten zodanig in de ruimte worden verdeeld dat geen enkel deel van de ruimte meer dan 20 m verwijderd is van een met de hand bediend meldingspunt, en één alarm moet worden geplaatst dicht bij elke uitgang van deze ruimten.

• 5 Structurele bescherming

  Onverminderd de bepalingen van voorschrift 9.2.2 moeten de wandschotten en dekken van ruimten van bijzondere aard en ro-ro-ruimten op passagiersschepen die meer dan 36 passagiers vervoeren, worden geïsoleerd volgens de norm voor klasse „A-60”. Indien zich aan één zijde van het schot een ruimte van categorie (5), (9) en/of (10), als omschreven in paragraaf 9.2.2.3, bevindt, kan de norm echter worden verlaagd naar „A-0”. Indien zich onder een ruimte van bijzondere aard of ro-ro-ruimte brandstofolietanks bevinden, mag de brandwerendheid van het dek tussen deze ruimten worden verlaagd naar „A-0”.

• 6 Brand blussen

  • 6.1 Vast aangebrachte brandblusinstallaties

    • 6.1.1 In voertuigruimten en ro-ro-ruimten die geen ruimten van bijzondere aard zijn en die kunnen worden afgedicht vanaf een plaats buiten de laadruimten, moet een vast aangebrachte brandblusinstallatie met verstikkend gas aanwezig zijn die voldoet aan de bepalingen van de Code inzake brandveiligheidssystemen, met dien verstande dat:

      • .1 indien een kooldioxide-brandblusinstallatie wordt aangebracht, de beschikbare hoeveelheid gas ten minste voldoende moet zijn om een volume aan vrij gas op te leveren dat gelijk is aan 45% van de bruto-inhoud van de grootste aldus beschermde ruimte en de voorzieningen zodanig moeten zijn dat hierdoor wordt verzekerd dat ten minste twee derde van de voor de desbetreffende ruimte vereiste hoeveelheid gas binnen 10 minuten hierin kan instromen;

      • .2 elke andere vast aangebrachte brandblusinstallatie met inert gas of vast aangebrachte schuimbrandblusinstallatie met een hoog verschuimingsgetal mag worden geïnstalleerd, mits ten genoegen van de Administratie wordt aangetoond dat hierdoor een gelijkwaardige bescherming wordt geboden; en

      • .3 bij wijze van alternatief een brandblusinstallatie mag worden aangebracht die voldoet aan de in paragraaf 6.1.2 gestelde eisen.

    • 6.1.2 Ro-ro-ruimten en voertuigruimten die niet kunnen worden afgedicht, alsmede ruimten van bijzondere aard moeten zijn voorzien van een goedgekeurde, vast aangebrachte, met de hand te bedienen watersproei-installatie die alle delen van elk dek en elk autodek in zo’n ruimte moet beschermen. Dergelijke watersproei-installaties moeten zijn voorzien van:

      • .1 een drukmeter op de afsluiter van de verzamelleiding;

      • .2 een duidelijke markering op elke afsluiter van de verzamelleiding waarop wordt vermeld welke ruimte wordt bediend;

      • .3 instructies voor onderhoud en werking die op een plaats in het afsluiterhuis worden bewaard; en

      • .4 een voldoende aantal afvoerafsluiters.

    • 6.1.3 De Administratie kan het gebruik van een andere vast aangebrachte brandblusinstallatie toestaan, waarvan door een proefneming op ware grootte onder omstandigheden waarin een brand van de benzinestroom werd nagebootst in een voertuigruimte of een ro-ro-ruimte, is aangetoond dat deze niet minder doeltreffend is bij het bedwingen van branden die in een dergelijke ruimte kunnen worden verwacht.

    • 6.1.4 Wanneer vast aangebrachte sproei-installaties voor water onder druk zijn aangebracht moeten, met het oog op ernstig verlies aan stabiliteit dat zou worden veroorzaakt door de opeenhoping van grote hoeveelheden water op het dek of de dekken tijdens het gebruik van de vast aangebrachte sproei-installatie voor water onder druk, de volgende voorzieningen worden getroffen:

      • .1 op passagiersschepen:

        • .1.1 in de ruimten boven het schottendek moeten spuipijpen worden aangebracht teneinde zeker te stellen dat dit water snel rechtstreeks overboord wordt afgevoerd;

        • .1.2.1 op ro-ro-passagiersschepen moeten de lozingskleppen van de spuipijpen, voorzien van directe sluitvoorzieningen die bedienbaar zijn vanaf een positie boven het schottendek in overeenstemming met de vereisten van het van kracht zijnde Internationale Verdrag betreffende de uitwatering van schepen, geopend blijven zolang het schip zich op zee bevindt;

        • .1.2.2 elke bediening van de in paragraaf 6.1.4.1.2.1 bedoelde kleppen moet worden vermeld in het logboek;

        • .1.3 de Administratie kan verlangen dat in de ruimten onder het schottendek in aanvulling op de vereisten van voorschrift II-1/21 pomp- en afvoervoorzieningen worden aangebracht. In een dergelijk geval moet het afvoersysteem een zodanige capaciteit hebben dat hiermee ten minste 125% van de gezamenlijke capaciteit van zowel de pompen van de watersproei-installatie als van het vereiste aantal brandslangstraalpijpen kan worden afgevoerd. De afsluitkleppen van het afvoersysteem moeten van buiten de beveiligde ruimte kunnen worden bediend op een plaats in de nabijheid van de bedieningsmiddelen van de brandblusinstallatie. Lensputten moeten voldoende inhoudscapaciteit hebben en moeten bij de huid van het schip worden aangebracht op een onderlinge afstand van ten hoogste 40 m in elke waterdichte afdeling;

      • .2 op vrachtschepen moeten de spui- en lensinrichtingen zodanig zijn dat de vorming van vrije vloeistofoppervlakken wordt voorkomen. In een dergelijk geval moet het afvoersysteem een zodanige capaciteit hebben dat hiermee ten minste 125% van de gezamenlijke capaciteit van zowel de pompen van de watersproei-installatie als van het vereiste aantal brandslangstraalpijpen kan worden afgevoerd. De afsluitkleppen van het afvoersysteem moeten van buiten de beveiligde ruimte kunnen worden bediend op een plaats in de nabijheid van de bedieningsmiddelen van de brandblusinstallatie. Lensputten moeten voldoende inhoudscapaciteit hebben en moeten bij de huid van het schip worden aangebracht op een onderlinge afstand van ten hoogste 40 m in elke waterdichte afdeling. Is dit niet mogelijk, dan moet de Administratie, voor zover zij zulks noodzakelijk acht, bij haar goedkeuring van de stabiliteitsgegevens rekening houden met de nadelige invloed van het toegevoegde gewicht en het vrije vloeistofoppervlak op de stabiliteit. Deze informatie moet worden opgenomen in de stabiliteitsgegevens die ingevolge voorschrift II-1/22 aan de kapitein moeten worden verstrekt.

  • 6.2 Draagbare brandblustoestellen

    • 6.2.1 Op elk dekniveau moeten in elk ruim of in elke afdeling waarin voertuigen worden vervoerd aan beide zijden van de ruimte draagbare brandblustoestellen zijn aangebracht, met een tussenruimte van ten hoogste 20 m. Bij iedere toegang tot zo’n laadruimte moet zich ten minste één draagbaar brandblustoestel bevinden.

    • 6.2.2 In aanvulling op het bepaalde in paragraaf 6.2.1 moeten de volgende brandblusinstallaties zijn aangebracht in voertuigruimten, ro-ro-ruimten en ruimten van bijzondere aard bestemd voor het vervoer van motorvoertuigen met brandstof in de tank voor eigen aandrijving:

      • .1 ten minste drie nevellansen; en

      • .2 één draagbaar schuimbrandblusapparaat, dat voldoet aan het bepaalde in de Code inzake brandveiligheidssystemen, met dien verstande dat er op het schip ten minste twee van zulke apparaten voor gebruik in zulke ruimten beschikbaar moeten zijn.

HOOFDSTUK III. REDDINGSMIDDELEN EN -VOORZIENINGEN

DEEL A. ALGEMEEN

Voorschrift 1. Toepassing

• 1 Tenzij uitdrukkelijk anders is bepaald, is dit hoofdstuk van toepassing op schepen waarvan de kiel is gelegd of waarvan de bouw zich in een soortgelijk stadium bevindt op of na 1 juli 1998.

• 2 Voor de toepassing van dit hoofdstuk wordt verstaan onder een soortgelijk bouwstadium het stadium waarin:

  • .1 de bouw specifiek voor een bepaald schip aanvangt; en

  • .2 is aangevangen met de montage van dat schip, dat ten minste 50 ton of 1 procent van de geschatte massa van alle bouwmateriaal omvat, naar gelang van welke van beide het minst is.

• 3 Voor de toepassing van dit hoofdstuk:

  • .1 wordt verstaan onder schepen die worden gebouwd: schepen waarvan de kiel wordt gelegd of waarvan de bouw zich in een soortgelijk stadium bevindt;

  • .2 wordt verstaan onder alle schepen: schepen gebouwd vóór, op of na 1 juli 1998; de uitdrukkingen alle passagiersschepen en alle vrachtschepen worden dienovereenkomstig uitgelegd;

  • .3 wordt een vrachtschip – ongeacht wanneer dit is gebouwd – dat wordt verbouwd tot passagiersschip, beschouwd als een passagiersschip gebouwd op de datum waarop een dergelijke verbouwing wordt aangevangen.

• 4 Voor schepen gebouwd vóór 1 juli 1998, moet de Administratie:

  • .1 er voor zorg dragen dat, met inachtneming van het bepaalde in paragraaf 4.2, wordt voldaan aan de vereisten die krachtens Hoofdstuk III van het Internationaal Verdrag voor de beveiliging van mensenlevens op zee, 1974, vóór 1 juli 1998 van toepassing zijn op nieuwe of bestaande schepen, zoals in genoemd hoofdstuk is voorgeschreven; en

  • .2 er voor zorg dragen dat wanneer reddingsmiddelen of -voorzieningen op dergelijke schepen worden vervangen, of wanneer dergelijke schepen reparaties, veranderingen of wijzigingen van ingrijpende aard ondergaan die vervanging van, of een aanvulling op hun bestaande reddingsmiddelen of -voorzieningen met zich meebrengen, deze reddingsmiddelen of -voorzieningen, voor zover dat redelijk en uitvoerbaar is, voldoen aan de vereisten van dit hoofdstuk. Wanneer echter een reddingsboot of -vlot anders dan een opblaasbaar reddingsvlot wordt vervangen zonder het bijbehorende tewaterlatingsmiddel te vervangen, of omgekeerd, dan kan de reddingsboot, het reddingsvlot of het tewaterlatingsmiddel van hetzelfde type zijn als dat wat wordt vervangen.

Voorschrift 2. Vrijstellingen

• 1 De Administratie kan, wanneer zij van oordeel is dat de beschutte aard en de omstandigheden van de reis zodanig zijn dat toepassing van bepaalde vereisten van dit hoofdstuk redelijk noch noodzakelijk is, bepaalde schepen of klassen van schepen, die in de loop van hun reis niet meer dan 20 zeemijl uit het dichtstbijzijnde land varen, vrijstellen van die vereisten.

• 2 Wanneer passagiersschepen worden gebruikt op bijzondere reizen voor het vervoer van grote aantallen passagiers op deze reizen, zoals bij het pelgrimsvervoer, kan de Administratie, indien zij ervan overtuigd is dat het praktisch onuitvoerbaar is naleving van de vereisten van dit hoofdstuk op te leggen, dergelijke schepen vrijstellen van die vereisten, mits die schepen volledig voldoen aan de bepalingen van:

  • .1 de voorschriften gehecht aan de Overeenkomst betreffende passagiersschepen gebezigd op bijzondere reizen, 1971; en

  • .2 de voorschriften gehecht aan het Protocol betreffende de vereisten ten aanzien van passagiersruimten op passagiersschepen gebruikt op bijzondere reizen.

Voorschrift 3. Begripsomschrijvingen

Voor de toepassing van dit hoofdstuk, tenzij uitdrukkelijk anders bepaald, wordt verstaan onder:

• 1 Beschermende kleding tegen afkoeling: een beschermend pak ontworpen voor gebruik door bemanningen van hulpverleningsboten en bemanningen van mariene evacuatiesystemen.

• 2 Sloepsgast: een persoon die in het bezit is van een diploma inzake het gebruik van reddingsboten en -vlotten uitgereikt namens of als geldig erkend door de Administratie overeenkomstig de van kracht zijnde bepalingen van het Internationale Verdrag betreffende de normen voor zeevarenden inzake opleiding, diplomering en wachtdienst; of een persoon die in het bezit is van een diploma uitgereikt of erkend door de Administratie van een Staat die geen Partij is bij dit Verdrag, voor hetzelfde doel als een diploma vallende onder de verdragsbepalingen.

• 3 Ontdekking: de vaststelling van de plaats van de overlevenden of de reddingsboten en -vlotten.

• 4 Inschepingsladder: de ladder die op de inschepingsplaats voor de reddingsboten en -vlotten is aangebracht teneinde een veilige toegang te bieden tot de reddingsboten en -vlotten nadat deze te water gelaten zijn.

• 5 Te water laten door middel van vrij opdrijven: de methode van te water laten van een reddingsboot of -vlot waarbij deze respectievelijk dit automatisch van een zinkend schip wordt ontkoppeld en klaar is voor gebruik.

• 6 Te water laten door middel van vrije val: de methode van te water laten van een reddingsboot of -vlot waarbij deze respectievelijk dit met volledige bezetting en volledige uitrusting wordt ontkoppeld en vervolgens vrij in het water kan vallen zonder afgeremd te worden.

• 7 Overlevingspak: een beschermend pak dat het verlies van lichaamswarmte van een persoon gekleed in een dergelijk pak en liggend in koud water vermindert.

• 8 Opblaasbaar toestel: een toestel dat afhankelijk is van niet verstijfde, met gas gevulde drijfkamers en dat normaal, tot aan de klaar voor gebruik situatie, in onopgeblazen toestand wordt gehouden.

• 9 Toestel in opgeblazen toestand: een toestel dat afhankelijk is van niet verstijfde met gas gevulde drijfkamers en dat altijd in opgeblazen toestand en klaar voor gebruik wordt gehouden.

• 10 International Life-Saving Appliance (LSA) Code (internationale code inzake reddingsmiddelen, in dit hoofdstuk aangeduid als „de Code”) de Internationale LSA Code aangenomen door de Maritieme Veiligheidscommissie van de Organisatie door resolutie MSC.48(66), eventueel als gewijzigd door de Organisatie, op voorwaarde dat deze wijzigingen worden aangenomen, in werking worden gesteld en van kracht worden overeenkomstig het bepaalde van artikel VIII van dit Verdrag betreffende de procedure voor wijziging die van toepassing is op de Bijlage, met uitzondering van Hoofdstuk I.

• 11 Tewaterlatingsmiddel of -voorziening: een middel of voorziening om een reddingsboot, -vlot of hulpverleningsboot van de opstellingsplaats veilig naar het water te brengen.

• 12 Lengte: 96% van de totale lengte op een waterlijn op 85% van de kleinste holte naar de mal gemeten vanaf de bovenzijde van de kiel, of de lengte van de voorzijde van de voorsteven tot de hartlijn van de roerkoning op die waterlijn, indien deze laatste lengte groter is. Bij schepen die zijn ontworpen met een stuurlast moet de waterlijn waarop deze lengte gemeten wordt, evenwijdig aan de waterlijn worden genomen.

• 13 Ballasttoestand: de beladingstoestand van het schip zonder kop- of stuurlast en zonder lading, maar met 10% van de voorraden en brandstof aan boord, en in het geval van een passagiersschip, met alle passagiers en de volledige bemanning en hun bagage.

• 14 Marien evacuatiesysteem: een voorziening voor de snelle overbrenging van personen van het inschepingsdek van een schip naar een drijvende reddingsboot of drijvend reddingsvlot.

• 15 Holte naar de mal

  • .1 De holte naar de mal is de verticale afstand gemeten van de bovenkant van de kiel tot de bovenkant van de balken van het vrijboorddek in de zijde. Bij houten schepen en composietschepen wordt de afstand gemeten vanaf de onderkant van de sponning van de kiel. Indien de vorm in het onderste gedeelte van het grootspant hol verloopt of indien dikke zandstroken zijn aangebracht, wordt de afstand gemeten vanaf het punt waar de lijn die van het vlakke deel van het scheepsvlak naar hart schip wordt doorgetrokken, de zijkant van de kiel snijdt.

  • .2 Bij schepen waar de overgang van de huidbeplating naar de dekbeplating als een rondgezette plaat is uitgevoerd wordt de holte naar de mal gemeten tot het snijpunt van de doorgestrookte onderzijde van de dekbeplating en de binnenzijde van de huidbeplating.

  • .3 Indien het vrijboorddek verspringt en het verhoogde gedeelte zich uitstrekt tot voorbij het punt waar de holte naar de mal moet worden bepaald, wordt de holte naar de mal gemeten tot een referentielijn die vanaf het lage gedeelte van het dek evenwijdig aan het verhoogde gedeelte wordt getrokken.

• 16 Reddingsmiddelen of -voorzieningen van een nieuw ontwerp: reddingsmiddelen of -voorzieningen die nieuwe kenmerken vertonen die niet geheel vallen onder de voorschriften van dit hoofdstuk, maar die een gelijke of hogere norm van veiligheid bieden.

• 17 Positieve stabiliteit: het vermogen van een vaartuig terug te keren naar zijn oorspronkelijke positie na afloop van een kenterend moment.

• 18 Terugzettijd voor een hulpverleningsboot: de tijd die benodigd is om de boot op te halen naar een plaats waar de personen aan boord kunnen ontschepen op het dek van het schip. De terugzettijd omvat ook de tijd die benodigd is om voorbereidingen te treffen voor het terugplaatsen van de hulpverleningsboot aan boord, zoals het werpen en vastmaken van een vanglijn, aan de tewaterlatingsvoorziening koppelen van de hulpverleningsboot en de tijd van het ophalen van de hulpverleningsboot. De terugzettijd omvat niet de tijd die benodigd is om de tewaterlatingsvoorziening te laten zakken tot de positie voor terugplaatsing van de hulpverleningsboot.

• 19 Hulpverleningsboot: een boot ontworpen voor het redden van mensen in nood en het begeleiden van reddingsboten en -vlotten.

• 20 Terughalen: het veilig redden uit zee van overlevenden.

• 21 Ro-ro passagiersschip: een passagiersschip met ro-ro laadruimten of ruimten van bijzondere aard zoals omschreven in voorschrift II-2/3.

• 22 Korte internationale reis: een internationale reis waarop het schip zich niet meer dan 200 zeemijl verwijdert van een haven of een plaats waar passagiers en bemanning veilig kunnen worden geland. Noch de afstand tussen de laatste aanloophaven in het land waar de reis aanvangt en de uiteindelijke haven van bestemming, noch de terugreis mag 600 zeemijl overschrijden. De uiteindelijke haven van bestemming is de laatste aanloophaven in de vastgestelde reis waar vandaan het schip de terugreis aanvaardt naar het land waar de reis aanving.

• 23 Reddingsboot of -vlot: een vaartuig dat personen die in nood verkeren, in leven kan houden vanaf het moment dat zij het schip verlaten.

• 24 Hulpmiddel tegen warmteverlies: een zak of pak vervaardigd uit waterdicht materiaal met een zeer lage warmtegeleiding.

Voorschrift 4. Beoordeling, beproeving en goedkeuring van reddingsmiddelen en -voorzieningen

• 1 Behalve zoals bepaald in de paragrafen 5 en 6 moeten de reddingsmiddelen en -voorzieningen die in dit hoofdstuk zijn vereist, worden goedgekeurd door de Administratie.

• 2 Alvorens reddingsmiddelen en -voorzieningen goed te keuren, moet de Administratie zich ervan overtuigen dat deze reddingsmiddelen en -voorzieningen:

  • .1 worden beproefd om vast te stellen dat zij voldoen aan de vereisten van dit hoofdstuk en de Code, overeenkomstig de aanbevelingen van de Organisatie; of

  • .2 ten genoegen van de Administratie met succes proeven hebben ondergaan, die in wezen gelijkwaardig zijn aan die welke in die aanbevelingen zijn voorgeschreven.

• 3 Alvorens reddingsmiddelen en -voorzieningen van een nieuw ontwerp goed te keuren, moet de Administratie zich ervan overtuigen dat deze reddingsmiddelen en -voorzieningen:

  • .1 voldoen aan veiligheidsnormen die ten minste gelijkwaardig zijn aan de vereisten van dit hoofdstuk en de Code en die beoordeeld en beproefd zijn overeenkomstig de aanbevelingen van de Organisatie; of

  • .2 ten genoegen van de Administratie met succes een beoordeling en proeven hebben ondergaan, die in wezen gelijkwaardig zijn aan die aanbevelingen.

• 4 De door de Administratie aangenomen goedkeuringsprocedures moeten tevens de voorwaarden waaronder de goedkeuring geldig blijft of wordt ingetrokken, omvatten.

• 5 Alvorens reddingsmiddelen en -voorzieningen die nog niet eerder door de Administratie werden goedgekeurd te aanvaarden, moet de Administratie ervan overtuigd zijn dat die reddingsmiddelen en -voorzieningen voldoen aan de vereisten van dit hoofdstuk en de Code.

• 6 Reddingsmiddelen die krachtens dit hoofdstuk voorgeschreven zijn en waarvoor geen gedetailleerde bijzonderheden in de Code zijn opgenomen moeten ten genoegen van de Administratie zijn.

Voorschrift 5. Productiecontrole

De Administratie moet voorschrijven dat reddingsmiddelen onderworpen worden aan de productiecontroles die noodzakelijk zijn om te waarborgen dat zij volgens dezelfde normen worden vervaardigd als het goedgekeurde prototype.

DEEL B. VEREISTEN TEN AANZIEN VAN SCHEPEN EN REDDINGSMIDDELEN

AFDELING I. PASSAGIERSSCHEPEN EN VRACHTSCHEPEN

Voorschrift 6. Communicatie

• 1 Paragraaf 2 is van toepassing op alle passagiersschepen en op alle vrachtschepen met een bruto-tonnage van 300 ton of meer.

• 2 Radioreddingsmiddelen

  • 2.1 Tweeweg-VHF-radiotelefonietoestellen

    • 2.1.1 Er moeten ten minste drie tweeweg-VHF-radiotelefonietoestellen aan boord zijn van ieder passagiersschip en van ieder vrachtschip met een bruto-tonnage van 500 ton of meer. Er moeten ten minste twee tweeweg-VHF-radiotelefonietoestellen aan boord zijn van ieder vrachtschip met een bruto-tonnage van 300 ton of meer, maar minder dan 500 ton. Deze toestellen moeten voldoen aan uitvoeringsnormen die niet lager zijn dan die welke door de Organisatie zijn aangenomen. Indien een tweeweg-VHF-radiotelefonietoestel vast wordt aangebracht in een reddingsboot of -vlot, moet het voldoen aan uitvoeringsnormen die niet lager zijn dan die welke door de Organisatie zijn aangenomen.

    • 2.1.2 Tweeweg-VHF-radiotelefonietoestellen die aan boord van schepen zijn aangebracht vóór 1 februari 1992 en niet geheel voldoen aan de door de Organisatie aangenomen uitvoeringsnormen, kunnen door de Administratie worden aanvaard tot 1 februari 1999, mits de Administratie ervan overtuigd is dat zij compatibel zijn met goedgekeurde tweeweg-VHF-radiotelefonietoestellen.

  • 2.2 Radartransponders

    Aan elke zijde van ieder passagiersschip en van ieder vrachtschip met een bruto-inhoud van 500 ton of meer moet ten minste één radartransponder zijn geplaatst. Op ieder vrachtschip met een bruto-inhoud van 300 ton of meer, maar minder dan 500 ton, moet ten minste één radartransponder zijn geplaatst. Deze radartransponders moeten voldoen aan uitvoeringsnormen die niet lager zijn dan die welke door de Organisatie zijn aangenomen. De radartransponders moeten zodanig zijn geplaatst dat zij snel in een reddingsboot of -vlot , anders dan het reddingsvlot of de reddingsvlotten vereist door voorschrift 31.1.4, kunnen worden gezet. Een andere mogelijkheid is dat één radartransponder wordt geplaatst in elke reddingsboot of elk reddingsvlot, anders dan vereist door voorschrift 31.1.4. Op schepen met ten minste twee radartransponders en uitgerust met reddingsboten die door middel van vrije val te water worden gelaten, moet één van de radartransponders worden geplaatst in een reddingsboot die door middel van vrije val te water wordt gelaten en de andere in de directe nabijheid van de brug, zodanig dat deze aan boord kan worden gebruikt en direct naar één van de andere reddingsboten en -vlotten kan worden overgebracht.

• 3 Noodsignalen

  Op of in de nabijheid van de brug moeten ten minste twaalf valschermsignalen, die voldoen aan de vereisten van sectie 3.1 van de Code, zijn geplaatst.

• 4 Communicatie aan boord en alarmsystemen

  • 4.1 Ten behoeve van de communicatie in twee richtingen tussen noodcontrolestations, verzamel- en inschepingsplaatsen en strategische punten aan boord moet er aan boord een nood-communicatiesysteem zijn, vast aangebracht dan wel draagbaar, of een combinatie van beide.

  • 4.2 Er moet een algemeen alarmsysteem dat voldoet aan de vereisten van paragraaf 7.2.1 van de Code zijn aangebracht, dat moet worden gebruikt om de passagiers en de bemanning naar de verzamelplaatsen op te roepen en om de in de verlaatrol opgenomen handelingen te doen aanvangen. Het systeem moet zijn aangevuld door of een scheepsomroepsysteem dat voldoet aan de vereisten van paragraaf 7.2.2 van de Code of een ander doelmatig communicatiemiddel. Geluidssystemen voor algemene omroep- en radiovoorziening moeten automatisch worden uitgeschakeld wanneer het algemene alarmsysteem wordt geactiveerd.

  • 4.3 Het algemeen alarmsysteem moet hoorbaar zijn in alle ruimten voor accommodatie en normale dienstruimten voor de bemanning. Op passagiersschepen moet het systeem ook hoorbaar zijn op alle open dekken.

  • 4.4 Op schepen die zijn uitgerust met een marien evacuatiesysteem, moet de communicatie tussen de inschepingsplaats en het platform of de reddingsboot of het reddingsvlot worden gewaarborgd.

• 5 Scheepsomroepsystemen op passagiersschepen

  • 5.1 In aanvulling op de vereisten van voorschrift II-2/40.5 of voorschrift II-2/41-2, naar gelang van het geval, en die van paragraaf 4.2, moeten alle passagiersschepen worden uitgerust met een scheepsomroepsysteem. Met betrekking tot passagiersschepen gebouwd vóór 1 juli 1997 zijn de vereisten van de paragrafen 5.2 en 5.4, onverminderd de bepalingen van paragraaf 5.5, uiterlijk van toepassing op de datum van het eerste periodieke onderzoek na 1 juli 1997.

  • 5.2 Het scheepsomroepsysteem moet duidelijk hoorbaar zijn boven de in alle in paragraaf 7.2.2.1 van de Code bedoelde ruimten heersende geluiden, en moet zijn voorzien van een overnamefunctie die kan worden bediend vanaf een plaats op de brug of op elke andere plaats aan boord die de Administratie nodig acht, zodat alle noodberichten worden verspreid indien een van de luidsprekers in de desbetreffende ruimten uitgeschakeld is, het volume ervan laag staat of indien het scheepsomroepsysteem voor andere doeleinden wordt gebruikt.

  • 5.3 Op passagiersschepen gebouwd op of na 1 juli 1997:

    • .1 moet het scheepsomroepsysteem ten minste twee circuits hebben die over hun gehele lengte voldoende gescheiden zijn, alsmede twee aparte en onafhankelijke versterkers; en

    • .2 moeten het scheepsomroepsysteem en de functioneringsnormen daarvan zijn goedgekeurd door de Administratie, met inachtneming van de door de Organisatie aangenomen aanbevelingen.

  • 5.4 Het scheepsomroepsysteem moet zijn aangesloten op de noodenergiebron vereist door voorschrift II-1/42.2.2.

  • 5.5 Op schepen gebouwd vóór 1 juli 1997 die reeds zijn uitgerust met een door de Administratie goedgekeurd scheepsomroepsysteem dat in hoofdlijnen voldoet aan de in de paragrafen 5.2 en 5.4 van deze bijlage en paragraaf 7.2.2.1 van de Code bedoelde systemen, hoeft het systeem niet te worden aangepast.

Voorschrift 7. Persoonlijke reddingsmiddelen

• 1 Reddingsboeien

  • 1.1 Reddingsboeien die voldoen aan de vereisten van paragraaf 2.1.1 van de Code moeten:

    • .1 zo zijn verdeeld dat zij aan beide zijden van het schip en, voor zover praktisch uitvoerbaar, op alle open dekken die tot aan de zijden van het schip doorlopen bedrijfsklaar beschikbaar zijn; ten minste één reddingsboei moet in de nabijheid van de achtersteven zijn geplaatst; en

    • .2 zo zijn geplaatst dat zij snel losgegooid kunnen worden en niet op een of andere manier permanent zijn vastgezet.

  • 1.2 Aan iedere zijde van het schip moet ten minste één reddingsboei zijn voorzien van een drijvende reddingslijn die voldoet aan de vereisten van paragraaf 2.1.4 van de Code, met een lengte van ten minste tweemaal de hoogte waarop deze geplaatst is boven de waterlijn in ballasttoestand of 30 m, welke van beide het grootste is.

  • 1.3 Ten minste de helft van het totaal aantal reddingsboeien moet zijn voorzien van een zelf-ontbrandend licht dat voldoet aan de vereisten van paragraaf 2.1.2 van de Code; ten minste twee daarvan moeten bovendien zijn voorzien van een zelfwerkend rooksignaal overeenkomstig de vereisten van paragraaf 2.1.3 van de Code en moeten vanaf de brug snel ontkoppeld kunnen worden; reddingsboeien met lichten en die met lichten en rooksignalen moeten gelijkelijk zijn verdeeld over beide zijden van het schip en mogen niet de reddingsboeien zijn met reddingslijnen overeenkomstig de vereisten van paragraaf 1.2.

  • 1.4 Op iedere reddingsboei moet de naam en de thuishaven van het schip waarop de boei is geplaatst in hoofdletters in Romeins schrift zijn aangegeven.

• 2 Reddingsgordels

  • 2.1 Voor alle opvarenden moet een reddingsgordel die voldoet aan de vereisten van paragraaf 2.2.1 of 2.2.2 van de Code aan boord zijn; bovendien moeten er zijn:

    • .1 een aantal reddingsgordels geschikt voor kinderen, gelijk aan ten minste 10% van het aantal passagiers aan boord of dat grotere aantal dat voorgeschreven kan worden om een reddingsgordel per kind te verstrekken; en

    • .2 een voldoend aantal reddingsgordels voor de wachtdoende bemanningsleden en voor gebruik op ver verwijderde plaatsen van reddingsboten en -vlotten. De reddingsgordels voor de wachtdoende bemanningsleden moeten zijn opgeslagen op de brug, de machinebedieningskamer en op elk ander bemand wachtstation.

  • 2.2 De reddingsgordels moeten zo zijn geplaatst dat ze gemakkelijk bereikbaar zijn en hun bergplaats moet duidelijk aangegeven zijn. Wanneer, vanwege de bijzondere indeling van het schip, de reddingsgordels voorgeschreven ingevolge de vereisten van paragraaf 2.1 onbereikbaar zouden worden, moeten andere maatregelen ten genoegen van de Administratie worden genomen welke kunnen inhouden dat het aantal reddingsgordels wordt vergroot.

  • 2.3 De reddingsgordels die worden gebruikt in geheel overdekte reddingsboten, behalve reddingsboten die door middel van vrije val te water worden gelaten, mogen de toegang tot de reddingsboot of zitplaatsen en het gebruik van de veiligheidsgordels in de reddingsboot niet belemmeren.

  • 2.4 De reddingsgordels die zijn gekozen voor reddingsboten die door middel van vrije val te water worden gelaten en de manier waarop deze aan boord zijn geplaatst of worden gedragen mogen geen belemmering vormen voor de toegang tot de reddingsboot, de veiligheid van de opvarenden of het gebruik van de reddingsboot.

• 3 Overlevingspakken en beschermende kleding tegen afkoeling

  Voor alle personen die zijn aangewezen om de hulpverleningsboot te bemannen of die zijn toegewezen aan het mariene evacuatiesysteem, moet er een overlevingspak of beschermende kleding tegen afkoeling van de juiste maat zijn dat respectievelijk die voldoet aan de vereisten van sectie 2.3 van de Code respectievelijk de vereisten van sectie 2.4 van de Code. Indien het schip voortdurend reizen maakt in gebieden met een warm klimaat waar bescherming tegen warmteverlies, naar het oordeel van de Administratie, niet nodig is, hoeft deze beschermende kleding niet aan boord te zijn.

Voorschrift 8. Verlaatrol en aanwijzingen voor noodgevallen

• 1 Dit voorschrift is van toepassing op alle schepen.

• 2 Aan alle opvarenden moeten duidelijke aanwijzingen, die in geval van nood moeten worden gevolgd, worden verstrekt. In geval van passagiersschepen moeten deze instructies zijn opgesteld in de taal of talen die wordt respectievelijk worden vereist door de vlaggestaat van het schip en in de Engelse taal.

• 3 Op in het oog vallende plaatsen in het schip, met inbegrip van de brug, de machinekamer en bemanningsverblijven, moeten exemplaren van de verlaatrol, die voldoen aan het bepaalde van voorschrift 37, zijn opgehangen.

• 4 Afbeeldingen en aanwijzingen in geschikte talen moeten zijn aangebracht in de passagiershutten en duidelijk zichtbaar worden opgehangen op de verzamelplaatsen en in andere passagiersruimten teneinde de passagiers in te lichten omtrent:

  • .1 hun verzamelplaats;

  • .2 de noodzakelijke handelingen die zij in geval van nood moeten verrichten; en

  • .3 hoe men een reddingsgordel aantrekt.

Voorschrift 9. Bedieningsaanwijzingen

• 1 Dit voorschrift is van toepassing op alle schepen.

• 2 Op of nabij de reddingsboten en -vlotten en de bedieningsplaatsen van de tewaterlatingsmiddelen moeten instructieplaten of aanduidingen zijn aangebracht die:

  • .1 het doel van de bedieningsmiddelen, de volgorde van behandeling van het toestel en desbetreffende instructies of waarschuwingen aangeven;

  • .2 gemakkelijk zichtbaar zijn bij het licht van de noodverlichting; en

  • .3 gebruik maken van symbolen overeenkomstig de aanbevelingen van de Organisatie.

Voorschrift 10. Bezetting van reddingsboten en -vlotten en het toezicht daarop

• 1 Dit voorschrift is van toepassing op alle schepen.

• 2 Er moet een voldoende aantal geoefende bemanningsleden aan boord zijn om de verlaatrol te leiden en om ongeoefende personen bijeen te brengen en behulpzaam te zijn.

• 3 Er moet een voldoende aantal bemanningsleden aan boord zijn, stuurlieden danwel sloepsgasten, om de reddingsboten en -vlotten en de tewaterlatingsvoorzieningen, die vereist zijn om alle opvarenden te kunnen ontschepen, te bedienen.

• 4 Een stuurman of een sloepsgast moet de leiding hebben over elke te gebruiken reddingsboot respectievelijk elk te gebruiken reddingsvlot. Rekening houdend met de aard van de reis, het aantal opvarenden en het soort schip kan de Administratie evenwel toestaan dat personen met ervaring in de behandeling en bediening van reddingsvlotten, de leiding in die reddingsvlotten krijgen toegewezen in plaats van de bovengenoemde gekwalificeerde personen. Tevens dient in het geval van reddingsboten een plaatsvervanger te worden aangewezen.

• 5 Degene die de leiding heeft over een reddingsboot of -vlot moet beschikken over een lijst met namen van de bemanningen voor reddingsboten en -vlotten en moet erop toezien dat de hem toegewezen bemanningsleden hun taken kennen. In reddingsboten moet de plaatsvervangende sloepscommandant ook een lijst van de reddingsbootbemanning hebben.

• 6 Voor iedere motor-reddingsboot respectievelijk ieder motor-reddingsvlot moet iemand die de motor kan bedienen en kleine herstellingen kan verrichten, zijn aangewezen.

• 7 De kapitein moet ervoor zorgen dat het aantal personen bedoeld in de paragrafen 2, 3 en 4 op evenwichtige wijze over de reddingsboten en -vlotten wordt verdeeld.

Voorschrift 11. Verzamel- en inschepingsvoorzieningen voor reddingsboten en -vlotten

• 1 Reddingsboten en reddingsvlotten waarvoor goedgekeurde tewaterlatingsmiddelen zijn voorgeschreven, moeten zo dicht mogelijk bij de ruimten voor accommodatie en dienstruimten zijn geplaatst.

• 2 De verzamelplaatsen moeten dicht bij de inschepingsplaatsen zijn. Elke verzamelplaats moet voldoende ruimte aan dek hebben om alle daarvoor aangewezen personen te kunnen bevatten, maar ten minste 0,35 m² per persoon.

• 3 Verzamel- en inschepingsplaatsen moeten gemakkelijk toegankelijk zijn vanuit de ruimten voor accommodatie en werkruimten.

• 4 Verzamel- en inschepingsplaatsen moeten voldoende verlicht worden; deze verlichting moet worden geleverd door de elektrische noodkrachtbron vereist in voorschrift II-1/42 of II-1/43, naar gelang van toepassing.

• 5 Gangen, trappen en uitgangen die toegang geven tot de verzamel- en inschepingsplaatsen moeten zijn verlicht. Deze verlichting moet kunnen worden geleverd door de elektrische noodkrachtbron vereist in voorschrift II-1/42 of II-1/43, naar gelang van toepassing. Ter aanvulling op en als onderdeel van de markeringen vereist in voorschrift II-2/28.1.10, moeten routes naar de verzamelplaatsen worden gemarkeerd met verzamelplaatssymbolen bedoeld voor dat doel, overeenkomstig de aanbevelingen van de Organisatie.

• 6 Verzamel- en inschepingsplaatsen voor strijkbare reddingsboten en -vlotten en voor reddingsboten en -vlotten die door middel van vrije val te water worden gelaten moeten zo zijn ingericht dat het mogelijk is een gewonde op een draagbaar in de reddingsboot of op het reddingsvlot te plaatsen.

• 7 Op iedere inschepingsplaats of op ieder paar naast elkaar gelegen inschepingsplaatsen moet een inschepingsladder zijn die voldoet aan de vereisten van paragraaf 6.1.6 van de Code, bestaande uit één lengte die onder alle omstandigheden van kop- of stuurlast van maximaal 10°° en met een slagzij van maximaal 20°° naar iedere zijde, vanaf het dek bij de geringste diepgang reikt naar reddingsboten en -vlotten die aan de zijde van het schip te water zijn gelaten. De Administratie kan echter toestaan dat dergelijke ladders worden vervangen door goedgekeurde middelen om toegang te verschaffen tot de reddingsboten en -vlotten wanneer deze in het water liggen, op voorwaarde dat er tenminste één inschepingsladder aan iedere kant van het schip is. Voor de reddingsvlotten vereist in voorschrift 31.1.4 kunnen andere middelen voor ordelijke inscheping worden toegestaan.

• 8 Waar nodig moeten middelen aanwezig zijn om de strijkbare reddingsboten en -vlotten tegen scheepsboord te brengen en daar te houden opdat personen veilig kunnen inschepen.

Voorschrift 12. Tewaterlatingsplaatsen

Om een veilige tewaterlating te waarborgen, moet de opstelling van de tewaterlatingsplaatsen zodanig zijn dat bijzondere aandacht wordt geschonken aan de afstand tot de schroef en de sterk uitstekende gedeelten van de romp en dat de reddingsboten en -vlotten, behalve reddingsboten en -vlotten speciaal ontworpen voor tewaterlating door middel van vrije val, zoveel mogelijk langs het verticale gedeelte van de zijde van het schip afgevierd kunnen worden. Bij plaatsing op het voorschip moeten zij op een beschermde plaats achter het aanvaringsschot zijn opgesteld en, in dit verband, moet de Administratie bijzondere aandacht schenken aan de sterkte van het tewaterlatingsmiddel.

Voorschrift 13. Plaatsing van reddingsboten en -vlotten

• 1 Iedere reddingsboot respectievelijk ieder reddingsvlot moet worden geplaatst:

  • .1 zodanig dat noch de reddingsboot respectievelijk het reddingsvlot noch de plaatsingsvoorzieningen de werking van enige andere reddingsboot of enig ander reddingsvlot of hulpverleningsboot op een andere tewaterlatingsplaats belemmeren;

  • .2 zo laag mogelijk boven het wateroppervlak als veilig en uitvoerbaar is en in het geval van een reddingsboot of -vlot, anders dan een werpreddingsvlot, op een zodanige plaats dat de reddingsboot of het reddingsvlot op een inschepingsplaats komt van niet minder dan 2 m boven de waterlijn van het schip in geladen toestand, onder ongunstige omstandigheden van kop- of stuurlast tot 10° en een slagzij tot 20° naar iedere kant of tot die hoek waarbij de rand van het bovenste doorlopende dek onder water raakt, welk van beide het kleinste is;

  • .3 zodat de reddingsboot of het reddingsvlot voortdurend bedrijfsklaar is zodat twee bemanningsleden het vaartuig binnen 5 minuten voor inschepen en te water laten kunnen klaarmaken.

  • .4 zodat het vaartuig volledig uitgerust is als voorgeschreven in dit hoofdstuk en de Code; en

  • .5 voor zover uitvoerbaar, in een voor schade door brand en explosie veilige en beschermde plaats. In het bijzonder reddingsboten en -vlotten op tankschepen, anders dan de reddingsvlotten vereist in voorschrift 31.1.4, mogen niet geplaatst zijn op of boven een ladingtank, sloptank of andere tank die ontplofbare of gevaarlijke lading bevat.

• 2 Reddingsboten die langs de scheepszijde moeten worden gevierd, moeten zo ver mogelijk voor de schroef worden geplaatst. Op vrachtschepen van 80 m lengte en meer doch minder dan 120 m lengte moet iedere reddingsboot zo worden geplaatst, dat de achterkant van de reddingsboot ten minste de reddingsbootlengte voor de schroef heeft. Op vrachtschepen van 120 m lengte en meer en op passagiersschepen van 80 m lengte en meer moet iedere reddingsboot zo worden geplaatst, dat de achterkant van de reddingsboot niet minder dan anderhalf maal de reddingsbootlengte voor de schroef heeft. Waar toepasselijk moet het op het schip zo worden ingedeeld dat de reddingsboten op hun opstellingsplaatsen beschermd zijn tegen schade door overkomend water.

• 3 Reddingsboten moeten zijn opgesteld verbonden met de tewaterlatingsmiddelen.

• 4.1 Elk reddingsvlot moet zijn geplaatst met zijn vanglijn permanent bevestigd aan het schip.

• 4.2 Elk reddingsvlot of elke groep reddingsvlotten moet zijn geplaatst met een voorziening voor vrij opdrijven die voldoet aan de vereisten van paragraaf 4.1.6 van de Code en wel zo dat wanneer het schip zinkt het reddingsvlot vrij opdrijft en, indien opblaasbaar, automatisch wordt opgeblazen.

• 4.3 Reddingsvlotten moeten zodanig worden geplaatst dat het mogelijk is met de hand één vlot of verpakking tegelijk van zijn sjorringen te ontdoen.

• 4.4 De paragrafen 4.1 en 4.2 zijn niet van toepassing op de reddingsvlotten vereist in voorschrift 31.1.4.

• 5 Strijkbare reddingsvlotten moeten binnen bereik van hijshaken worden geplaatst, tenzij er overbrengingsmiddelen zijn aangebracht die niet buiten werking raken binnen de gestelde normen van kop- of stuurlast en slagzij zoals omschreven in paragraaf 1.2 of door de scheepsbeweging of door het uitvallen van de elektriciteit.

• 6 Werpreddingsvlotten moeten klaar voor overbrenging voor het te water laten aan iedere zijde van het schip worden opgesteld, tenzij de reddingsvlotten met de gezamenlijke capaciteit die in voorschrift 31.1 is voorgeschreven, om aan beide zijden te water gelaten te kunnen worden, aan beide zijden van het schip geplaatst zijn.

Voorschrift 14. Plaatsing van hulpverleningsboten

Hulpverleningsboten moeten worden geplaatst:

• .1 zodat ze voortdurend bedrijfsklaar zijn voor tewaterlating in niet meer dan 5 minuten, en indien van het opblaasbare type, te allen tijde in volledig opgeblazen toestand;

• .2 op een plaats die geschikt is voor het te water laten en het terugplaatsen;

• .3 zodanig dat noch de hulpverleningsboten noch de plaatsingsvoorzieningen de werking van een reddingsboot of -vlot op een andere tewaterlatingsplaats belemmeren;

• .4 overeenkomstig de bepalingen van voorschrift 13, indien ze tevens reddingsboot zijn.

Voorschrift 15. Plaatsing van mariene evacuatiesystemen

• 1 In de scheepszijde mogen geen openingen zijn tussen de inschepingsplaats van het mariene evacuatiesysteem en de waterlijn in ballasttoestand en voorzieningen moeten zijn getroffen om het systeem te beschermen tegen uitstekende delen.

• 2 Om veilige tewaterlating te waarborgen, moet de opstelling van mariene evacuatiesystemen zodanig zijn dat bijzondere aandacht wordt geschonken aan de afstand tot de schroef en de sterk uitstekende gedeelten van de romp en dat het systeem zoveel mogelijk langs het verticale gedeelte van de zijde van het schip afgevierd kan worden.

• 3 De plaatsing van elk marien evacuatiesysteem moet zodanig zijn dat noch de vrije doorgang, noch het platform, noch de plaatsing of de bedieningsvoorzieningen ervan de werking van enig ander reddingsmiddel op een andere tewaterlatingsplaats belemmeren;

• 4 Waar toepasselijk moet het op het schip zo worden ingedeeld dat de mariene evacuatiesystemen op hun opstellingsplaatsen beschermd zijn tegen schade door overkomend water.

Voorschrift 16. Voorzieningen voor tewaterlating en terugzetten van reddingsboten en -vlotten

• 1 Tenzij uitdrukkelijk anders bepaald, moeten tewaterlatingsmiddelen en inschepingsvoorzieningen die voldoen aan de vereisten van deel 6.1 van de Code beschikbaar zijn voor alle reddingsboten en -vlotten behalve voor:

  • .1 reddingsboten en -vlotten waarin wordt ingescheept vanaf een plaats aan dek op minder dan 4,5 m boven de waterlijn in ballasttoestand en die een gewicht hebben van niet meer dan 185 kg; of

  • .2 reddingsboten en -vlotten waarin wordt ingescheept vanaf een plaats aan dek op minder dan 4,5 m boven de waterlijn in ballasttoestand en die geplaatst zijn voor het rechtstreeks te water laten vanaf de opstellingsplaats onder ongunstige omstandigheden van kop- of stuurlast tot 10° en met een slagzij tot 20° naar iedere kant; of

  • .3 reddingsboten en -vlotten die aan boord zijn boven de reddingsboten en -vlotten ten behoeve van 200% van het aantal opvarenden en die een gewicht hebben van niet meer dan 185 kg.; of

  • .4 reddingsboten en -vlotten die aan boord zijn boven de reddingsboten en -vlotten ten behoeve van 200% van het aantal opvarenden en die geplaatst zijn voor het rechtstreeks te water laten vanaf de opstellingsplaats onder ongunstige omstandigheden van kop- of stuurlast tot 10° en met een slagzij van niet meer dan 20° naar iedere kant, of

  • .5 reddingsboten en -vlotten die aan boord zijn voor gebruik in combinatie met een marien evacuatiesysteem dat voldoet aan de vereisten van sectie 6.2 van de Code en is geplaatst voor het rechtstreeks te water laten vanaf de opstellingsplaats onder ongunstige omstandigheden van kop- of stuurlast tot 10° en met een slagzij tot 20° naar iedere kant.

• 2 Elke reddingsboot moet zijn voorzien van een middel dat de reddingsboot te water kan laten en weer terug kan zetten. Bovendien moet er een voorziening zijn om de reddingsboot vrij te laten hangen om het ontkoppelingssysteem vrij te maken voor onderhoud.

• 3 De middelen voor het te water laten en terugzetten moeten zo zijn uitgevoerd dat de bediener daarvan in staat is te allen tijde de reddingsboot of het reddingsvlot bij het te water laten en voor de reddingsboten tevens bij het terugzetten, van boord af gade te slaan.

• 4 Voor gelijksoortige reddingsboten en -vlotten aan boord van een schip mag uitsluitend één type ontkoppelingsmechanisme worden gebruikt.

• 5 Het gereedmaken en bedienen van een reddingsboot of -vlot op een tewaterlatingsplaats mag het gereedmaken en bedienen van andere reddingsboten en -vlotten of hulpverleningsboten op andere tewaterlatingsplaatsen niet belemmeren;

• 6 Lopers, waar toegepast, moeten lang genoeg zijn om met de reddingsboten en -vlotten het water te kunnen bereiken vanaf het schip in ballasttoestand onder ongunstige omstandigheden van kop- of stuurlast tot 10° en een slagzij van niet meer dan 20° naar iedere kant.

• 7 Gedurende het klaarmaken en te water laten moeten de reddingsboot of het reddingsvlot, het daarbij behorende tewaterlatingsmiddel en de omgeving van het wateroppervlak waarin deze respectievelijk dit zal worden afgevierd voldoende verlicht worden met licht dat geleverd wordt door de elektrische noodkrachtbron vereist in Voorschrift II-1/42 of II-1/43, naar gelang van toepassing.

• 8 Er moeten middelen beschikbaar zijn om te voorkomen dat waterlozing op de reddingsboten en -vlotten plaatsvindt gedurende ‘schip verlaten’.

• 9 Wanneer het gevaar bestaat dat de reddingsboten en -vlotten beschadigd zullen worden door de vleugels van de scheepsstabilisatoren, moeten er middelen beschikbaar zijn, gevoed door een noodkrachtbron, om die vleugels binnenboord te brengen; op de brug moet een aanwijzer bekrachtigd door een noodkrachtbron beschikbaar zijn om de stand van de stabilisatorvleugels aan te geven.

• 10 Indien gedeeltelijk overdekte reddingsboten die voldoen aan de vereisten van hoofdstuk 4.5 van de Code aan boord zijn, dan dient een middenleider tussen de davitkoppen te zijn aangebracht voorzien van niet minder dan twee reddingslijnen die lang genoeg zijn om tot op het water te reiken met het schip in ballasttoestand onder ongunstige omstandigheden van kop- of stuurlast tot 10° en met een slagzij tot 20° naar iedere kant.

Voorschrift 17. Voorzieningen voor inscheping in, tewaterlating en terugzetten van hulpverleningsboten

• 1 De voorzieningen voor inscheping in en tewaterlating van hulpverleningsboten moeten zo zijn uitgevoerd dat in de kortst mogelijke tijd in de hulpverleningsboot kan worden ingescheept en deze te water kan worden gelaten.

• 2 Indien de hulpverleningsboot een van de reddingsboten en -vlotten van het schip is, moeten de inschepingsvoorzieningen en de tewaterlatingsplaats voldoen aan de bepalingen van de voorschriften 11 en 12.

• 3 De tewaterlatingsvoorzieningen moeten voldoen aan de bepalingen van voorschrift 16. Alle hulpverleningsboten moeten echter te water gelaten kunnen worden, waar nodig met gebruikmaking van een vanglijn, terwijl het schip met een snelheid tot 5 knopen in kalm water vooruit vaart.

• 4 Het terugzetten van de hulpverleningsboot mag niet langer duren dan 5 min bij kalme zee en beladen met de volledige bezetting en de volledige uitrusting. Indien de hulpverleningsboot tevens reddingsboot is, moet deze binnen deze tijd kunnen worden teruggezet met de boot die beladen is met de uitrusting van de reddingsboot en de goedgekeurde bezetting van de hulpverleningsboot van ten minste 6 personen.

• 5 De voorzieningen voor het inschepen in en terugzetten van hulpverleningsboten moeten het veilig en efficiënt gebruik van een draagbaar mogelijk maken. Zwaarweerhijsstroppen moeten aanwezig zijn ter wille van de veiligheid indien zware hijsblokken een gevaar vormen.

Voorschrift 18. Lijnwerptoestellen

Een lijnwerptoestel dat voldoet aan de vereisten van deel 7.1 van de Code moet aan boord zijn.

Voorschrift 19. Instructies en oefeningen voor noodgevallen

• 1 Dit voorschrift is van toepassing op alle schepen.

• 2 Vertrouwdheid met de veiligheidsvoorzieningen en verlaatrollen

  • 2.1 Ieder bemanningslid aan wie taken in noodsituaties zijn opgedragen moet vertrouwd zijn met deze taken voordat de reis begint.

  • 2.2 Aan boord van een schip dat een reis maakt waarbij de passagiers volgens planning meer dan 24 uur aan boord blijven, moet de verlaatrol voor de passagiers binnen 24 uur na inscheping plaatsvinden. De passagiers moeten worden voorgelicht over het gebruik van reddingsgordels en de te verrichten handelingen in geval van nood.

  • 2.3 Steeds wanneer nieuwe passagiers inschepen, moeten de passagiers direct vóór of na vertrek veiligheidsinstructies krijgen. De uitleg moet de instructies omvatten die worden vereist door de voorschriften 8.2 en 8.4 en plaatsvinden door middel van een oproep in één of meer talen waarvan het waarschijnlijk is dat zij worden verstaan door de passagiers. De oproep moet worden gedaan via het scheepsomroepsysteem of een vergelijkbaar middel dat waarschijnlijk wordt gehoord door ten minste de passagiers die de oproep nog niet eerder hebben gehoord tijdens de reis. De uitleg kan worden opgenomen in de verlaatrol vereist door paragraaf 2.2, indien de verlaatrol direct na vertrek plaatsvindt. Instructiekaarten of -platen of videoprogramma's die worden vertoond op de videoschermen van het schip kunnen worden gebruikt ter aanvulling op de uitleg, maar zij mogen niet worden gebruikt als vervanging van de oproep.

• 3 Oefeningen

  • 3.1 Voor zover uitvoerbaar moeten de oefeningen worden uitgevoerd alsof er een daadwerkelijke noodsituatie heerst.

  • 3.2 Ieder bemanningslid moet aan ten minste één verlaatrol en één brandrol in de maand deelnemen. De oefeningen voor de bemanning moeten plaatsvinden binnen 24 uur nadat het schip een haven heeft verlaten wanneer meer dan 25% van de bemanning in de voorafgaande maand niet heeft deelgenomen aan verlaat- en brandrollen aan boord van het desbetreffende schip. Wanneer een schip voor het eerst in de vaart wordt genomen, een grote wijziging heeft ondergaan of nadat een nieuwe bemanning is aangesteld, moeten deze oefeningen vóór vertrek plaatsvinden. De Administratie kan andere regelingen die ten minste gelijkwaardig zijn, aanvaarden voor die soorten schepen waarvoor deze onuitvoerbaar zijn.

  • 3.3 Oefening schip-verlaten

    • 3.3.1 Iedere oefening schip-verlaten moet omvatten:

      • .1 het oproepen van passagiers en bemanning naar hun verzamelplaatsen door middel van het alarmsysteem vereist in voorschrift 6.4.2, gevolgd door een aankondiging van de oefening via het scheepsomroepsysteem of een ander communicatiesysteem en het zich ervan verzekeren dat zij op de hoogte zijn gebracht van de gang van zaken bij het schip-verlaten, zoals vermeld in de verlaatrol;

      • .2 het melden bij de verzamelplaatsen en het voorbereiden op de taken genoemd in de verlaatrol;

      • .3 controle op de passende kleding van passagiers en bemanning;

      • .4 controle of de reddingsgordels goed zijn aangetrokken;

      • .5 het afvieren van ten minste één reddingsboot nadat deze voor het afvieren gereed is gemaakt;

      • .6 het starten en laten draaien van de reddingsbootmotor;

      • .7 het bedienen van de kranen voor de strijkbare reddingsvlotten;

      • .8 een oefening met het opsporen en redden van passagiers die vastzitten in hun hutten; en

      • .9 instructies voor het gebruik van radiomiddelen voor redding.

    • 3.3.2 Voor zover uitvoerbaar moeten bij achtereenvolgende oefeningen verschillende reddingsboten worden afgevierd overeenkomstig het bepaalde in paragraaf 3.3.1.5.

    • 3.3.3 Behalve in situaties omschreven in de paragrafen 3.3.4 en 3.3.5, moet iedere reddingsboot ten minste eenmaal in de drie maanden tijdens een verlaatrol door de voor de bediening aangewezen bemanning aan boord te water worden gelaten en moet er mee worden gemanoeuvreerd.

    • 3.3.4 In het geval van een reddingsboot die bedoeld is voor tewaterlating door middel van vrije val, gaat de bemanning, tenminste eenmaal per kwartaal tijdens een ontruimingsoefening aan boord van de reddingsboot, bevestigt zich naar behoren op de zitplaats en vangt aan met de procedure voor tewaterlating tot aan, niet tot en met, de feitelijke loskoppeling van de reddingsboot (de ontkoppelingshaak mag niet worden losgemaakt). De reddingsboot wordt vervolgens hetzij door middel van vrije val te water gelaten met uitsluitend de voor de bediening benodigde bemanning aan boord, of door middel van een secundaire voorziening voor tewaterlating in het water geplaatst met of zonder de bemanning voor de bediening aan boord. In beide gevallen moet vervolgens met de reddingsboot door de bemanning voor de bediening in het water worden gemanoeuvreerd. Met tussenpozen van ten hoogste zes maanden moet de reddingsboot hetzij door middel van vrije val te water worden gelaten met uitsluitend de bemanning voor de bediening aan boord, of moet een gesimuleerde tewaterlating plaatsvinden in overeenstemming met de door de Organisatie opgestelde richtsnoeren.

    • 3.3.5 Voor schepen die korte internationale reizen maken kan de Administratie toestaan om de reddingsboten aan één zijde niet te water te laten wanneer de ligplaatsvoorzieningen in de haven en het vaarpatroon het te water laten aan die zijde niet mogelijk maken. Al deze reddingsboten moeten echter ten minste eenmaal per drie maanden afgevierd en jaarlijks te water gelaten worden.

    • 3.3.6 Voor zover dat redelijk en uitvoerbaar is moeten hulpverleningsboten, anders dan reddingsboten die tevens hulpverleningsboten zijn, iedere maand met hun aangewezen bemanning te water worden gelaten en moet er mee worden gemanoeuvreerd in het water. In ieder geval moet ten minste eenmaal in de drie maanden aan deze eis worden voldaan.

    • 3.3.7 Indien oefeningen met het te water laten van de reddingsboot en hulpverleningsboot worden gehouden met een vaartlopend schip, dan moeten deze oefeningen in verband met de gevaren die daaraan verbonden zijn uitsluitend worden uitgevoerd in beschut water en onder toezicht staan van een officier met ervaring in dergelijke oefeningen.

    • 3.3.8 Indien een schip is uitgerust met mariene evacuatiesystemen, moeten de oefeningen de uitvoering van de procedures omvatten voor het gebruik van een dergelijk systeem tot aan het moment dat direct voorafgaat aan het daadwerkelijk gebruik van het systeem. Dit aspect van oefeningen moet worden aangevuld met regelmatige instructies met behulp van de hulpmiddelen voor oefeningen aan boord vereist in voorschrift 35.4. Bovendien moet elk lid van de bemanning van het systeem, voor zover uitvoerbaar, verder worden getraind door middel van deelname in een oefening waarbij een vergelijkbaar systeem volledig wordt gebruikt in het water, hetzij aan boord van een schip hetzij op de wal, met tussenpozen van niet langer dan twee jaar, maar in geen geval langer dan drie jaar. Deze training kan worden gecombineerd met de oefeningen vereist in voorschrift 20.8.2.

    • 3.3.9 De noodverlichting ten behoeve van het verzamelen en het schip-verlaten moet bij iedere verlaatrol worden beproefd.

  • 3.4 Brandrol

    • 3.4.1 Oefeningen in het blussen van brand moeten op zodanige wijze worden gepland dat voldoende rekening wordt gehouden met de gebruikelijke praktijk in de verschillende noodsituaties die zich kunnen voordoen afhankelijk van het type schip en de lading.

    • 3.4.2 Iedere brandrol moet omvatten:

      • .1 het melden bij de verzamelplaatsen en het voorbereiden op de taken genoemd in de verlaatrol vereist in voorschrift 8;

      • .2 het in werking stellen van een brandpomp met gebruikmaking van ten minste de twee vereiste waterstralen om aan te tonen dat het systeem in goede staat is voor gebruik;

      • .3 het controleren van de brandweeruitrustingen en andere persoonlijke reddingsuitrusting;

      • .4 het controleren van de desbetreffende communicatieapparatuur;

      • .5 het controleren van de werking van waterdichte deuren, branddeuren, brandkleppen en hoofdin- en uitlaten van ventilatiesystemen in het gebied waar de oefeningen plaatsvinden; en

      • .6 het controleren van de nodige voorzieningen voor het vervolgens verlaten van het schip.

    • 3.4.3 De uitrusting die gedurende oefeningen wordt gebruikt moet onmiddellijk weer in volledig gebruiksklare staat worden gebracht, en mankementen en storingen die tijdens de oefeningen worden geconstateerd, moeten zo snel mogelijk worden verholpen.

• 4 Oefening en instructie aan boord

  • 4.1 De oefening aan boord in het gebruik van de reddingsmiddelen van het schip, met inbegrip van de uitrusting van de reddingsboten en -vlotten, en in het gebruik van de brandblusmiddelen, moet zo snel mogelijk worden gegeven echter uiterlijk 2 weken nadat een bemanningslid aan boord is gekomen. Wanneer echter het bemanningslid op een regelmatig aflosschema aan boord is geplaatst, moet deze opleiding worden gegeven binnen 2 weken nadat hij voor het eerst aan boord is gekomen. Met dezelfde tussenpozen als de oefeningen moet instructie in het gebruik van de brandblusmiddelen en reddingsmiddelen van het schip en het overleven op zee worden gegeven. Individuele instructie kan verschillende onderdelen van de reddings- en brandblusmiddelen van het schip omvatten, maar alle reddings- en brandblusmiddelen van het schip moeten binnen een tijdsbestek van 2 maanden zijn behandeld.

  • 4.2 Ieder bemanningslid moet instructie krijgen die ten minste bestaat uit:

    • .1 bediening en gebruik van opblaasbare reddingsvlotten van het schip;

    • .2 problemen in verband met hypothermie, eerste hulp bij hypothermie en andere toepasselijke handelingen van eerste hulp;

    • .3 bijzondere instructies die nodig zijn voor het gebruik van de reddingsmiddelen van het schip bij zwaar weer en hoge zeeën; en

    • .4 bediening en gebruik van brandblusmiddelen.

  • 4.3 Oefeningen aan boord in het gebruik van strijkbare reddingsvlotten op schepen die met dergelijke middelen zijn uitgerust, moeten met tussenpozen van niet meer dan 4 maanden plaatsvinden. Wanneer uitvoerbaar moeten deze het opblazen en het afvieren van een reddingsvlot omvatten. Het reddingsvlot kan een speciaal reddingsvlot zijn dat uitsluitend bestemd wordt voor oefeningen en dat geen deel uitmaakt van de reddingsmiddelen van het schip; een dergelijk speciaal reddingsvlot moet duidelijk als zodanig gemerkt zijn.

• 5 Aantekening

  De data waarop oefeningen worden gehouden, bijzonderheden van de verlaat- en brandrol, oefeningen met andere reddingsmiddelen en opleiding aan boord moeten in het daarvoor door de Administratie voorgeschreven logboek, worden opgetekend. Wanneer een volledige verlaatrol, oefening of instructie niet op de vastgestelde tijd plaatsvindt, dan moet dat worden opgetekend in het logboek, waarbij moet worden vermeld onder welke omstandigheden en in welke mate de rol, oefening of instructie wel is gehouden.

Voorschrift 20. Gereedheid voor gebruik, onderhoud en inspecties

• 1 Dit voorschrift is van toepassing op alle schepen. Aan de vereisten van de paragrafen 3.2, 3.3 en 6.2 moet, voor zover uitvoerbaar, worden voldaan op schepen gebouwd vóór 1 juli 1986.

• 2 Gereedheid voor gebruik

  Voordat het schip de haven verlaat en gedurende de gehele reis moeten alle reddingsmiddelen in goede staat verkeren en voor onmiddellijk gebruik gereed zijn.

• 3 Onderhoud

  • 3.1 Onderhoud, beproevingen en inspecties van reddingsmiddelen moeten worden uitgevoerd op basis van de door de Organisatie opgestelde richtsnoeren en op een wijze waarbij gedegen rekening wordt gehouden met het waarborgen van de bedrijfszekerheid van deze middelen.

  • 3.2 Er moeten instructies zijn zoals omschreven in voorschrift 36 ten aanzien van het onderhoud van de reddingsmiddelen aan boord en het onderhoud moet dienovereenkomstig worden uitgevoerd.

  • 3.3 Ten behoeve van de naleving van de in paragraaf 3.2 voorgeschreven vereisten kan de Administratie een voor het schip opgesteld onderhoudsprogramma aanvaarden, waarin de vereisten van voorschrift 36 zijn opgenomen.

• 4 Onderhoud van de lopers

  Lopers die bij het afvieren worden gebruikt moeten periodiek worden geïnspecteerd, met bijzondere aandacht voor delen die door katrollen lopen, en worden vernieuwd wanneer de lopers gebreken vertonen of met tussenpozen van ten hoogste 5 jaar, naar gelang van welke van beide termijnen het kortst is.

• 5 Reserveonderdelen en reparatiegereedschap

  Er moeten reserveonderdelen en reparatiegereedschap zijn voor de reddingsmiddelen en hun bestanddelen die onderhevig zijn aan uitzonderlijke slijtage of vertering en regelmatig moeten worden vervangen.

• 6 Wekelijkse inspectie

  De volgende beproevingen en inspecties moeten wekelijks worden uitgevoerd en in het logboek moet een verslag van de inspectie worden opgenomen:

  • .1 visuele inspectie van alle reddingsboten en -vlotten, hulpverleningsboten en tewaterlatingsmiddelen teneinde te verzekeren dat deze gereed zijn voor gebruik. De inspectie omvat, maar is niet beperkt tot, de toestand van haken, de bevestiging ervan aan de reddingsboot en of de belaste ontkoppelingssystemen op deugdelijke wijze geheel in gesloten stand zijn teruggezet;

  • .2 de motoren in alle reddingsboten en hulpverleningsboten moeten in totaal ten minste 3 minuten lopen, mits de omgevingstemperatuur hoger is dan de minimumtemperatuur vereist om de motor te kunnen starten en te laten lopen. Hierbij moet worden aangetoond dat de tandwielkast en tandwieloverbrenging naar behoren koppelen. Indien de specifieke kenmerken van een buitenboordmotor die is geïnstalleerd op een reddingsboot niet toelaten dat men deze laat lopen anders dan met de schroef in het water gedurende een periode van 3 minuten, mag voor een voldoende hoeveelheid water worden gezorgd. In bijzondere omstandigheden kan de Administratie voor schepen gebouwd vóór 1 juli 1986 ontheffing van deze bepaling verlenen;

  • .3 reddingsboten, behalve vrije-valreddingsboten, op vrachtschepen moeten, zonder personen aan boord, zover uit hun opstellingsplaats worden verplaatst dat de deugdelijke werking van de tewaterlatingsmiddelen kan worden aangetoond, indien de weersomstandigheden en zeegang zulks mogelijk maken; en

  • .4 beproeving van het algemene alarmsysteem.

• 7.1 Alle reddingsboten, behalve vrije-valreddingsboten, moeten zonder personen aan boord vanuit hun opstellingsplaats naar buiten worden gedraaid indien de weersomstandigheden en zeegang zulks mogelijk maken.

• 7.2 Maandelijkse inspectie

  De inspectie van de reddingsmiddelen met inbegrip van de reddingsbootuitrusting moet maandelijks worden uitgevoerd waarbij gebruik moet worden gemaakt van de in voorschrift 36.1 vereiste controlelijst teneinde te verzekeren dat deze volledig zijn en in goede staat verkeren. Een verslag van de inspectie moet in het logboek worden opgenomen.

• 8 Herkeuring van opblaasbare reddingsvlotten, opblaasbare reddingsvesten, mariene evacuatiesystemen en onderhoud en herstel van hulpverleningsboten in opgeblazen toestand

  • 8.1 Ieder opblaasbaar reddingsvlot, iedere opblaasbare reddingsgordel en ieder marien evacuatiesysteem moet een herkeuring ondergaan:

    • .1 met tussenpozen van ten hoogste 12 maanden. In gevallen waarin dit onuitvoerbaar is, kan de Administratie deze periode verlengen tot 17 maanden; en

    • .2 in een goedgekeurd keuringsstation, dat bevoegd is deze herkeuring te verrichten, over passende keuringsvoorzieningen beschikt, en uitsluitend gebruik maakt van daartoe opgeleid personeel.

  • 8.2 Afwisselend gebruik van mariene evacuatiesystemen

    Aanvullend op of in combinatie met de onderhoudsperiodes voor mariene evacuatiesystemen vereist in paragraaf 8.1, moeten de mariene evacuatiesystemen van het schip afwisselend worden gebruikt met door de Administratie goed te keuren tussenpozen, op voorwaarde dat elk systeem ten minste eenmaal per zes jaar wordt gebruikt.

  • 8.3 Een Administratie die nieuwe opblaasbare reddingsvlotvoorzieningen of opblaasbare reddingsvlotvoorzieningen van een nieuw ontwerp goedkeurt krachtens voorschrift 4, kan verlenging van de tussenpozen voor herkeuring toestaan onder de volgende voorwaarden:

    • 8.3.1 Het is aangetoond dat de nieuwe reddingsvlotvoorziening of de reddingsvlotvoorziening van een nieuw ontwerp bij de verlengde tussenpozen voor herkeuring blijft voldoen aan dezelfde norm als vereist door de testprocedure.

    • 8.3.2 Het reddingsvlotsysteem wordt aan boord gecontroleerd door bevoegd personeel overeenkomstig paragraaf 8.1.1.

    • 8.3.3 Herkeuring met tussenpozen van ten hoogste 5 jaar moet plaatsvinden overeenkomstig de aanbevelingen van de Organisatie.

  • 8.4 Alle reparaties en onderhoud aan hulpverleningsboten in opgeblazen toestand moeten worden uitgevoerd overeenkomstig de aanwijzingen van de fabrikant. Noodreparaties kunnen aan boord van het schip worden uitgevoerd; permanente reparaties echter moeten worden verricht in een goedgekeurd keuringsstation.

  • 8.5 Een Administratie die verlenging van de tussenpozen voor herkeuring van reddingsvlotten overeenkomstig paragraaf 8.3 toestaat, moet de Organisatie daarvan op de hoogte stellen overeenkomstig voorschrift I/5(b).

• 9 Periodieke herkeuring van automatische hydrostatische ontkoppelingsmechanismen

  De herkeuring van hydrostatische ontkoppelingsmechanismen anders dan voor eenmalige toepassing, moet worden verricht:

  • .1 met tussenpozen van ten hoogste 12 maanden. In gevallen waarin dit onuitvoerbaar is, kan de Administratie deze periode verlengen tot 17 maanden; en

  • .2 in een keuringsstation dat bevoegd is deze herkeuring te verrichten, over passende keuringsvoorzieningen beschikt, en uitsluitend gebruik maakt van daartoe opgeleid personeel.

• 10 Markering van plaatsingslocaties

  Verpakkingen, beugels, rekken en vergelijkbare plaatsingslocaties voor reddingsmiddelen moeten zijn gemarkeerd met symbolen overeenkomstig de aanbevelingen van de Organisatie, die aangeven welke reddingsmiddelen zich voor dat doel op die locatie bevinden. Indien op een locatie meer dan één middel is geplaatst, moet tevens het aantal middelen worden aangegeven.

• 11 Periodieke herkeuring van tewaterlatingsmiddelen en belaste ontkoppelingssystemen

  • 11.1 Tewaterlatingsmiddelen:

    • .1 moeten worden onderhouden overeenkomstig de instructies voor onderhoud aan boord als vereist in voorschrift 36;

    • .2 moeten worden onderworpen aan een grondige inspectie tijdens de jaarlijkse onderzoeken vereist door voorschrift I/7 of I/8, naar gelang welk van toepassing is; en

    • .3 moeten bij beëindiging van de inspectie genoemd onder .2 worden onderworpen aan een dynamische test van de lierrem bij maximale strijksnelheid. De toe te passen belasting is de massa van een reddings- of hulpverleningsboot zonder personen aan boord, behoudens dat, met tussenpozen van ten hoogste vijf jaar de beproeving moet worden uitgevoerd met een testbelasting van 1,1 maal het gewicht van de reddings- of hulpverleningsboot met aan boord de volledige bezetting aan personen en uitrusting.

  • 11.2 Belaste ontkoppelingssystemen van reddings- of hulpverleningsboten, met inbegrip van ontkoppelingssystemen voor tewaterlating van reddingsboten door middel van vrije val, moeten:

    • .1 moeten worden onderhouden overeenkomstig de instructies voor onderhoud aan boord als vereist in voorschrift 36;

    • .2 moeten worden onderworpen aan een grondige inspectie en operationele beproeving tijdens de jaarlijkse onderzoeken vereist door de voorschriften I/7 en I/8 door daartoe opgeleid personeel dat vertrouwd is met het systeem; en

    • .3 moeten operationeel worden beproefd met een belasting van 1,1 maal het totale gewicht van de boot met aan boord de volledige bezetting aan personen en uitrusting wanneer het ontkoppelingssysteem wordt gereviseerd. Deze revisie en beproeving moeten ten minste eenmaal per vijf jaar plaatsvinden.

  • 11.3 Automatische ontkoppelingshaken van strijkbare reddingsvlotten moeten:

    • .1 worden onderhouden overeenkomstig de instructies voor onderhoud aan boord als vereist in voorschrift 36;

    • .2 worden onderworpen aan een grondige inspectie en operationele beproeving tijdens de jaarlijkse onderzoeken vereist door de voorschriften I/7 en I/8 door daartoe opgeleid personeel dat vertrouwd is met het systeem; en

    • .3 operationeel worden beproefd met een belasting van 1,1 maal het totale gewicht van het reddingsvlot met aan boord de volledige bezetting aan personen en uitrusting wanneer de automatische ontkoppelingshaak wordt gereviseerd. Deze revisie en beproeving moeten ten minste eenmaal per vijf jaar plaatsvinden.

AFDELING II. PASSAGIERSSCHEPEN (AANVULLENDE VEREISTEN)

Voorschrift 21. Reddingsboten en -vlotten en hulpverleningsboten

• 1. Reddingsboten en -vlotten

  • 1.1 Passagiersschepen die internationale reizen maken die geen korte internationale reizen zijn, moeten aan boord hebben:

    • .1 aan elke zijde gedeeltelijk of geheel overdekte reddingsboten die voldoen aan de vereisten van sectie 4.5 of 4.6 van de Code en die per zijde gezamenlijk voldoende ruimte bieden aan ten minste 50% van het totale aantal opvarenden. De Administratie kan toestaan dat reddingsboten worden vervangen door reddingsvlotten met dezelfde totale capaciteit met dien verstande dat aan elke zijde van het schip nimmer minder reddingsboten mogen zijn geplaatst dan voldoende is om 37,5% van het totale aantal opvarenden op te nemen. De opblaasbare of vaste reddingsvlotten moeten voldoen aan de vereisten van sectie 4.2 of 4.3 van de Code en moeten door tewaterlatingsmiddelen, gelijkelijk verdeeld over elke zijde van het schip worden bediend; en

    • .2 bovendien opblaasbare of vaste reddingsvlotten die voldoen aan de vereisten van sectie 4.2 of 4.3 van de Code met gezamenlijk voldoende ruimte voor ten minste 25% van het totale aantal opvarenden. Deze reddingsvlotten moeten worden bediend door ten minste één tewaterlatingsmiddel aan elke zijde, waartoe die welke ingevolge paragraaf 1.1.1 aan boord moeten zijn, kunnen worden gerekend of door als gelijkwaardig goedgekeurde middelen die aan beide zijden kunnen worden gebruikt. De plaatsing van deze reddingsvlotten behoeft echter niet te voldoen aan de vereisten van voorschrift 13.5.

  • 1.2 Passagiersschepen die korte internationale reizen maken, moeten aan boord hebben:

    • .1 gedeeltelijk of geheel overdekte reddingsboten die voldoen aan vereisten van sectie 4.5 of 4.6 van de Code en die gezamenlijk voldoende ruimte bieden aan ten minste 30% van het totale aantal opvarenden. De reddingsboten moeten, voor zover uitvoerbaar, gelijkelijk zijn verdeeld over beide zijden van het schip. Bovendien moeten er opblaasbare of vaste reddingsvlotten aan boord zijn die voldoen aan vereisten van sectie 4.2 of 4.3 van de Code en gezamenlijk voldoende ruimte bieden opdat te zamen met de capaciteit van de reddingsboten, de reddingsvlotten voldoende ruimte bieden aan het totale aantal opvarenden. De reddingsvlotten moeten worden bediend door tewaterlatingsmiddelen die gelijkelijk zijn verdeeld over beide zijden van het schip; en

    • .2 bovendien opblaasbare of vaste reddingsvlotten die voldoen aan vereisten van sectie 4.2 of 4.3 van de Code met gezamenlijk voldoende ruimte voor ten minste 25% van het totale aantal opvarenden. Deze reddingsvlotten moeten worden bediend door ten minste één tewaterlatingsmiddel aan elke zijde, waartoe die welke ingevolge paragraaf 1.2.1 aan boord moeten zijn, kunnen worden gerekend of door als gelijkwaardig goedgekeurde middelen die aan beide zijden kunnen worden gebruikt. De plaatsing van deze reddingsvlotten behoeft echter niet te voldoen aan de vereisten van voorschrift 13.5.

  • 1.3 Alle reddingsboten en -vlotten die vereist zijn om het totale aantal opvarenden te ontschepen, moeten met hun totale bezetting aan personen en uitrusting te water kunnen worden gelaten binnen een tijdvak van 30 min gerekend vanaf het tijdstip waarop het sein „schip-verlaten” wordt gegeven.

  • 1.4 Passagiersschepen van minder dan 500 ton en een totaal aantal opvarenden van minder dan 200 kunnen in plaats van voldoen aan het bepaalde in de paragrafen 1.1, 1.2 of 1.3, voldoen aan het volgende:

    • .1 zij moeten aan elke zijde van het schip opblaasbare of vaste reddingsvlotten hebben, die voldoen aan de vereisten van sectie 4.2 of 4.3 van de Code en gezamenlijk voldoende ruimte bieden aan het totale aantal opvarenden.

    • .2 tenzij de reddingsvlotten vereist in paragraaf 1.5.1 zijn geplaatst op een locatie vanwaar zij eenvoudig van de ene zijde naar de andere kunnen worden verplaatst op hetzelfde open dek, moeten extra reddingsvlotten worden geplaatst zodat de totale capaciteit die aan elke zijde beschikbaar is, voldoende ruimte biedt voor 150% van het totale aantal opvarenden;

    • .3 indien de reddingsboot vereist in paragraaf 2.2, tevens een gedeeltelijk of geheel overdekte reddingsboot is, die voldoet aan de vereisten van sectie 4.5 of 4.6 van de Code, mag deze worden gerekend tot de gezamenlijke capaciteit vereist in paragraaf 1.5.1, mits de totale capaciteit die aan elke zijde beschikbaar is, voldoende ruimte biedt voor ten minste 150% van het totale aantal opvarenden, en

    • .4 ingeval één van de reddingsboten of -vlotten verloren gaat of in het ongerede raakt, moeten er voldoende reddingsboten of -vlotten voor gebruik aan elke zijde beschikbaar zijn, met inbegrip van de reddingsboten en -vlotten die zijn geplaatst op een locatie vanwaar zij eenvoudig van de ene zijde naar de andere zijde kunnen worden verplaatst op hetzelfde open dek, om ruimte te bieden voor het totale aantal opvarenden nadat alle personen zijn verzameld, met aangetrokken reddingvesten.

  • 1.5 Een marien evacuatiesysteem of mariene evacuatiesystemen dat respectievelijk die voldoen aan sectie 6.2 van de Code kan respectievelijk kunnen worden vervangen door reddingsvlotten met een vergelijkbare capaciteit en tewaterlatingsmiddelen vereist door de paragrafen 1.1.1 of 1.2.1.

• 2. Hulpverleningsboten

  • 2.1 Passagiersschepen van 500 ton en meer moeten aan iedere zijde van het schip ten minste één hulpverleningsboot hebben, die voldoet aan de vereisten van sectie 5.1 van de Code.

  • 2.2 Passagiersschepen van minder dan 500 ton moeten ten minste één hulpverleningsboot aan boord hebben, die voldoet aan de vereisten van sectie 5.1 van de Code.

  • 2.3 Een reddingsboot kan worden aanvaard als hulpverleningsboot mits deze en de voorzieningen voor tewaterlating en terugzetten ervan, ook voldoen aan de vereisten voor een hulpverleningsboot.

• 3. Begeleiding van reddingsvlotten

  • 3.1 Er moet een voldoende aantal reddingsboten en hulpverleningsboten zijn geplaatst aan boord van passagiersschepen om er bij het ontschepen van het totale aantal opvarenden van verzekerd te zijn dat iedere reddingsboot of hulpverleningsboot niet meer dan zes reddingsvlotten behoeft te begeleiden.

  • 3.2 Er moet een voldoende aantal reddingsboten en hulpverleningsboten zijn geplaatst aan boord van passagiersschepen die korte internationale reizen maken om er bij het ontschepen van het totale aantal opvarenden van verzekerd te zijn dat iedere reddingsboot of hulpverleningsboot niet meer dan negen reddingsvlotten behoeft te begeleiden.

Voorschrift 22. Persoonlijke reddingsmiddelen

• 1 Reddingsboeien

  • 1.1 Een passagiersschip moet niet minder reddingsboeien die voldoen aan de vereisten van voorschrift 7.1 en sectie 2.1 van de Code aan boord hebben dan is voorgeschreven in de onderstaande tabel:

    Lengte van het schip in meters	Minimum aantal reddingsboeien
    minder dan 60	8
    60 en minder dan 120	12
    120 en minder dan 180	18
    180 en minder dan 240	24
    240 en meer	30

  • 1.2 Niettegenstaande de vereisten van voorschrift 7.1.3, moeten passagiersschepen met een lengte van minder dan 60 m ten minste 6 reddingsboeien voorzien van zelfontbrandend licht aan boord hebben.

• 2 Reddingsgordels

  • 2.1 Behalve de reddingsgordels voorgeschreven in voorschrift 7.2, moet ieder passagiersschip voor ten minste 5% van het totale aantal opvarenden extra aan reddingsgordels aan boord hebben. Deze reddingsgordels moeten op opvallende plaatsen aan dek of bij de verzamelplaatsen zijn geborgen.

  • 2.2 Indien reddingsgordels voor passagiers zijn opgeborgen in hutten die ver afgelegen zijn van de directe routes tussen de openbare ruimten en verzamelplaatsen, moeten de extra reddingsgordels voor deze passagiers als vereist in voorschrift 7.2.2 worden opgeborgen in de openbare ruimten, op de verzamelplaatsen of op de directe routes daartussen. De reddingsgordels moeten zodanig zijn opgeborgen dat de verdeling en het aantrekken ervan geen belemmering vormt voor een ordelijke verplaatsing naar de verzamel- en inschepingsplaatsen voor de reddingsboten en -vlotten.

• 3 Lichten op reddingsgordels

  • 3.1 Op alle passagiersschepen moet iedere reddingsgordel zijn voorzien van een licht, dat voldoet aan de vereisten van paragraaf 2.2.3 van de Code.

  • 3.2 Lichten aangebracht op reddingsgordels aan boord van passagiersschepen vóór 1 juli 1998 die niet volledig voldoen aan de vereisten van paragraaf 2.2.3 van de Code kunnen door de Administratie worden aanvaard tot de datum waarop het licht op de reddingsgordels normaal zou worden vervangen of tot de datum van het eerste periodieke onderzoek na 1 juli 2002, welke van beide het eerst is.

• 4. Overlevingspakken en hulpmiddelen tegen warmteverlies

  • 4.1 Alle passagiersschepen moeten voor iedere reddingsboot aan boord ten minste 3 overlevingspakken hebben die voldoen aan de vereisten van sectie 2.3 van de Code, en daarnaast voor elke persoon waarvoor in de reddingsboot ruimte is berekend en waarvoor geen overlevingspak is een hulpmiddel tegen warmteverlies dat voldoet aan de vereisten van sectie 2.5 van de Code. Deze overlevingspakken en hulpmiddelen tegen warmteverlies behoeven niet aan boord te zijn:

    • .1 voor personen voor wie in geheel of gedeeltelijk overdekte reddingsboten ruimte is; of

    • .2 indien het schip voortdurend reizen maakt in gebieden met een warm klimaat waar zij, naar het oordeel van de Administratie, niet nodig zijn.

  • 4.2 De bepalingen van paragraaf 4.1.1 zijn tevens van toepassing op gedeeltelijk of geheel overdekte reddingsboten die niet voldoen aan de vereisten van sectie 4.5 of 4.6 van de Code, indien deze zijn geplaatst op schepen die vóór 1 juli 1986 zijn gebouwd.

Voorschrift 23. Voorzieningen voor inscheping in reddingsboten en -vlotten en hulpverleningsboten

• 1. Op passagiersschepen moeten de voorzieningen ten behoeve van het inschepen in reddingsboten en -vlotten zo zijn ontworpen dat:

  • .1 alle reddingsboten ingescheept en te water kunnen worden gelaten hetzij rechtstreeks vanaf de opstellingsplaats, hetzij vanaf een inschepingsdek maar niet van beide; en

  • .2 strijkbare reddingsvlotten ingescheept en te water kunnen worden gelaten vanaf een plaats direct naast de opstellingsplaats of vanaf een plaats waarheen in overeenstemming met de vereisten van voorschrift 13.5 het reddingsvlot wordt overgebracht voorafgaand aan het te water laten.

• 2. De voorzieningen van de hulpverleningsboot moeten zodanig zijn dat de hulpverleningsboot rechtstreeks vanaf de opstellingsplaats kan worden bemand en te water gelaten met het daartoe aangewezen aantal bemanningsleden aan boord. Niettegenstaande de vereisten in paragraaf 1.1 moeten de voorzieningen van de hulpverleningsboot, indien deze tevens reddingsboot is en de andere reddingsboten vanaf een inschepingsdek worden ingescheept, zodanig zijn dat de hulpverleningsboot ook ingescheept en te water gelaten kan worden vanaf het inschepingsdek.

Voorschrift 24. Plaatsing van reddingsboten en -vlotten

Bij de plaatsingshoogte van een reddingsboot of -vlot op een passagiersschip moet rekening worden gehouden met de vereisten van voorschrift 13.1.2, de voorwaarden voor ontsnapping van voorschrift II-2/28, de omvang van het schip en de vermoedelijke weersomstandigheden in het beoogde vaargebied. Voor een strijkbare reddingsboot of strijkbaar reddingsvlot mag de hoogte van de kop van de davit met de reddingsboot respectievelijk het reddingsvlot in de inschepingspositie, voor zover uitvoerbaar, niet hoger zijn dan 15 m boven de waterlijn met het schip in ballasttoestand.

Voorschrift 25. Verzamelplaatsen

Ieder passagiersschip moet niet alleen voldoen aan de vereisten in voorschrift 11, maar daarnaast verzamelplaatsen hebben die:

• .1 zich bevinden in de nabijheid van en de passagiers direct toegang verlenen tot de inschepingsplaatsen, tenzij deze op dezelfde plaats zijn; en

• .2 voldoende ruimte, maar ten minste 0,35 m² per passagier, hebben om de passagiers bijeen te brengen en aanwijzingen te geven.

Voorschrift 26. Aanvullende vereisten voor ro-ro passagiersschepen

• 1 Dit voorschrift is van toepassing op alle ro-ro passagiersschepen. Ro-ro passagiersschepen gebouwd:

  • .1 op of na 1 juli 1998, moeten voldoen aan de vereisten van de paragrafen 2.3, 2.4, 3.1, 3.2, 3.3, 4 en 5;

  • .2 op of na 1 juli 1986 en vóór 1 juli 1998 moeten uiterlijk op de datum van het eerste periodieke onderzoek na 1 juli 1998 voldoen aan de vereisten van paragraaf 5 en uiterlijk op de datum van het eerste periodieke onderzoek na 1 juli 2000 aan de vereisten van de paragrafen 2.3, 2.4, 3 en 4; en.

  • .3 vóór 1 juli 1986 moeten uiterlijk op de datum van het eerste periodieke onderzoek na 1 juli 1998 voldoen aan de vereisten van paragraaf 5 en uiterlijk op de datum van het eerste periodieke onderzoek na 1 juli 2000 aan de vereisten van de paragrafen 2.1, 2.2, 2.3, 2.4, 3 en 4.

  • .4 vóór 1 juli 2004 moeten uiterlijk bij de eerste inspectie op of na die datum voldoen aan de vereisten van paragraaf 2.5.

• 2 Reddingsvlotten

  • 2.1 De reddingsvlotten op ro-ro passagiersschepen moeten worden bediend door middel van mariene evacuatiesystemen die voldoen aan de vereisten van sectie 6.2 van de Code of door tewaterlatingsmiddelen die voldoen aan de vereisten van paragraaf 6.1.5 van de Code, en die gelijkmatig aan elke zijde van het schip zijn verdeeld.

  • 2.2 Alle reddingsvlotten op ro-ro passagiersschepen moeten zijn voorzien van voorzieningen voor vrij opdrijven die voldoen aan de vereisten van voorschrift 13.4.

  • 2.3 Alle reddingsvlotten op ro-ro passagiersschepen moeten zijn voorzien van een verstijfde inklimsteun die voldoet aan de vereisten van paragraaf 4.2.4.1 of 4.3.4.1 van de Code, naar gelang van toepassing.

  • 2.4 Alle reddingsvlotten op ro-ro passagiersschepen moeten van het automatisch zelfoprichtende type of het overkapt omkeerbare type zijn en stabiel zijn in zeegang en volkomen veilig kunnen worden gebruikt, ongeacht de zijde waarop zij drijven. Een andere mogelijkheid is dat het schip, naast het normale aantal reddingsvlotten, automatisch zelfrichtende of omkeerbare overdekte reddingsvlotten aan boord heeft, waarvan de totale capaciteit voldoende is om plaats te bieden aan 50% van de personen voor wie geen plaats is in de reddingsboten. Deze aanvullende reddingsvlotcapaciteit moet worden vastgesteld op basis van het verschil tussen het totale aantal opvarenden en het aantal personen dat in reddingsboten kan worden ondergebracht. Alle betrokken reddingsvlotten moeten door de Administratie zijn goedgekeurd, met inachtneming van de door de Organisatie aangenomen aanbevelingen.

  • 2.5 Reddingsvlotten aan boord van ro-ro passagiersschepen, moeten zijn voorzien van een radartransponder47 in de verhouding van één transponder voor elke vier reddingsvlotten. De transponder moet aan de binnenzijde van het reddingsvlot worden gemonteerd zodat de antenne meer dan een meter boven zeeniveau uitsteekt wanneer het reddingsvlot is opgeblazen, met dien verstande dat de transponder bij overkapte keerbare reddingsvlotten zodanig moet zijn ingericht dat deze eenvoudig toegankelijk is en door overlevenden kan worden opgericht. Elke transponder wordt zodanig opgesteld dat deze met de hand kan worden opgericht wanneer het reddingvlot is opgeblazen. Containers met reddingsvlotten die met transponders zijn uitgerust, moeten duidelijk worden gemarkeerd.

• 3 Snelle hulpverleningsboten

  • 3.1 Ten minste één van de hulpverleningsboten op ro-ro passagiersschepen moet een aan sectie 5.1.4 van de Code beantwoordende snelle hulpverleningsboot zijn.

  • 3.2 Elke snelle hulpverleningsboot moet worden bediend door middel van door de Administratie goedgekeurde tewaterlatingsmiddelen. Bij de goedkeuring van deze middelen moet de Administratie er rekening mee houden dat de snelle hulpverleningsboot onder zeer slechte weersomstandigheden te water moet kunnen worden gelaten en kunnen worden teruggehaald; ook moet de Administratie hierbij rekening houden met de door de Organisatie aangenomen aanbevelingen die aan sectie 6.1.7 van de Code voldoen.

  • 3.3 Ten minste twee bemanningsleden van elke snelle hulpverleningsboot moeten zijn opgeleid en regelmatig oefenen, rekening houdend met de Code inzake de opleiding, diplomering en wachtdienst van zeevarenden (STCW-Code) en de door de Organisatie aangenomen aanbevelingen, met inbegrip van alle aspecten van redding, bediening, manoeuvreren en besturing van deze vaartuigen in uiteenlopende omstandigheden, alsmede van het oprichten hiervan na kapseizen.

  • 3.4 Ingeval de inrichting of omvang van een ro-ro passagiersschip gebouwd vóór 1 juli 1997 zodanig is dat het onmogelijk is de in paragraaf 3.1 vereiste snelle hulpverleningsboot te installeren, kan de snelle hulpverleningsboot worden geïnstalleerd op de plaats van een bestaande reddingsboot die wordt toegelaten als hulpverleningsboot of, in geval van schepen gebouwd vóór 1 juli 1986, boten gebruikt voor noodgevallen, mits aan alle volgende voorwaarden wordt voldaan:

    • .1 de geïnstalleerde snelle hulpverleningsboot wordt bediend door een tewaterlatingsmiddel dat in overeenstemming is met de bepalingen van paragraaf 3.2;

    • .2 de capaciteit die door de bovengenoemde vervanging van de reddingsboten en -vlotten verloren gaat, wordt gecompenseerd door de installatie van reddingsvlotten waarmee ten minste een gelijk aantal personen kan worden vervoerd als dat welk de vervangen reddingsboot had kunnen dragen; en

    • .3 deze reddingsvlotten worden bediend door middel van de bestaande tewaterlatingsmiddelen of mariene evacuatiesystemen.

• 4 Reddingsmiddelen

  • 4.1 Elk ro-ro passagiersschip moet zijn uitgerust met doeltreffende middelen voor het snel terughalen van overlevenden uit het water en voor het overbrengen van overlevenden van hulpverleningsunits of reddingsboten en -vlotten naar het schip.

  • 4.2 De middelen voor het overbrengen van overlevenden naar het schip mogen deel uitmaken van een marien evacuatiesysteem, of deel uitmaken van een systeem ontworpen voor reddingsdoeleinden.

  • 4.3 Ingeval de glijbaan van een marien evacuatiesysteem is bedoeld als middel om overlevenden over te brengen naar het schipdek, moet de glijbaan zijn voorzien van handlijnen of ladders om beklimming van de glijbaan te vergemakkelijken,

• 5 Reddingsgordels

  • 5.1 Onverminderd de vereisten van voorschriften 7.2 en 22.2, moet een voldoende aantal reddingsgordels zijn opgeborgen in de nabijheid van de verzamelplaatsen zodat passagiers niet naar hun hut terug hoeven te gaan om hun reddingsgordel op te halen.

  • 5.2 Op ro-ro passagiersschepen moet iedere reddingsgordel zijn voorzien van een licht, dat voldoet aan de vereisten van paragraaf 2.2.3 van de Code.

Voorschrift 27. Informatie betreffende passagiers

• 1 Alle personen aan boord van alle passagiersschepen moeten voor het vertrek worden geteld.

• 2 Informatie over personen die te kennen hebben gegeven speciale zorg of hulp nodig te hebben in noodsituaties moet voor het vertrek worden vastgelegd en aan de kapitein worden medegedeeld.

• 3 Bovendien moeten uiterlijk op 1 januari 1999 de namen en het geslacht van alle opvarenden, waarbij onderscheid wordt gemaakt tussen volwassenen, kinderen en zuigelingen, worden geregistreerd voor opsporings- en reddingsdoeleinden.

• 4 De in de paragrafen 1, 2 en 3 verlangde informatie moet aan wal worden bewaard en wanneer dat nodig is snel ter beschikking van opsporings- en reddingsdiensten worden gesteld.

• 5 De Administraties mogen passagiersschepen vrijstellen van de vereisten van paragraaf 3, indien de reizen in lijndienst van deze schepen het praktisch onuitvoerbaar maken deze registratie op te maken.

Voorschrift 28. Helikopterlandingsplaatsen en -evacuatieplaatsen

• 1 Alle ro-ro passagiersschepen moeten zijn uitgerust met een door de Administratie met inachtneming van de door de Organisatie aangenomen aanbevelingen goedgekeurde helikopterlandingsplaats.

• 2 Ro-ro-passagiersschepen met een lengte van 130 m of meer, gebouwd op of na 1 juli 1999, moeten zijn voorzien van een door de Administratie met inachtneming van de door de Organisatie aangenomen aanbevelingen goedgekeurde helikopterlandingsplaats.

Voorschrift 29. Beslissingshulpsysteem voor kapiteins van passagiersschepen

• 1 Dit voorschrift is van toepassing op alle passagiersschepen. Passagiersschepen gebouwd vóór 1 juli 1997 moeten uiterlijk op de datum van het eerste periodieke onderzoek na 1 juli 1999 voldoen aan de vereisten van dit voorschrift.

• 2 Op alle passagiersschepen moet op de brug een beslissingshulpsysteem voor het beheersen van noodsituaties zijn aangebracht.

• 3 Het systeem moet minimaal bestaan uit een of meer gedrukte noodplannen. Alle voorzienbare noodsituaties moeten in het noodplan of de noodplannen zijn aangegeven, met inbegrip van, maar niet beperkt tot, de volgende hoofdgroepen noodsituaties:

  • .1 brand;

  • .2 beschadiging van het schip;

  • .3 vervuiling;

  • .4 wederrechtelijke handelingen die de veiligheid van het schip en de veiligheid van passagiers en bemanning in gevaar brengen;

  • .5 personeelsongelukken;

  • .6 ongelukken verband houdende met de lading; en

  • .7 noodhulp aan andere schepen.

• 4 De in het noodplan of de noodplannen vastgestelde noodprocedures moeten een beslissingshulpmiddel bevatten voor de kapitein voor de beheersing van alle mogelijke combinaties van noodsituaties.

• 5 Het noodplan of de noodplannen moeten een uniforme structuur hebben en eenvoudig te gebruiken zijn. Indien van toepassing moet de feitelijke beladingstoestand berekend voor de stabiliteit gedurende de reis van het passagiersschip, worden gebruikt voor de beheersing van averij.

• 6 In aanvulling op het gedrukte noodplan of de gedrukte noodplannen, kan de Administratie ook het gebruik aanvaarden van een geautomatiseerd beslissingshulpsysteem op de brug dat voorziet in alle in het noodplan of de noodplannen, procedures, checklists, enzovoort, opgenomen informatie en dat in staat is een lijst te produceren van aanbevolen maatregelen die in mogelijke noodsituaties moeten worden getroffen.

Voorschrift 30. Oefeningen

• 1 Dit voorschrift is van toepassing op alle passagiersschepen.

• 2 Op passagiersschepen moet één verlaatrol en één brandrol per week plaatsvinden. De voltallige bemanning hoeft niet bij iedere oefening betrokken te zijn op voorwaarde dat ieder bemanningslid elke maand deelneemt aan een verlaat- en brandrol als vereist in voorschrift 19.3.2. Passagiers moeten sterk worden aangemoedigd deze oefeningen bij te wonen.

AFDELING III. VRACHTSCHEPEN (AANVULLENDE VEREISTEN)

Voorschrift 31. Reddingsboten en -vlotten en hulpverleningsboten

• 1 Reddingsboten en -vlotten

  • 1.1 Vrachtschepen moeten aan boord hebben:

    • .1 één of meer volledig overdekte reddingsboten die voldoen aan de vereisten van sectie 4.6 van de Code en per zijde van het schip gezamenlijk voldoende ruimte bieden aan het totale aantal opvarenden; en

    • .2 bovendien een of meer opblaasbare of vaste reddingsvlotten die voldoen aan de vereisten van sectie 4.2 of 4.3 van de Code, met een gewicht van minder dan 185 kg en opgesteld op een plaats waar zij eenvoudig op hetzelfde open dek van de ene zijde naar de andere kunnen worden overgebracht en met gezamenlijk voldoende ruimte voor het totale aantal opvarenden. Indien het reddingsvlot of de reddingsvlotten meer dan 185 kg weegt respectievelijk wegen en niet zijn opgesteld op een plaats waar zij op hetzelfde open dek eenvoudig van de ene zijde naar de andere kunnen worden overgebracht, moet de totale capaciteit die aan elke zijde beschikbaar is, voldoende ruimte bieden voor het totale aantal opvarenden.

  • 1.2 In plaats van te voldoen aan het bepaalde in paragraaf 1.1 mogen vrachtschepen aan boord hebben:

    • .1 één of meer reddingsboten die voldoen aan de vereisten van sectie 4.7 van de Code en door middel van vrije val over de achtersteven van het schip te water gelaten kunnen worden, en gezamenlijk voldoende ruimte bieden aan het totale aantal opvarenden; en

    • .2 bovendien een of meer opblaasbare of vaste reddingsvlotten hebben, die voldoen aan de vereisten van sectie 4.2 of 4.3 van de Code en aan elke zijde van het schip gezamenlijk voldoende ruimte bieden aan het totale aantal opvarenden. De reddingsvlotten aan ten minste één zijde van het schip moeten worden bediend door tewaterlatingsmiddelen.

  • 1.3 In plaats van te voldoen aan het bepaalde in de paragrafen 1.1 of 1.2, mogen vrachtschepen, anders dan olietankschepen, chemicaliëntankschepen en gasschepen, met een lengte van minder dan 85 m voldoen aan het volgende:

    • .1 zij moeten aan elke zijde van het schip één of meer opblaasbare of vaste reddingsvlotten hebben, die voldoen aan de vereisten van sectie 4.2 of 4.3 van de Code en gezamenlijk voldoende ruimte bieden aan het totale aantal opvarenden;

    • .2 tenzij de reddingsvlotten vereist in paragraaf 1.3.1 een gewicht van minder dan 185 kg hebben en zijn opgesteld op een plaats vanwaar zij eenvoudig van de ene zijde naar de andere kunnen worden verplaatst op hetzelfde open dek, moeten extra reddingsvlotten worden geplaatst zodat de totale capaciteit die aan elke zijde beschikbaar is, voldoende ruimte biedt voor 150% van het totale aantal opvarenden;

    • .3 indien de hulpverleningsboot vereist in paragraaf 2, tevens een geheel overdekte reddingsboot is die voldoet aan de vereisten van sectie 4.6 van de Code, mag deze worden gerekend tot de gezamenlijke capaciteit vereist in paragraaf 1.3.1, mits de totale capaciteit die aan elke zijde van het schip beschikbaar is, voldoende ruimte biedt voor ten minste 150% van het totale aantal opvarenden; en

    • .4 ingeval één van de reddingsboten of -vlotten verloren gaat of in het ongerede raakt, moeten er voldoende reddingsboten of -vlotten voor gebruik aan elke zijde beschikbaar zijn, met inbegrip van reddingsboten of -vlotten met een gewicht van minder dan 185 kg die zijn opgesteld op een plaats waar zij op hetzelfde open dek eenvoudig van de ene zijde naar de andere kunnen worden overgebracht en ruimte bieden voor het totale aantal opvarenden.

  • 1.4 Op vrachtschepen waarop de horizontale afstand tussen de uiterste punt van de voor- of achtersteven en de punt van de respectievelijk het dichtstbijzijnde reddingsboot of -vlot meer dan 100 m bedraagt, moet behalve de reddingsvlotten vereist in paragrafen 1.1.2 en 1.2.2 een reddingsvlot zover mogelijk naar voren of naar achteren of één zover mogelijk naar voren en een ander zover mogelijk naar achteren geplaatst worden als redelijk en uitvoerbaar is. Dit reddingsvlot of deze reddingsvlotten mogen goed vastgezet zijn, maar zo dat deze met de hand ontkoppeld kunnen worden; deze reddingsvlotten behoeven niet van het type te zijn dat te water kan worden gelaten met een goedgekeurd tewaterlatingsmiddel.

  • 1.5 Met uitzondering van de reddingsboten en -vlotten genoemd in voorschrift 16.1.1, moeten alle reddingsboten en -vlotten die vereist zijn om het totale aantal opvarenden te ontschepen met hun totale bezetting aan personen en uitrusting te water gelaten kunnen worden binnen een tijdvak van 10 minuten gerekend vanaf het tijdstip waarop het sein „schip-verlaten” wordt gegeven.

  • 1.6 Chemicaliëntankers en gasschepen die ladingen vervoeren die giftige dampen of gassen afgeven, moeten in plaats van reddingsboten die voldoen aan de vereisten van sectie 4.6 van de Code, reddingsboten hebben met een onafhankelijk luchttoevoersysteem dat voldoet aan de vereisten van sectie 4.8 van de Code.

  • 1.7 Olietankschepen, chemicaliëntankers en gasschepen die ladingen vervoeren met een vlampunt van minder dan 60°C (closed cup test), moeten in plaats van de geheel overdekte reddingsboten die voldoen aan de vereisten van sectie 4.6 van de Code, brandbestendige reddingsboten hebben die voldoen aan de vereisten van sectie 4.9 van de Code.

  • 1.8 Onverminderd de vereisten van paragraaf 1.1 moeten bulkcarriers als omschreven in voorschrift IX/1.6 gebouwd op of na 1 juli 2006 voldoen aan de vereisten van paragraaf 1.2.

• 2 Hulpverleningsboten

  Vrachtschepen moeten ten minste één hulpverleningsboot aan boord hebben, die voldoet aan de vereisten van sectie 5.1 van de Code. Een reddingsboot kan worden aanvaard als hulpverleningsboot mits deze, alsmede de voorzieningen voor tewaterlating en terugzetten ervan, ook voldoen aan de vereisten voor een hulpverleningsboot.

• 3. Behalve hun reddingsboten, moeten alle vrachtschepen gebouwd vóór 1 juli 1986 aan boord hebben:

  • .1 één of meer reddingsvlotten die aan beide zijden van het schip te water gelaten kunnen worden en gezamenlijk voldoende ruimte bieden aan het totale aantal opvarenden. Dit reddingsvlot of deze reddingsvlotten moeten zijn uitgerust met een sjorring of een gelijkwaardig middel voor vastzetten dat het reddingsvlot automatisch vrij laat opdrijven bij zinkend schip; en

  • .2 indien de horizontale afstand tussen de uiterste punt van de voor- of achtersteven en de punt van de dichtstbijzijnde reddingsboot of het dichtsbijzijnde reddingsvlot meer dan 100 m bedraagt, moet behalve de reddingsvlotten vereist in paragraaf 3.1 een reddingsvlot zover mogelijk naar voren of naar achteren of één zover mogelijk naar voren en een ander zover mogelijk naar achteren geplaatst worden als redelijk en uitvoerbaar is. Niettegenstaande de vereisten van paragraaf 3.1 mag dit reddingsvlot of mogen deze reddingsvlotten goed vastgezet zijn, en zo dat deze met de hand ontkoppeld kunnen worden.

Voorschrift 32. Persoonlijke reddingsmiddelen

• 1 Reddingsboeien

  • 1.1 Vrachtschepen mogen niet minder reddingsboeien die voldoen aan de vereisten van voorschrift 7.1 en sectie 2.1 van de Code aan boord hebben dan is voorgeschreven in de onderstaande tabel:

    Lengte van het schip in meters	Minimum aantal reddingsboeien
    minder dan 100	8
    100 en minder dan 150	10
    150 en minder dan 200	12
    200 en meer	14

  • 1.2 Op tankschepen moeten de zelfontbrandende lichten, vereist in voorschrift 7.1.3, van het elektrische-batterijtype zijn.

• 2 Lichten op reddingsgordels

  • 2.1 Deze paragraaf is van toepassing op alle vrachtschepen.

  • 2.2 Op vrachtschepen moet iedere reddingsgordel zijn voorzien van een licht, dat voldoet aan de vereisten van paragraaf 2.2.3 van de Code.

  • 2.3 Lichten aangebracht op reddingsgordels aan boord van vrachtschepen vóór 1 juli 1998 die niet volledig voldoen aan de vereisten van paragraaf 2.2.3 van de Code kunnen door de Administratie worden aanvaard tot de datum waarop het licht op de reddingsgordels normaal zou worden vervangen of tot de datum van het eerste periodieke onderzoek na 1 juli 2001, welke van beide het eerst is.

• 3 Overlevingspakken

  • 3.1 Deze paragraaf is van toepassing op alle vrachtschepen. Vrachtschepen gebouwd vóór 1 juli 2006 moeten echter uiterlijk bij de eerste inspectie van de veiligheidsuitrusting op of na 1 juli 2006 aan de paragrafen 3.2 tot en met 3.5 voldoen.

  • 3.2 Voor iedere opvarende moet een overlevingspak aanwezig zijn dat voldoet aan de vereisten van sectie 2.3 van de Code. Voor schepen anders dan bulkcarriers, als omschreven in voorschrift IX/1, zijn deze overlevingspakken niet vereist indien het schip voortdurend reizen maakt in gebieden met een warm klimaat waar overlevingspakken, naar het oordeel van de Administratie, niet nodig zijn.

  • 3.3 Indien een schip wacht- of werkplekken heeft die ver verwijderd zijn van de plaats of plaatsen waar overlevingspakken doorgaans worden bewaard, met inbegrip van overeenkomstig voorschrift 31.1.4 aan boord aanwezige ver verwijderde reddingsboten en -vlotten moeten op deze plaatsen extra overlevingspakken aanwezig zijn voor het aantal personen dat op die plaats normaal gesproken wachtdienst doet of werkzaam is.

  • 3.4 De overlevingspakken moeten zo zijn geplaatst dat ze gemakkelijk bereikbaar zijn en hun bergplaats moet duidelijk aangegeven zijn.

  • 3.5 De overlevingspakken voorgeschreven in dit voorschrift kunnen worden gebruikt om te voldoen aan de vereisten van voorschrift 7.3.

Voorschrift 33. Voorzieningen voor inscheping en tewaterlating van reddingsboten en -vlotten

• 1 De voorzieningen voor het te water laten van de reddingsboten en -vlotten van een vrachtschip moeten zo zijn ontworpen dat reddingsboten rechtstreeks vanaf de opstellingsplaats ingescheept en te water gelaten kunnen worden en dat strijkbare reddingsvlotten ingescheept en te water gelaten kunnen worden vanaf een plaats direct naast de opstellingsplaats of vanaf een plaats waarheen in overeenstemming met de vereisten van voorschrift 13.5 het reddingsvlot wordt overgebracht voorafgaand aan het te water laten.

• 2 Op vrachtschepen van 20.000 ton en meer moeten de reddingsboten te water kunnen worden gelaten, terwijl het schip met een snelheid tot 5 knopen in kalm water vooruit vaart, waar nodig met gebruikmaking van een vanglijn.

AFDELING IV. VEREISTEN VOOR REDDINGSMIDDELEN EN -VOORZIENINGEN

Voorschrift 34. Alle reddingsmiddelen en -voorzieningen moeten voldoen aan alle toepasselijke vereisten van de Code.

AFDELING V. DIVERSEN

Voorschrift 35. Handboek voor opleiding en hulpmiddelen voor oefeningen aan boord

• 1 Dit voorschrift is van toepassing op alle schepen.

• 2 In ieder bemanningsverblijf of in iedere hut voor bemanningsleden moet een handboek voor opleiding voorhanden zijn dat voldoet aan de vereisten van paragraaf 3.

• 3 Het handboek voor opleiding, dat uit verschillende banden kan bestaan, dient instructies en informatie te bevatten, gesteld in gemakkelijk te begrijpen bewoordingen en waar mogelijk geïllustreerd, ten aanzien van de aan boord geplaatste reddingsmiddelen en de beste overlevingsmethoden. Deze informatie kan, in plaats van door dit handboek, met behulp van audio-visuele middelen worden verstrekt. De volgende punten moeten uitvoerig worden toegelicht:

  • .1 het aantrekken van reddingsgordels, overlevingspakken en beschermende kleding tegen afkoeling, al naar gelang van toepassing is;

  • .2 het verzamelen op de daarvoor aangewezen plaatsen;

  • .3 het inschepen, het te water laten en het vrijkomen van de reddingsboten en -vlotten en de hulpverleningsboten; met inbegrip, indien van toepassing, van het gebruik van mariene evacuatiesystemen;

  • .4 de manier van te water laten vanuit de reddingsboot of het reddingsvlot;

  • .5 het ontkoppelen van de tewaterlatingsmiddelen;

  • .6 de werkwijze en het gebruik van de middelen voor bescherming op de tewaterlatingsplaatsen, voor zover van toepassing;

  • .7 de verlichting van de tewaterlatingsplaatsen;

  • .8 het gebruik van alle overlevingsuitrusting;

  • .9 het gebruik van alle ontdekkingsmiddelen;

  • .10 het gebruik van radiomiddelen voor redding, met behulp van illustraties;

  • .11 het gebruik van drijfankers;

  • .12 het gebruik van motor en accessoires;

  • .13 het terugzetten van de reddingsboten en -vlotten en hulpverleningsboten, plaatsen en sjorren daarbij inbegrepen;

  • .14 de gevaren van blootstelling aan weer en zee en de noodzaak van warme kleding;

  • .15 het beste gebruik van de voorzieningen van de reddingsboten en -vlotten ten behoeve van overleving;

  • .16 de manieren van redding uit zee, waarbij inbegrepen het gebruik van helicopterreddingsuitrusting (stroppen, manden, draagbaren), reddingsboeien met broeking en reddingsapparatuur gebruikt vanaf de wal en het lijnwerptoestel van het schip;

  • .17 alle andere activiteiten die de verlaatrol en de noodinstructies aangeven; en

  • .18 aanwijzingen voor noodreparaties van de reddingsmiddelen.

• 4 Ieder schip dat is uitgerust met een marien evacuatiesysteem, moet zijn voorzien van hulpmiddelen voor oefeningen aan boord in het gebruik van het systeem.

• 5 Het opleidingshandboek moet zijn geschreven in de werktaal aan boord van het schip.

Voorschrift 36. Instructies voor onderhoud aan boord

Instructies voor het onderhoud van reddingsmiddelen aan boord moeten gemakkelijk te begrijpen zijn, waar mogelijk geïllustreerd en waar van toepassing de volgende gegevens voor elk middel omvatten:

• .1 een controlelijst, te gebruiken wanneer de inspecties vereist in voorschrift 20.7 worden verricht;

• .2 aanwijzingen ten behoeve van onderhoud en reparaties;

• .3 schema voor periodiek onderhoud;

• .4 schematische voorstellingen van smeerpunten en aanbevolen smeermiddelen;

• .5 een lijst met vervangbare onderdelen;

• .6 een lijst met adressen waar reserve-onderdelen verkregen kunnen worden; en

• .7 een logboek voor aantekening van inspecties en onderhoud.

Voorschrift 37. Verlaatrol en aanwijzingen bij noodgevallen

• 1 De verlaatrol moet bijzonderheden bevatten inzake het algemeen alarmsignaal en het scheepsomroepsysteem voorgeschreven in sectie 7.2 van de Code, en tevens de maatregelen aangeven die door bemanning en passagiers moeten worden genomen wanneer dit alarm wordt gegeven. De verlaatrol moet ook aangeven hoe het sein „schip-verlaten” wordt gegeven.

• 2 Op elk passagiersschip moeten procedures zijn voor het localiseren en redden van passagiers die vastzitten in hun hutten.

• 3 De verlaatrol moet de taken aangeven die zijn opgedragen aan de verschillende bemanningsleden, waaronder:

  • .1 het sluiten van de waterdichte deuren, branddeuren, afsluiters, spuigaten, zijpoorten, dakramen, patrijspoorten, en soortgelijke openingen in het schip;

  • .2 het uitrusten van de reddingsboten en -vlotten en andere reddingsmiddelen;

  • .3 het gereed maken en te water laten van reddingsboten en -vlotten;

  • .4 het gereed maken van andere reddingsmiddelen in het algemeen;

  • .5 het verzamelen van de passagiers;

  • .6 het gebruik van de communicatieuitrusting;

  • .7 het bemannen van de brandweerploegen die aangewezen zijn om branden te bestrijden; en

  • .8 bijzondere taken opgedragen in verband met het gebruik van de brandbestrijdingsuitrusting en -installaties.

• 4 De verlaatrol moet aangeven welke officieren zijn aangewezen om ervoor te zorgen dat de reddings- en brandbestrijdingsmiddelen in goede staat en klaar voor onmiddellijk gebruik worden gehouden.

• 5 De verlaatrol moet vervangers aangeven voor de belangrijkste personen, indien dezen niet tot handelen in staat zouden zijn, rekening houdende met het gegeven dat verschillende noodsituaties verschillende maatregelen noodzakelijk maken.

• 6 Op de verlaatrol moeten de aan de bemanning opgedragen taken in noodsituaties ten aanzien van de passagiers worden aangegeven. Deze taken moeten onder meer omvattten:

  • .1 het waarschuwen van de passagiers;

  • .2 het erop toezien dat zij voldoende gekleed zijn en dat zij hun reddingsgordels goed hebben aangetrokken;

  • .3 het verzamelen van de passagiers op hun verzamelplaatsen;

  • .4 het bewaren van de orde in de gangen en op de trappen en algemeen toezicht uitoefenen op de verplaatsing van de passagiers; en

  • .5 het ervoor zorgen dat een voorraad dekens naar de reddingsboten en -vlotten wordt gebracht.

• 7. De verlaatrol moet zijn opgemaakt voordat het schip zee kiest. Nadat de verlaatrol eenmaal is opgemaakt, moet de kapitein wanneer een verandering in de samenstelling van de bemanning wijziging van de verlaatrol noodzakelijk maakt, de verlaatrol herzien of een nieuwe verlaatrol opmaken.

• 8. De verlaatrol op passagiersschepen moet goedgekeurd zijn.

HOOFDSTUK IV. RADIOVERBINDINGEN

DEEL A. ALGEMEEN

Voorschrift 1. Toepassing

• 1 Dit Hoofdstuk is tenzij uitdrukkelijk anders bepaald, van toepassing op alle schepen waarop deze Voorschriften van toepassing zijn en op vrachtschepen met een bruto-inhoud van 300 ton of meer.

• 2 Dit Hoofdstuk is niet van toepassing op schepen waarop deze Voorschriften anders wel van toepassing zouden zijn, wanneer die schepen varen op de Grote Meren van Noord-Amerika en hun verbindings- en zijwateren niet verder oostelijk dan de beneden-uitgang van de St.-Lambertsluis te Montreal in de provincie Quebec, Canada.48

• 3 Geen enkele bepaling van dit Hoofdstuk belet in nood verkerende schepen, groepsreddingmiddelen of personen gebruik te maken van de tot hun beschikking staande middelen om de aandacht te trekken, hun positie bekend te maken en hulp te verkrijgen.

Voorschrift 2. Termen en begripsomschrijvingen

• 1 Voor de toepassing van dit Hoofdstuk worden aan de volgende uitdrukkingen de hieronder omschreven betekenissen toegekend.

  • .1 „Berichtgeving van brug tot brug”: berichtgeving tussen schepen betreffende de veiligheid, vanaf de plaats aan boord waar gewoonlijk de navigatie wordt gevoerd.

  • .2 „Ononderbroken wacht”: de radiowacht mag niet worden onderbroken anders dan voor korte perioden waarin de ontvangst van het schip geheel of gedeeltelijk wordt onderdrukt door eigen berichtgeving of waarin de apparatuur een periodieke onderhouds- of controlebeurt ondergaat.

  • .3 „DSC” (digital selective calling): een techniek waarbij digitaíe codes worden gebruikt, die een radiostation in staat stelt verbinding tot stand te brengen met en informatie ţe zenden aan een ander station of een groep van stations, en die voldoet aan de van toepassing zijnde aanbevelingen van het Internationale Raadgevende Comité inzake Radioaangelegenheden (CCIR).

  • .4 „DPT” (direct-printing telegraphy): technieken voor geautomatiseerde telegrafie die voldoen aan de van toepassing zijnde aanbevelingen van het Internationale Raadgevende Comité inzake Radioaangelegenheden (CCIR).

  • .5 „Algemene radioberichtgeving”: het operationele en openbare berichtenverkeer per radio, anders dan de nood-, spoed- en veiligheidsberichten.

  • .6 „INMARSAT”: de Organisatie opgericht uit hoofde van het op 3 september 1976 aangenomen Verdrag inzake de Internationale Maritieme Satelliet Organisatie.

  • .7 „Internationaal NAVTEX-systeem”: de gecoördineerde uitzending en automatische ontvangst op de frequentie van 518 kHz van maritieme veiligheidsinformatie, door toepassing van DPT, waarbij de Engelse taal wordt gebruikt.49

  • .8 „Lokaliseren”: het vinden van schepen, luchtvaartuigen, eenheden of personen in nood.

  • .9 „Maritieme veiligheidsinformatie”: navigatiewaarschuwingen en meteorologische waarschuwingen, meteorologische verwachtingen en andere spoedeisende berichten betreffende de veiligheid die naar schepen worden verzonden.

  • .10 „POSS” (polar orbiting satellite service): een systeem, gebaseerd op satellieten die een baan om de aardse polen doorlopen, dat noodoproepen van satelliet-noodradiobakens ontvangt en doorzendt, en daarbij hun positie opgeeft.

  • .11 „Radioreglement”: het Radioreglement, behorend bij of beschouwd als behorend bij het laatste Internationaal Verdrag betreffende de Telecommunicatie dat op een bepaald ogenblik van kracht is.

  • .12 „Zeegebied Al”: een gebied binnen het radiotelefoniebereik van ten minste een VHF-radiokuststation, dat beschikt over een permanente mogelijkheid voor DSC-oproepen, welk gebied nader kan worden omschreven door een Verdragsluitende Regering.50

  • .13 „Zeegebied A2”: een gebied, met uitzondering van het zeegebied Al, binnen het radiotelefoniebereik van ten minste een MF-radiokuststation, dat beschikt over een permanente mogelijkheid voor DSC-oproepen, welk gebied nader kan worden omschreven door een Verdragsluitende Regering.51

  • .14 „Zeegebied A3”: een gebied, met uitzondering van de zeegebieden Al en A2, binnen het bereik van een geostationaire INMARSAT-satelliet, die beschikt over een permanente mogelijkheid voor oproepen.

  • .15 „Zeegebied A4”: een gebied buiten de zeegebieden Al, A2 enA3.

  • .16 Identiteiten voor het Wereldomvattend Maritiem Satelliet-Communicatiesysteem (GMDSS) betekent de identiteit voor maritieme mobiele diensten, de roepnaam van het schip, de Inmarsat-identiteiten en de identiteit van het serienummer die door de apparatuur van het schip kunnen worden verzonden en worden gebruikt om het schip te identificeren.

• 2 Alle overige termen en afkortingen die in dit hoofdstuk worden gebruikt en die worden omschreven in het Radioreglement en in het Internationaal Verdrag inzake opsporing en redding op zee (SAR), 1979, zoals deze kunnen worden gewijzigd, hebben de betekenis die er in dat Reglement en in het SAR-Verdrag aan wordt toegekend.

Voorschrift 3. Vrijstellingen

• 1 De Verdragsluitende Regeringen achten het hoogst gewenst niet af te wijken van de vereisten ingevolge dit Hoofdstuk; niettemin kan de Administratie aan individuele schepen gedeeltelijke of voorwaardelijke vrijstellingen verlenen van de Voorschriften 7 t/m 11, mits:

  • .1 deze schepen voldoen aan de functionele vereisten ingevolge Voorschrift 4; en

  • .2 de Administratie rekening heeft gehouden met het gevolg dat deze vrijstellingen kunnen hebben voor de veiligheid van alle schepen in verband met de algemene doelmatige hulpverlening.

• 2 Vrijstellingen uit hoofde van paragraaf 1 kunnen alleen worden verleend:

  • .1 indien de omstandigheden die op de veiligheid van invloed zijn, zodanig zijn dat de volledige toepassing van de Voorschriften 7 t/m 11 onredelijk of onnodig is;

  • .2 in uitzonderlijke omstandigheden, voor een eenmalige reis buiten het zeegebied of de zeegebieden waarvoor het schip is uitgerust.

• 3 Elke Administratie moet zo spoedig mogelijk na 1 januari van elk jaar bij de Organisatie een rapport indienen, waarin alle vrijstellingen die op grond van de paragrafen 1 en 2 gedurende het voorafgaande kalenderjaar werden verleend, zijn vermeld en waarin de redenen voor het verlenen van die vrijstellingen zijn opgegeven.

Voorschrift 4. Functionele vereisten

Ieder schip moet buitengaats in staat zijn:

• .1 behalve zoals bepaald in de Voorschriften 8.1.1 en 10.1.4.3, noodoproepen van het schip naar de wal uit te zenden door middel van ten minste twee afzonderlijke en van elkaar onafhankelijke installaties, die elk van een ander radiocommunicatiesysteem gebruik maken;

• .2 noodoproepen van de wal naar het schip te ontvangen;

• .3 noodoproepen van schip naar schip uit te zenden en te ontvangen;

• .4 berichten betreffende de opsporings- en reddingscoördinatie uit te zenden en te ontvangen;

• .5 berichten op lokatie uit te zenden en te ontvangen;

• .6 de signalen ten behoeve van het lokaliseren uit te zenden en, zoals vereist ingevolge Voorschrift V/19.2.3.2, te ontvangen52;

• .7 maritieme veiligheidsinformatie uit te zenden en te ontvangen53;

• .8 algemene radioberichten uit te zenden naar en te ontvangen van radiosystemen of -netwerken aan wal, onder voorbehoud van het bepaalde in Voorschrift 15.8;

• .9 berichten van brug tot brug uit te zenden en te ontvangen.

DEEL B. VERPLICHTINGEN VAN VERDRAGSLUITENDE REGERINGEN54

Voorschrift 5. Voorzieningen voor radiocommunicatiesystemen

• 1 Elke Verdragsluitende Regering verbindt zich ertoe, naar zij praktisch en noodzakelijk acht, hetzij individueel hetzij in samenwerking met andere Verdragsluitende Regeringen, passende voorzieningen aan wal te treffen voor radiocommunicatiesystemen via de ruimte of via de aarde, gepast rekening houdend met de aanbevelingen van de Organisatie 55. Deze systemen zijn:

  • .1 een radiocommunicatiesysteem dat gebruik maakt van geostationaire satellieten in het Maritieme Mobiele-Satellietsysteem;

  • 2. een radiocommunicatiesysteem dat gebruik maakt van satellieten die een baan om de aardse polen doorlopen in het Mobiele-Satellietsysteem;

  • .3 het Maritieme Mobiele Systeem binnen de frequentiebanden tussen 156 MHz en 174 MHz;

  • .4 het Maritieme Mobiele Systeem binnen de frequentiebanden tussen 4000 kHz en 27500 kHz;

  • .5 het Maritieme Mobiele Systeem binnen de frequentiebanden tussen 415 kHz en 535 kHz en tussen 1605 kHz en 4000 kHz.

• 2 Elke Verdragsluitende Regering verbindt zich ertoe aan de Organisatie relevante informatie te verstrekken met betrekking tot de voorzieningen aan wal behorend tot het Maritieme Mobiele Systeem, het Mobiele-Satellietsysteem en het Maritieme Mobiele-Satellietsysteem, getroffen voor zeegebieden die zij heeft aangewezen voor haar kust(en).

Voorschrift 5-1. Identiteiten voor het Wereldomvattend Maritiem Satelliet-Communicatiesysteem

• 1. Dit voorschrift is van toepassing op alle schepen op alle reizen.

• 2. Elke Verdragsluitende Regering verplicht zich ertoe er zorg voor te dragen dat passende regelingen worden getroffen voor het registreren van identiteiten voor het Wereldomvattend Maritiem Satelliet-Communicatiesysteem (GMDSS) en voor het 24 uur per dag beschikbaar stellen van informatie inzake deze identiteiten aan reddingscoördinatiecentra. Internationale organisaties die een register van deze identiteiten bijhouden, moeten in voorkomend geval door de Verdragsluitende Regering van deze toewijzingen op de hoogte worden gebracht.

DEEL C. VEREISTEN TEN AANZIEN VAN SCHEPEN

Voorschrift 6. Radio-installaties

• 1 Ieder schip moet zijn uitgerust met radio-installaties die in staat zijn gedurende de gehele voorgenomen reis te voldoen aan de in Voorschrift 4 gestelde functionele vereisten en, tenzij vrijstelling is verleend krachtens Voorschrift 3, voldoen aan de vereisten ingevolge Voorschrift 7 en, afhankelijk van het zeegebied of de zeegebieden waardoor het tijdens de voorgenomen reis zal varen, de vereisten ingevolge Voorschrift 8, 9, 10 of 11.

• 2 Iedere radio-installatie moet:

  • .1 zodanig zijn geplaatst dat geen schadelijke invloeden van mechanische, elektrische of andere oorsprong de werking ervan aantasten, en dat de elektromagnetische compatibiliteit en de voorkoming van een schadelijke wisselwerking met andere apparatuur en systemen is verzekerd;

  • .2 zodanig zijn opgesteld dat de hoogste mate van veiligheid en operationele beschikbaarheid is verzekerd;

  • .3 zijn beschermd tegen schadelijke gevolgen van water, extreme temperaturen en andere ongunstige omstandigheden in de directe omgeving;

  • .4 zijn voorzien van betrouwbare, blijvend aangebrachte elektrische verlichting, die onafhankelijk is van de hoofd- en noodkrachtbronnen, voor voldoende verlichting van het bedieningspaneel van de radio-installatie;

  • .5 duidelijk zijn voorzien van het internationaal naamsein, de identificatie-aanduiding van het scheepsstation en andere aanduidingen voor zover zij relevant zijn voor het gebruik van de radio-installatie.

• 3 De bediening van de VHF-kanalen voor radiotelefonie, die vereist zijn ten behoeve van de veiligheid van de navigatie, moet onmiddellijk mogelijk zijn op de brug, nabij de plaats waar de navigatie wordt gevoerd, en waar nodig moeten voorzieningen zijn getroffen om radiocommunicatie vanaf de brugvleugels mogelijk te maken. Voor de toepassing van de laatste bepaling kan draagbare VHF-apparatuur worden gebruikt.

• 4 Op passagiersschepen moet een ,noodpaneel’ worden geïnstalleerd op de plaats waar het schip wordt bestuurd. Dit paneel bevat hetzij een enkele knop die, bij indrukken, een noodalarm in werking stelt waarbij alle voor dat doel aan boord vereiste radioverbindingsinstallaties worden gebruikt, hetzij een knop voor elke afzonderlijke installatie. Telkens wanneer een knop of knoppen zijn ingedrukt, moet dit op het paneel duidelijk zichtbaar zijn aangegeven. Er moeten voorzieningen worden aangebracht om het onbedoeld indrukken van de knop of knoppen te voorkomen. Indien het satelliet-noodradiobaken wordt gebruikt als secundair noodalarm en niet op afstand wordt geactiveerd, kan een aanvullend noodradiobaken worden geplaatst in het stuurhuis in de nabijheid van de plaats waar het schip wordt bestuurd.

• 5 Op passagiersschepen moet informatie betreffende de positie van het schip continu en automatisch worden verstrekt aan alle daarvoor in aanmerking komende radioverbindingsmiddelen die het eerste noodalarm moeten doorgeven wanneer de knop of knoppen van het noodpaneel worden ingedrukt.

• 6 Op passagiersschepen moet een noodalarm-paneel worden geïnstalleerd op de plaats waar het schip wordt bestuurd. Dit noodalarm-paneel moet een zichtbaar en hoorbaar signaal verschaffen van alle aan boord ontvangen alarmmeldingen en moet eveneens aangeven via welke radioverbindingsdienst de noodalarmen zijn ontvangen.

Voorschrift 7. Radio-apparatuur - Algemeen

• 1 Elk schip moet zijn uitgerust met:

  • .1 een VHF-radio-installatie die geschikt is voor het uitzenden en ontvangen van:

    • .1.1 DSC56 op de frequenţie 156.525 MHz (kanaal 70). Het dient mogelijk te zijn het uitzenden van noodoproepen op kanaal 70 te starten vanaf de plaats aan boord waar gewoonlijk de navigatie wordt gevoerd57; en

    • .1.2 radiotelefonie op de frequenties 156.300 MHz (kanaal 6), 156.650 MHz (kanaal 13) en 156.800 MHz (kanaal 16);

  • .2 een radio-installatie die geschikt is om ononderbroken DSC-wacht te houden op VHF-kanaal 70, gescheiden van of gecombineerd met de ingevolge paragraaf .1.1 vereiste installatie58;

  • .3 een radartransponder die geschikt is om te werken in de frequentieband 9 GHz, die:

    • .3.1 zodanig moet zijn geplaatst dat hij gemakkelijk kan worden gebruikt; en

    • .3.2 kan behoren tot de ingevolge Voorschrift III/6.2.2 voor groepsreddingmiddelen vereiste radartransponders;

  • .4 een ontvanger die geschikt is om de uitzendingen van het Internationale NAVTEX-systeem te ontvangen indien het schip zich bevindt op reizen in gebieden waar een Internatio naal NAVTEX-systeem beschikbaar is;

  • .5 een radiovoorziening voor de ontvangst van maritieme veiligheidsinformatie uitgezonden binnen het EGC-systeem (enhanced group calling system) van INMARSAT, indien het schip reizen onderneemt binnen een zeegebied dat binnen het bereik van INMARSAT valt, maar waar geen Internationaal NAVTEX-systeem beschikbaar is. Schepen die uitsluitend reizen ondernemen in zeegebieden waar een HF-DPT-systeem59 voor het uitzenden van maritieme veiligheidsinformatie beschikbaar is en die zijn uitgerust met apparatuur die geschikt is om van dit systeem gebruik te maken, kunnen echter van dit vereiste worden vrijgesteld60;

  • .6 met inachtneming van de bepalingen van Voorschrift 8.3, een satelliet-noodradiobaken dat:

    • .6.1 noodoproepen kan uitzenden door gebruik te maken van hetzij het POSS dat werkt in de frequentieband 406 MHz, hetzij, indien het schip alleen reizen onderneemt binnen gebieden die binnen het bereik van INMARSAT vallen, het geostationaire INMARSAT-satellietsysteem dat werkt in de frequentieband 1.6 GHz61;

    • .6.2 op een gemakkelijk toegankelijke plaats is geïnstalleerd;

    • .6.3 snel met de hand kan worden losgemaakt en door één persoon in een groepsreddingmiddel kan worden gebracht;

    • .6.4 vrij kan opdrijven indien het schip zinkt en automatisch wordt geactiveerd zodra het drijft; en

    • .6.5 met de hand geactiveerd kan worden.

• 2 Elk passagiersschip moet zijn uitgerust met middelen voor het ter plaatse uitzenden en ontvangen van radioberichten voor opsporings- en reddingsdoeleinden, met gebruikmaking van de luchtvaartfrequenties 121,5 MHz en 123,1 MHz, vanaf de plaats waar het schip normaliter wordt bestuurd.

Voorschrift 8. Radio-apparatuur - Zeegebied A1

• 1 In aanvulling op de vereisten ingevolge Voorschrift 7 moet ieder schip dat uitsluitend reizen onderneemt in het zeegebied Al zijn uitgerust met een radio-installatie die geschikt is om vanaf de plaats aan boord waar gewoonlijk de navigatie wordt gevoerd, het uitzenden van noodoproepen naar de wal te starten door middel van hetzij:

  • .1 VHF met gebruik van DSC. Hierin kan worden voorzien door het in paragraaf 3 voorgeschreven noodradiobaken. Dit noodradiobaken moet worden geïnstalleerd nabij de plaats aan boord waar gewoonlijk de navigatie wordt gevoerd, of vanaf die plaats op afstand kunnen worden bediend; hetzij

  • .2 POSS op de frequentie van 406 MHz. Hierin kan worden voorzien door het ingevolge Voorschrift 7.1.6 vereiste satelliet-noodradiobaken. Dit satelliet-noodradiobaken moet worden geïnstalleerd nabij de plaats aan boord waar gewoonlijk de navigatie wordt gevoerd, of vanaf die plaats op afstand kunnen worden bediend; hetzij

  • .3 MF met gebruik van DSC, indien het schip reizen onderneemt binnen het bereik van MF-radiokuststations met DSC; hetzij

  • .4 HF met gebruik van DSC; hetzij

  • .5 het geostationaire INMARSAT-satellietsysteem. Hierin kan worden voorzien door gebruik te maken van:

    • .5.1 een INMARSAT-scheepssatellietstation62; of

    • .5.2 het ingevolge Voorschrift 7.1.6 vereiste satelliet-noodradiobaken. Het satelliet-noodradiobaken moet worden geïnstalleerd nabij de plaats aan boord waar gewoonlijk de navigatie wordt gevoerd, of vanaf die plaats op afstand kunnen worden bediend.

• 2 De ingevolge Voorschrift 7.1.1 vereiste VHF-radio-installatie moet ook geschikt zijn voor het uitzenden en ontvangen van algemene radioberichten met gebruik van radiotelefonie.

• 3 Schepen die uitsluitend reizen ondernemen in het zeegebied Al kunnen, in plaats van het ingevolge Voorschrift 7.1.6 vereiste satellietnoodradiobaken, een noodradiobaken aan boord hebben dat:

  • .1 een noodoproep kan uitzenden op VHF-kanaal 70 met gebruik van DSC, en kan worden opgespoord door middel van een radartransponder werkend in de frequentieband 9 GHz;

  • .2 is geïnstalleerd op een gemakkelijk toegankelijke plaats;

  • .3 snel met de hand kan worden losgemaakt en door één persoon in een groepsreddingmiddel kan worden gebracht;

  • .4 vrij kan opdrijven indien het schip zinkt en automatisch wordt geactiveerd zodra het drijft; en

  • .5 met de hand kan worden geactiveerd.

Voorschrift 9. Radio-apparatuur - Zeegebieden A1 en A2

• 1 In aanvulling op de vereisten ingevolge Voorschrift 7 moet ieder schip dat reizen onderneemt buiten het zeegebied Al, maar binnen het zeegebied A2, zijn voorzien van:

  • .1 een MF-radio-installatie die geschikt is om berichten uit te zenden en te ontvangen voor nood- en veiligheidsdoeleinden op de frequenties van:

    • .1.1 2187.5 kHz met gebruik van DSC; en

    • .1.2 2182 kHz met gebruik van radiotelefonie

  • .2 een radio-installatie die geschikt is om een ononderbroken DSC-wacht te houden op de frequentie van 2187.5 kHz, die gescheiden kan zijn van of gecombineerd kan zijn met de ingevolge paragraaf .1.1 vereiste installatie; en

  • .3 een radio-installatie, niet werkend in de MF-band, om het uitzenden van noodoproepen naar de wal te starten door middel van:

    • .3.1 POSS op de frequentie van 406 MHz. Hierin kan worden voorzien door het ingevolge Voorschrift 7.1.6 vereiste satelliet-noodradiobaken. Het satelliet-noodradiobaken moet worden geïnstalleerd nabij de plaats aan boord waar gewoonlijk de navigatie wordt gevoerd, of vanaf die plaats op afstand kunnen worden bediend; of

    • .3.2 HF met gebruik van DSC; of

    • .3.3 het geostationaire INMARSAT-satellietsysteem. Hierin kan worden voorzien door gebruik te maken van:

      • .3.3.1 de in paragraaf 3.2 bedoelde apparatuur; of

      • .3.3.2 het ingevolge Voorschrift 7.1.6 vereiste satelliet-noodradiobaken. Het satelliet-noodradiobaken moet worden geïnstalleerd nabij de plaats aan boord waar gewoonlijk de navigatie wordt gevoerd, of vanaf die plaats op afstand kunnen worden bediend.

• 2 Het uitzenden van noodoproepen door middel van de radio-installatie bedoeld in de paragrafen 1.1 en 1.3 moet kunnen worden gestart vanaf de plaats aan boord waar gewoonlijk de navigatie wordt gevoerd.

• 3 Daarnaast moet het schip in staat zijn algemene radioberichten uit te zenden en te ontvangen met gebruik van radiotelefonie of DPT door middel van:

  • .1 een radio-installatie werkend op werkfrequenties in de banden tussen 1605 kHz en 4000 kHz of tussen 4000 kHz en 27.500 kHz. Hierin kan worden voorzien door deze voorziening toe te voegen aan de ingevolge paragraaf 1.1 vereiste apparatuur; of

  • .2 een INMARSAT-scheepssatellietstation.

• 4 De Administratie kan vrijstelling verlenen van de vereisten ingevolge de Voorschriften 7.1.1.1 en 7.1.2 voor schepen gebouwd voor 1 februari 1997 die uitsluitend reizen ondernemen binnen het zeegebied A2, mits deze schepen wanneer uitvoerbaar een ononderbroken luisterwacht houden op VHF-kanaal 16. Deze wacht moet worden gehouden op de plaats aan boord waar gewoonlijk de navigatie wordt gevoerd.

Voorschrift 10. Radio-apparatuur - Zeegebieden A1, A2, en A3

• 1 In aanvulling op de vereisten ingevolge Voorschrift 7 moet ieder schip dat reizen onderneemt buiten de zeegebieden Al en A2, maar binnen het zeegebied A3, indien het niet voldoet aan de vereisten ingevolge paragraaf 2, zijn voorzien van:

  • .1 een INMARSAT-scheepssatellietstation dat geschikt is om:

    • .1.1 nood- en veiligheidsberichten uit te zenden en te ontvangen met gebruik van DPT;

    • .1.2 oproepen met noodprioriteit te starten en te ontvangen;

    • .1.3 een wacht te onderhouden voor noodoproepen van de wal naar het schip, met inbegrip van berichten die op specifiek omschreven geografische gebieden gericht zijn;

    • .1.4 algemene radioberichten uitte zenden en te ontvangen met gebruik van radiotelefonie dan wel DPT; en

  • .2 een MF-radio-installatie die geschikt is om berichten uit te zenden en te ontvangen voor nood- en veiligheidsdoeleinden op de frequenties van:

    • .2.1 2187.5 kHz met gebruik van DSC; en

    • .2.2 2182 kHz met gebruik van radiotelefonie; en

  • .3 een radio-installatie die geschikt is om een ononderbroken DSC-wacht te houden op de frequentie van 2187.5 kHz, die gescheiden kan zijn van of gecombineerd kan zijn met de ingevolge paragraaf .2.1 vereiste installatie; en

  • .4 een radio-installatie, niet werkend in de MF-band, om het uitzenden van noodoproepen naar de wal te starten door middel van:

    • .4.1 POSS op de frequentie van 406 MHz. Hierin kan worden voorzien door het ingevolge Voorschrift 7.1.6 vereiste satelliet-noodradiobaken. Het satelliet-noodradiobaken moet worden geïnstalleerd nabij de plaats aan boord waar gewoonlijk de navigatie wordt gevoerd, of vanaf die plaats op afstand kunnen worden bediend; of

    • .4.2 HF met gebruik van DSC; of

    • .4.3 het geostationaire INMARSAT-satellietsysteem, door een extra scheepssatellietstation of een satelliet-noodradiobaken zoals vereist ingevolge Voorschrift 7.1.6. Het satellietnoodradiobaken moet worden geïnstalleerd nabij de plaats aan boord waar gewoonlijk de navigatie wordt gevoerd, of vanaf die plaats op afstand kunnen worden bediend.

• 2 In aanvulling op de vereisten ingevolge Voorschrift 7 moet ieder schip dat reizen onderneemt buiten de zeegebieden Al en A2, maar binnen het zeegebied A3, indien het niet voldoet aan de vereisten ingevolge paragraaf 1, zijn voorzien van:

  • .1 een MF/HF-radio-installatie die geschikt is om voor nood- en veiligheidsdoeleinden berichten uit te zenden en te ontvangen op alle nood- en veiligheidsfrequenties in de banden tussen 1605 kHz en 4000 kHz en tussen 4000 kHz en 27.500 kHz:

    • .1.1 met gebruik van DSC;

    • .1.2 met gebruik van radiotelefonie; en

    • .1.3 met gebruik van DPT; en

  • .2 apparatuur geschikt om gelijktijdig DSC-wacht te houden op de frequenties van 2187.5 kHz en 8414.5 kHz, alsmede op ten minste een van de DSC-nood- en veiligheidsfrequenties van 4207.5 kHz, 6312 kHz, 12.577 kHz of 16.804.5 kHz. Het moet te allen tijde mogelijk zijn een van deze DSC-nood- of veiligheidsfrequenties te kiezen. Deze apparatuur kan gescheiden zijn van of gecombineerd zijn met de ingevolge paragraaf .1 vereiste apparatuur; en

  • .3 een radio-installatie, niet werkend in de HF-band, om het uitzenden van noodoproepen naar de wal te starten door middel van:

    • .3.1 POSS op de frequentie van 406 MHz. Hierin kan worden voorzien door het ingevolge Voorschrift 7.1.6 vereiste satelliet-noodradiobaken. Het satelliet-noodradiobaken moet worden geïnstalleerd nabij de plaats aan boord waar gewoonlijk de navigatie wordt gevoerd, of vanaf die plaats op afstand te kunnen worden bediend; of

    • .3.2 het geostationaire INMARSAT-satellietsysteem. Hierin kan worden voorzien door gebruik te maken van:

      • .3.2.1 een INMARSAT-scheepssatellietstation; of

      • .3.2.2 het ingevolge Voorschrift 7.1.6 vereiste satelliet-noodradiobaken. Het satelliet-noodradiobaken moet worden geïnstalleerd nabij de plaats aan boord waar gewoonlijk de navigatie wordt gevoerd, of vanaf die plaats op afstand kunnen worden bediend.

  • .4 Daarnaast moeten schepen in staat zijn algemene radioberichten uit te zenden en te ontvangen met gebruik van radiotelefonie of DPT door middel van een MF/HF-radioinstallatie werkend op werkfrequenties in de banden tussen 1605 kHz en 4000 kHz of tussen 4000 kHz en 27.500 kHz. Hierin kan worden voorzien door deze voorziening toe te voegen aan de ingevolge paragraaf. 1 vereiste apparatuur.

• 3 Het uitzenden van noodoproepen door middel van de radio-installatie bedoeld in de subparagrafen 1.1, 1.2, 1.4, 2.1 en 2.3 moet kunnen worden gestart vanaf de plaats aan boord waar gewoonlijk de navigatie wordt gevoerd.

• 4 De Administratie kan vrijstelling verlenen van de vereisten ingevolge de Voorschriften 7.1.1.1 en 7.1.2 voor schepen gebouwd vóór 1 februari 1997 die uitsluitend reizen ondernemen binnen de zeegebieden A2 en A3, mits deze schepen wanneer uitvoerbaar een ononderbroken luisterwacht houden op VHF-kanaal 16. Deze wacht moet worden gehouden op de plaats aan boord waar gewoonlijk de navigatie wordt gevoerd.

Voorschrift 11. Radio-apparatuur - Zeegebieden A1, A2, A3 en A4

• 1 In aanvulling op de vereisten ingevolge Voorschrift 7 moeten schepen die reizen in alle zeegebieden ondernemen, zijn uitgerust met de ingevolge Voorschrift 10.2 vereiste radio-installaties en apparatuur, met dien verstande dat de ingevolge Voorschrift 10.2.3.2 vereiste apparatuur niet wordt aanvaard als alternatief voor de ingevolge Voorschrift 10.2.3.1 vereiste apparatuur, die altijd aanwezig moet zijn. Daarnaast moeten schepen die reizen in alle zeegebieden ondernemen, voldoen aan de vereisten ingevolge Voorschrift 10.3.

• 2 De Administratie kan vrijstelling verlenen van de vereisten ingevolge de Voorschriften 7.1.1.1 en 7.1.2 voor schepen gebouwd vóór 1 februari 1997 die uitsluitend reizen ondernemen binnen de zeegebieden A2, A3, en A4, mits deze schepen wanneer uitvoerbaar een ononderbroken luisterwacht houden op VHF-kanaal 16. Deze wacht moet worden gehouden op de plaats aan boord waar gewoonlijk de navigatie wordt gevoerd.

Artikel 12. Radiowachten

• 1 Aan boord van ieder schip moet buitengaats een ononderbroken wacht worden gehouden:

  • .1 op VHF-DSC-kanaal 70, indien het schip, overeenkomstig de vereisten ingevolge Voorschrift 7.1.2, is uitgerust met een VHF-radio-installatie;

  • .2 op de DSC-nood- en veiligheidsfrequentie van 2187.5 kHz, indien het schip, overeenkomstig de vereisten ingevolge Voorschrift 9.1.2 of 10.1.3, is uitgerust met een MF-radio-installatie;

  • .3 op de DSC-nood- en veiligheidsfrequenties 2187.5 kHz en 8414.5 kHz, alsmede op ten minste een van de DSC-nood- en veiligheidsfrequenties van 4207.5 kHz, 6312 kHz, 12.577 kHz of 16.804.5 kHz, afhankelijk van het tijdstip en de geografische positie van het schip, indien het schip, overeenkomstig de vereisten ingevolge Voorschrift 10.2.2 of 11.1, is uitgerust met een MF/HF-radio-installatie. Deze wacht kan worden gehouden door middel van een scannende ontvanger;

  • .4 ten behoeve van satelliet-noodoproepen van de wal naar het schip, indien het schip, overeenkomstig de vereisten ingevolge Voorschrift 10.1.1, is uitgerust met een INMARSAT-scheepssatellietstation.

• 2 Aan boord van ieder schip moet buitengaats een radiowacht worden gehouden ten behoeve van uitzendingen van maritieme veiligheidsinformatie, op de frequentie of frequenties bestemd voor het uitzenden van deze informatie voor het gebied waarin het schip vaart.

• 3 Tot 1 februari 1999, of tot een door de Maritieme Veiligheidscommissie te bepalen andere datum, moet aan boord van ieder schip buitengaats, voor zover uitvoerbaar, een ononderbroken luisterwacht op VHF-kanaal 16 worden gehouden. Deze wacht moet worden gehouden op de plaats aan boord waar gewoonlijk de navigatie wordt gevoerd.

Voorschrift 13. Krachtbronnen

• 1 Buitengaats moet te allen tijde een elektrische krachtbron beschikbaar zijn van voldoende vermogen om de radio-installaties te doen werken en de aanwezige batterijen gebruikt voor de reservekrachtbron of -bronnen ten behoeve van de radio-installaties op te laden.

• 2 Aan boord van ieder schip moeten een of meer reservekrachtbronnen aanwezig zijn om de radio-installaties te voeden ten behoeve van de nood- en veiligheidsberichtgeving ingeval de hoofd- en noodkrachtbronnen van het schip uitvallen. De reservekrachtbron of -bronnen moeten in staat zijn gelijktijdig voeding te leveren voor de ingevolge Voorschrift 7.1.1 vereiste VHF-radio-installatie en, naar gelang van het zeegebied of de zeegebieden waarvoor het schip is uitgerust, de ingevolge Voorschrift 9.1.1 vereiste MF-radio-installatie, de ingevolge Voorschrift 10.2.1 of 11.1 vereiste MF/HF-radio-installatie, of het ingevolge Voorschrift 10.1.1 vereiste INMARSAT-scheepssatellietstation, en elk van de in de paragrafen 4, 5 en 8 genoemde aanvullende voorzieningen, gedurende ten minste:

  • .1 een uur aan boord van schepen voorzien van een noodkrachtbron, indien deze krachtbron volledig voldoet aan alle desbetreffende bepalingen van Voorschrift II-1/42 of 43, met inbegrip van de voeding van de radio-installaties; en

  • .2 zes uur op schepen die niet zijn voorzien van een noodkrachtbron die volledig voldoet aan alle desbetreffende bepalingen van Voorschrift II-1/42 of 43, met inbegrip van de voeding van de radio-installaties;

  Onafhankelijke HF- en MF-radio-installaties behoeven niet gelijktijdig te kunnen worden gevoed door de reservekrachtbron of -bronnen.

• 3 De reservekrachtbron of -bronnen moeten onafhankelijk zijn van de voortstuwing van het schip en van het scheepsnet.

• 4 Indien naast de VHF-radio-installatie twee of meer van de andere radio-installaties, als bedoeld in paragraaf 2, kunnen worden aangesloten op de reservekrachtbron of -bronnen, moeten deze in staat zijn gedurende de in paragraaf 2.1 of 2.2 aangegeven periode, naar gelang van de situatie, de VHF-radio-installatie te voeden gelijktijdig met:

  • .1 alle andere radio-installaties die gelijktijdig op de reservekrachtbron of-bronnen kunnen worden aangesloten; of

  • .2 indien slechts een van de andere radio-installaties gelijktijdig met de VHF-radio-installatie op de reservekrachtbron of -bronnen kan worden aangesloten, degene van de andere radio-installaties met het hoogste energieverbruik,

• 5 De reservekrachtbron of -bronnen kunnen worden gebruikt om de ingevolge Voorschrift 6.2.4 vereiste elektrische verlichting te voeden.

• 6 Indien een reservekrachtbron bestaat uit een oplaadbare accumulatorenbatterij of -batterijen:

  • .1 moet een automatische laadinrichting aanwezig zijn die in staat is de batterijen binnen 10 uur op te laden tot het voorgeschreven minimumvermogen;

  • .2 moet het vermogen van de batterijen volgens een geschikte methode 63 worden gecontroleerd, met tussenpozen van niet meer dan 12 maanden, wanneer het schip niet buitengaats is.

• 7 De plaatsing en installatie van accumulatorenbatterijen die als reservekrachtbron dienen, moeten zodanig zijn dat:

  • .1 optimaal onderhoud mogelijk is;

  • .2 een redelijke levensduur verzekerd is;

  • .3 een redelijke mate van veiligheid verzekerd is;

  • .4 de temperatuur van de accumulatorenbatterijen, ook tijdens het opladen, binnen de door de fabrikant opgegeven waarden blijft; en

  • .5 de batterijen, wanneer zij volledig zijn opgeladen, onder alle weersomstandigheden ten minste het vereiste minimumaantal uren werken.

• 8 Indien een ononderbroken invoer van informatie vanuit de navigatieapparatuur of andere apparatuur in de ingevolge dit Hoofdstuk vereiste radio-installatie met inbegrip van de in voorschrift 18 bedoelde navigatie-ontvanger, noodzakelijk is ter verzekering van de goede werking ervan, moeten er voorzieningen zijn om de voortdurende levering van die informatie te verzekeren bij het uitvallen van de hoofd- of noodkrachtbron van het schip.

Voorschrift 14. Uitvoeringsnormen

• 1 Alle apparatuur waarop dit Hoofdstuk van toepassing is, moet van een door de Administratie goedgekeurd type zijn. Met inachtneming van paragraaf 2 moet de apparatuur voldoen aan van toepassing zijnde uitvoeringsnormen die niet lager zijn dan de door de Organisatie aangenomen normen64.

Voorschrift 15. Onderhoudsvereisten

• 1 De apparatuur moet zodanig zijn ontworpen dat de hoofdonderdelen snel te vervangen zijn, zonder uitgebreide hercalibratie of afregeling.

• 2 Waar van toepassing moet de apparatuur zodanig zijn gemonteerd en geïnstalleerd dat zij gemakkelijk toegankelijk is voor inspectie en onderhoud aan boord.

• 3 Er moet voldoende doelmatige informatie aanwezig zijn voor goede bediening en goed onderhoud van de apparatuur, rekening houdend met de aanbevelingen van de Organisatie65.

• 4 Er moeten voldoende doelmatige gereedschappen en reserveonderdelen aanwezig zijn voor het onderhoud van de apparatuur.

• 5 De Administratie verzekert dat de ingevolge dit Hoofdstuk vereiste radio-apparatuur zodanig wordt onderhouden dat wordt voorzien in de beschikbaarheid van middelen om te voldoen aan de in Voorschrift 4 omschreven functionele vereisten en dat wordt voldaan aan de aanbevolen uitvoeringsnormen ten aanzien van die apparatuur.

• 6 De beschikbaarheid van dergelijke middelen aan boord van schepen die reizen ondernemen in de zeegebieden Al en A2 moet worden verzekerd door methoden zoals het aanhouden van dubbele apparatuur, onderhoud aan wal of elektronische deskundigheid aan boord voor onderhoud buitengaats, of een combinatie hiervan, naar de Administratie kan goedkeuren.

• 7 De beschikbaarheid van dergelijke middelen aan boord van schepen die reizen ondernemen in de zeegebieden A3 en A4 moet worden verzekerd door een combinatie van ten minste twee methoden zoals het aanhouden van dubbele apparatuur, onderhoud aan wal of elektronische deskundigheid aan boord voor onderhoud buitengaats, naar de Administratie kan goedkeuren, rekening houdend met de aanbevelingen van de Organisatie.

• 8 Hoewel alle redelijk geachte stappen moeten worden genomen om de apparatuur in goede staat te houden en te verzekeren dat aan alle in Voorschrift 4 gestelde functionele vereisten wordt voldaan, mag een schip niet op grond van storingen van de apparatuur bij het voorzien in de ingevolge Voorschrift 4.8 vereiste algemene radioberichtgeving als onzeewaardig worden beschouwd, of worden opgehouden in havens waar niet onmiddellijk reparatievoorzieningen beschikbaar zijn, mits het schip in staat is alle nood- en veiligheidsfuncties te vervullen.

• 9 Satelliet-EPIRB’s moeten:

  • .1 jaarlijks worden beproefd op alle aspecten die met de efficiënte werking verband houden, met bijzondere nadruk op het controleren van de uitzending op operationele frequenties, codering en registratie, met de hieronder vermelde tussenpozen:

    • .1 op passagiersschepen, binnen drie maanden vóór het verstrijken van de geldigheidsduur van het Veiligheidscertificaat voor passagiersschepen; en

    • .2 op vrachtschepen, binnen drie maanden vóór het verstrijken van de geldigheidsduur, of drie maanden voor of na de verjaardatum, van het Radioveiligheidscertificaat voor vrachtschepen.

      De beproeving kan aan boord van het schip plaatsvinden of bij een erkend teststation; en

  • .2 worden onderhouden met tussenpozen van ten hoogste vijf jaar; het onderhoud moet worden uitgevoerd door een erkende onderhoudswerf aan de wal.

Voorschrift 16. Radiopersoneel

• 1 Ieder schip moet medewerkers aan boord hebben die naar genoegen van de Administratie bekwaam zijn op het gebied van radiocommunicatie voor nood- en veiligheidsdoeleinden. Zij moeten in het bezit zijn van de van toepassing zijnde certificaten genoemd in het Radioreglement, en één van hen moet worden aangewezen als eerste verantwoordelijke voor radioberichtgeving tijdens noodsituaties.

• 2 Op passagiersschepen moet ten minste één persoon die in overeenstemming met paragraaf 1 bekwaam is, worden aangewezen voor de verzorging van uitsluitend radioberichtgeving tijdens noodgevallen.

Voorschrift 17. Radiodagboeken

Er moet een radiodagboek worden bijgehouden, naar genoegen van de Administratie en zoals vereist ingevolge het Radioreglement, van alle met het radiocommunicatiesysteem verband houdende voorvallen die van belang lijken voor de beveiliging van mensenlevens op zee.

Voorschrift 18. Actualisering van posities

Alle tweeweg-communicatie-apparatuur aan boord van een schip waarop dit hoofdstuk van toepassing is en die in staat is automatisch de positie van het schip in de noodalarmering op te nemen, moet automatisch van deze informatie worden voorzien via een interne of externe navigatie-ontvanger, indien één van beide aanwezig is. Indien een dergelijke ontvanger niet is geïnstalleerd, moet de positie van het schip en het tijdstip waarop de positie werd bepaald, gedurende de vaart, handmatig worden bijgewerkt met tussenpozen van ten hoogste vier uur zodat deze gegevens op elk moment door de apparatuur kunnen worden verzonden.

HOOFDSTUK V. VEILIGHEID VAN DE NAVIGATIE

Voorschrift 1. Toepassing

• 1. Tenzij uitdrukkelijk anders bepaald, is dit hoofdstuk van toepassing op alle schepen op alle reizen, behoudens:

  • .1 op oorlogsschepen, marine ondersteuningsschepen of andere schepen die eigendom zijn van of geëxploiteerd worden door een Verdragsluitende Regering en die louter worden gebruikt voor andere dan commerciële openbare dienst; en

  • .2 op schepen die uitsluitend de Grote Meren van Noord-Amerika en de bijbehorende wateren die deze meren met elkaar verbinden bevaren, voor zover deze zich in oostelijke richting uitstrekken tot aan de St. Lambert-Sluis te Montreal in de provincie Quebec, Canada.

  Oorlogsschepen, marine ondersteuningsschepen of andere schepen die eigendom zijn van of geëxploiteerd worden door een Verdragsluitende Regering en die louter worden gebruikt voor andere dan commerciële openbare dienst worden evenwel aangemoedigd, voor zover redelijk en uitvoerbaar, zich te gedragen op een wijze die verenigbaar is met dit hoofdstuk.

• 2. De Administratie kan besluiten in hoeverre dit hoofdstuk van toepassing is op schepen die uitsluitend varen in wateren landwaarts van de basislijnen die ingevolge het internationale recht zijn ingesteld.

• 3. Een vast aan elkaar verbonden samengestelde eenheid van een duwboot en een vaartuig dat wordt geduwd, indien ontworpen als een daartoe bestemde en één geheel vormende combinatie van sleepboot en vaartuig, moet voor de toepassing van dit hoofdstuk als één enkel schip worden beschouwd.

• 4. De Administratie stelt vast in hoeverre de bepalingen van de voorschriften 15, 16, 17, 18, 19, 20, 21, 22, 23, 24, 25, 26, 27 en 28 niet van toepassing zijn op de volgende categorieën schepen:

  • .1 schepen met een brutotonnage van minder dan 150 ton, ongeacht de reis die zij maken;

  • .2 schepen met een brutotonnage van minder dan 500 ton die geen internationale reizen maken; en

  • .3 vissersvaartuigen.

Voorschrift 2. Begripsomschrijvingen

Voor de toepassing van dit hoofdstuk wordt verstaan onder:

• 1 Gebouwd, ten aanzien van een schip, een stadium van de bouw waarin:

  • .1 de kiel wordt gelegd; of

  • .2 de bouw ten behoeve van een specifiek schip aanvangt; of

  • .3 is aangevangen met de montage van het schip, dat ten minste 50 ton of 1 procent van de geschatte massa van alle bouwmateriaal omvat, naar gelang van welke van beide het minst is.

• 2 Nautische kaart of nautische publicatie, kaarten of boeken voor een specifiek doel, of een speciaal samengestelde database waaraan deze kaarten of boeken worden ontleend, die officieel worden uitgegeven door of op gezag van een Regering, erkende hydrografische instantie of andere relevante overheidsinstantie en zijn ontworpen om aan de vereisten van de zeenavigatie te voldoen.

• 3 Alle schepen, elk schip, elk vaartuig en elke boot ongeacht het type en doel.

• 4. Lengte van een schip betekent de totale lengte.

• 5 Opsporings- en reddingsdienst. De uitvoering van noodbewakings-, communicatie-, coördinatie- en opsporings- en reddingstaken, met inbegrip van het bieden van medisch advies, eerste medische hulp, of medische evacuatie, met gebruikmaking van publieke en private middelen met inbegrip van luchtvaartuigen, schepen en andere vaartuigen en installaties die hun medewerking verlenen.

• 6 Hogesnelheidsvaartuig, een vaartuig als omschreven in voorschrift X/1.3.

• 7 Mobiele buitengaatse booreenheid, een mobiele buitengaatse booreenheid, als omschreven in voorschrift XI-2/1.1.5.

Voorschrift 3. Vrijstellingen en gelijkwaardige regelingen

• 1 De Administratie kan aan schepen zonder mechanische voortstuwingsmiddelen algemene vrijstellingen verlenen van de vereisten van de voorschriften 15, 17, 18, 19 (behoudens 19.2.1.7), 20, 22, 24, 25, 26, 27 en 28.

• 2 De Administratie kan aan bepaalde schepen, gedeeltelijke of voorwaardelijke vrijstelling of gelijkwaardige regelingen verlenen, indien een dergelijk schip een reis maakt waarbij de maximum afstand van het schip tot de kust, de lengte en aard van de reis, de afwezigheid van algemene gevaren voor de navigatie, en andere omstandigheden die op de veiligheid van invloed zijn, zodanig zijn dat volledige toepassing van dit hoofdstuk onredelijk of onnodig is; voorwaarde hierbij is dat de Administratie rekening moet houden met de eventuele gevolgen van deze vrijstellingen of gelijkwaardige regelingen voor de veiligheid van alle andere schepen.

• 3 Elke Administratie moet jaarlijks, zo snel mogelijk na 1 januari, bij de Organisatie een verslag indienen met een overzicht van alle nieuwe vrijstellingen of gelijkwaardige regelingen die uit hoofde van paragraaf 2 van dit voorschrift zijn verleend in het afgelopen kalenderjaar, met vermelding van de redenen voor het verlenen van die vrijstellingen of gelijkwaardige regelingen. De Organisatie zendt deze gegevens ter kennisgeving rond aan de andere Verdragsluitende Regeringen.

Voorschrift 4. Navigatiewaarschuwingen

Elke Verdragsluitende Regering treft de nodige maatregelen opdat, wanneer uit betrouwbare bron bericht omtrent een gevaar is ontvangen, dit dadelijk ter kennis van belanghebbenden wordt gebracht en wordt doorgezonden aan andere Regeringen die daarbij belang kunnen hebben.

Voorschrift 5. Meteorologische diensten en waarschuwingen

• 1 De Verdragsluitende Regeringen verbinden zich ertoe het verzamelen van meteorologische gegevens door schepen op zee te bevorderen en deze gegevens te doen onderzoeken, verspreiden en uitwisselen op de wijze die het meest beantwoordt aan het doel de navigatie te ondersteunen. Administraties moeten het gebruik van instrumenten met hoge graad van nauwkeurigheid bevorderen en het ijken van zulke instrumenten, wanneer hierom wordt verzocht, vergemakkelijken. De desbetreffende nationale meteorologische diensten kunnen regelingen treffen om deze ijkingen, zonder kosten voor het schip, te doen uitvoeren.

• 2 In het bijzonder verbinden de Verdragsluitende Regeringen zich ertoe samen te werken bij het uitvoeren van de volgende meteorologische regelingen:

  • .1 door middel van de verstrekking van gegevens in tekst en, voor zover uitvoerbaar, in grafische vorm, met gebruikmaking van de relevante voorzieningen aan land voor grondgebonden en ruimteradiocommunicatiediensten, schepen te waarschuwen omtrent harde wind, stormen en tropische stormen.

  • .2 ten minste tweemaal daags via radiocommunicatiediensten aan land en in de ruimte, naar gelang van toepassing, voor de scheepvaart bruikbare weerberichten uit te zenden, bevattende gegevens, analyses, waarschuwingen en verwachtingen omtrent de gesteldheid van weer, zee en ijs. Deze informatie moet in de vorm van tekst worden verzonden en, voor zover uitvoerbaar, in grafische vorm, met inbegrip van via een fax of in digitale vorm verzonden meteorologische analyses en prognosekaarten, ter verwerking door het gegevensverwerkingssysteem aan boord.

  • .3 publicaties te doen opstellen en uitgeven die nodig kunnen zijn voor een goede uitvoering van het meteorologische werk op zee en, indien mogelijk, regelingen te treffen voor het uitgeven en beschikbaar stellen van dagelijkse weerkaarten ter voorlichting van vertrekkende schepen.

  • .4 regelingen te treffen, opdat de schepen geselecteerd voor het verrichten van meteorologische waarnemingen worden voorzien van geverifieerde instrumenten (zoals een barometer, een barograaf, een psychrometer, en van doelmatige middelen voor het meten van de temperatuur van het zeewater) en dat de meteorologische waarnemingen worden verricht op de hoofdstandaarduren die voor synoptische waarnemingen aan het aardoppervlak zijn vastgesteld (ten minste viermaal daags, wanneer de omstandigheden dit toelaten); en te bevorderen dat andere schepen waarnemingen op bescheidener schaal doen, in het bijzonder in gebieden waar weinig scheepvaartverkeer is.

  • .5 maatschappijen aan te moedigen zo veel mogelijk van hun schepen te betrekken bij het maken en vastleggen van weerswaarnemingen; deze waarnemingen moeten worden verzonden via de grondgebonden of ruimteradiocommunicatiemiddelen van het schip ten behoeve van de verschillende nationale meteorologische diensten.

  • .6 de verzending van deze weerswaarnemingen is voor de betrokken schepen kosteloos.

  • .7 schepen moet worden aanbevolen om, indien zij zich in de buurt van een tropische storm of van een vermoede tropische storm bevinden, wanneer de omstandigheden zulks toelaten, met kortere tussenpozen waarnemingen te doen en door te geven, met begrip voor het feit dat scheepsofficieren gedurende stormweer geheel door werk ten behoeve van de navigatie in beslag genomen kunnen zijn.

  • .8 te zorgen voor de ontvangst en verzending van weersberichten van en naar schepen, met gebruikmaking van de relevante voorzieningen aan land voor grondgebonden en ruimteradiocommunicatiediensten.

  • .9 kapiteins aan te moedigen schepen in de omgeving en ook walstations in te lichten wanneer zij windsnelheden van 50 zeemijlen of meer (kracht 10 volgens de schaal van Beaufort) ondervinden.

  • .10 te trachten een eenvormige werkwijze van de eerder genoemde internationale meteorologische diensten te bereiken en, voor zover praktisch mogelijk, zich te houden aan de technische voorschriften en aanbevelingen, opgesteld door de Wereld Meteorologische Organisatie, tot welke de Verdragsluitende Regeringen zich kunnen wenden voor de bestudering van en het verkrijgen van advies over elk meteorologisch vraagstuk, dat zich bij het uitvoeren van dit Verdrag kan voordoen.

• 3 De in dit voorschrift bedoelde informatie moet worden verstrekt in de voor uitzending vastgestelde vorm en worden uitgezonden in de volgorde van voorrang, voorgeschreven in het Radioreglement. Gedurende de uitzending „aan alle stations’’ van meteorologische berichten, weersverwachtingen en waarschuwingen, moeten alle scheepsstations handelen als in het Radioreglement is voorgeschreven.

• 4 Weersverwachtingen, waarschuwingen, synoptische en andere meteorologische gegevens, bestemd voor schepen, moeten worden opgesteld en verspreid door de nationale meteorologische dienst die het gunstigst gelegen is om de verschillende kust- en volle-zeegebieden te bedienen, een en ander overeenkomstig de tussen de betrokken Verdragsluitende Regeringen onderling gemaakte afspraken, in het bijzonder als bedoeld in het Systeem - van de Wereld Meteorologische Organisatie - voor de opstelling en verspreiding van meteorologische verwachtingen en waarschuwingen op volle zee, krachtens het Wereldomvattend Maritiem Nood- en Veiligheidssysteem (GMDSS).

Voorschrift 6. IJspatrouilledienst

• 1 De IJspatrouilledienst draagt bij tot de beveiliging van mensenlevens op zee, een veilige en efficiënte navigatie en de bescherming van het mariene milieu in het Noord-Atlantisch gebied. Schepen die gebieden doorvaren waar ijsbergen kunnen voorkomen, die door de IJspatrouilledienst in het ijsseizoen worden bewaakt, zijn verplicht van de diensten van de IJspatrouilledienst gebruik te maken.

• 2 De Verdragsluitende Regeringen verplichten zich ertoe een ijspatrouilledienst en een dienst voor de bestudering en het waarnemen van de ijstoestand op de Noord-Atlantische Oceaan in stand te houden. Gedurende het gehele ijsseizoen – dat wil zeggen het tijdvak van 15 februari tot 1 juli in elk jaar - moeten de zuidoostelijke, zuidelijke en zuidwestelijke grenzen van het gebied waar ijsbergen kunnen voorkomen, in de omgeving van de Grote Banken van Newfoundland worden bewaakt teneinde passerende schepen in te lichten omtrent de uitgestrektheid van dit gevaarlijke gebied, de ijstoestanden in algemene zin te bestuderen en aan schepen en bemanningen die in het operatiegebied van de patrouilleschepen en vliegtuigen hulp nodig hebben, bijstand te verlenen. Gedurende het overige gedeelte van het jaar moeten, al naargelang zulks raadzaam is, de bestudering en waarneming van de ijstoestanden worden voortgezet.

• 3 Schepen en vliegtuigen die voor de ijspatrouilledienst en de bestudering en waarneming van het ijs worden gebruikt, mogen met andere werkzaamheden worden belast, onder voorwaarde dat deze andere werkzaamheden geen belemmering voor de primaire taak vormen en de kosten van de dienst niet verhogen.

• 4 De Regering van de Verenigde Staten van Amerika verbindt zich ertoe het algehele beheer van de IJspatrouilledienst en de bestudering en waarneming van ijstoestanden, alsmede de verspreiding van de daaruit verkregen gegevens, voort te zetten.

• 5 De voorwaarden voor het beheer, de exploitatie en de financiering van de IJspatrouilledienst zijn vervat in de Regels voor het beheer, de exploitatie en de financiering van de IJspatrouilledienst op de Noord-Atlantische Oceaan, die aan dit hoofdstuk zijn gehecht en hiervan een integrerend onderdeel vormen.

• 6 Indien de Regering van de Verenigde Staten en/of Canada te eniger tijd deze diensten zou wensen te beëindigen, kan zij dit doen en moeten de Verdragsluitende Regeringen de aangelegenheid in overeenstemming met hun wederzijdse belangen regelen. Alvorens deze diensten te beëindigen moet de Regering van de Verenigde Staten en/of Canada een schriftelijke kennisgeving met een opzegtermijn van 18 maanden doen aan alle Verdragsluitende Regeringen wier schepen onder hun vlag mogen varen en wier schepen die zijn geregistreerd in gebieden op welke de Verdragsluitende Regeringen de werking van dit voorschrift toepassen, van deze diensten gebruik maken.

Voorschrift 7. Opsporings- en reddingsdiensten

• 1 Elke Verdragsluitende Regering verbindt zich ertoe ervoor zorg te dragen, dat alle noodzakelijke maatregelen worden getroffen voor noodcommunicatie en –coördinatie in haar gebied van verantwoordelijkheid en voor het redden van personen die op zee nabij haar kusten in nood verkeren. Deze maatregelen moeten de vestiging, het gebruik en het onderhoud van die opsporings- en reddingsmiddelen omvatten, welke, gelet op de omvang van het verkeer ter zee en de gevaren voor de navigatie, praktisch uitvoerbaar en nodig geacht worden en moeten, zoveel als mogelijk is, voorzien in doeltreffende middelen voor het opsporen en redden van bedoelde personen.

• 2 Elke Verdragsluitende Regering verbindt zich ertoe gegevens aan de Organisatie te verstrekken betreffende de in haar land aanwezige opsporings- en reddingsfaciliteiten en de plannen voor eventueel daarin aan te brengen wijzigingen.

• 3 Passagiersschepen waarop Hoofdstuk I van toepassing is, moeten een plan aan boord hebben voor samenwerking met de desbetreffende opsporings- en reddingsdiensten in geval van nood. Dit plan moet worden ontwikkeld in samenwerking tussen het schip, de maatschappij, als omschreven in voorschrift IX/1 en de opsporings- en reddingsdiensten. Het plan moet bepalingen bevatten voor periodieke oefeningen om de doeltreffendheid ervan te testen. Het plan moet worden opgesteld op basis van de door de Organisatie opgestelde richtlijnen.

Voorschrift 8. Reddingsseinen

De Verdragsluitende Regeringen verplichten zich ertoe er zorg voor te dragen dat reddingsseinen worden gebruikt door opsporings- en reddingseenheden die met opsporings- en reddingswerkzaamheden bezig zijn, wanneer zij zich in verbinding stellen met schepen of personen in nood.

Voorschrift 9. Hydrografische diensten

• 1 De Verdragsluitende Regeringen verplichten zich ertoe zorg te dragen voor de verzameling en samenvoeging van hydrografische gegevens en voor de publicatie, verspreiding en bijhouden van alle voor een veilige navigatie benodigde nautische informatie.

• 2 De Verdragsluitende Regeringen verplichten zich er in het bijzonder toe bij de uitvoering van de volgende nautische en hydrografische diensten, voor zover mogelijk, op de meest passende wijze samen te werken voor hulp bij de navigatie:

  • .1 erop toezien dat, voor zover mogelijk, hydrografisch opnemingen wordt verricht dat aansluit bij de vereisten voor een veilige navigatie;

  • .2 het opstellen en uitgeven van nautische kaarten, zeemansgidsen, lichtenlijsten, getijtafels en andere nautische publicaties, waar van toepassing, die aansluiten bij de behoeften voor een veilige navigatie;

  • .3 het verspreiden van Berichten aan Zeevarenden zodat nautische kaarten en publicaties, voor zover mogelijk, actueel worden gehouden; en

  • .4 het voorzien in middelen voor gegevensbeheer om deze diensten te ondersteunen.

• 3 De Verdragsluitende Regeringen verplichten zich ertoe de grootst mogelijke uniformiteit van kaarten en nautische publicaties te waarborgen en, waar mogelijk, rekening te houden met relevante internationale resoluties en aanbevelingen.

• 4 De Verdragsluitende Regeringen verplichten zich ertoe hun activiteiten in zo groot mogelijke mate te coördineren om te waarborgen dat de hydrografische en nautische informatie op wereldwijde schaal zo snel, betrouwbaar en eenduidig mogelijk beschikbaar wordt gesteld.

Voorschrift 10. Routering van schepen

• 1 Routeringssystemen voor schepen dragen bij tot de beveiliging van mensenlevens op zee, de veiligheid en doelmatigheid van de navigatie en/of de bescherming van het mariene milieu. Het gebruik van routeringssystemen voor schepen wordt aanbevolen en kan verplicht worden gesteld voor alle schepen, bepaalde categorieën schepen of schepen die een bepaalde lading vervoeren, mits die systemen worden aangenomen en geïmplementeerd in overeenstemming met de door de Organisatie opgestelde richtlijnen en criteria.

• 2 De Organisatie wordt erkend als het enige internationale orgaan dat op internationaal niveau richtlijnen, criteria en voorschriften kan opstellen betreffende routeringssystemen voor schepen. De Verdragsluitende Regeringen doen voorstellen voor de aanvaarding van routeringssystemen voor schepen toekomen aan de Organisatie. De Organisatie verzamelt alle van belang zijnde gegevens betreffende alle routeringssystemen voor schepen die zijn aangenomen en brengt deze ter kennis van de Verdragsluitende Regeringen.

• 3 Het initiatief voor het nemen van maatregelen ten behoeve van het vaststellen van een routeringssysteem voor schepen valt onder de verantwoordelijkheid van de betrokken Regering of Regeringen. Bij het ontwikkelen van genoemde systemen ter aanvaarding door de Organisatie, moet met de door de Organisatie opgestelde richtlijnen en criteria rekening worden gehouden.

• 4 Routeringssystemen voor schepen worden aan de Organisatie voorgelegd ter aanneming. Een Regering of Regeringen die routeringssystemen voor schepen implementeren niet bedoeld om aan de Organisatie ter aanneming te worden voorgelegd, of die niet door de Organisatie zijn aangenomen, worden evenwel aangemoedigd, zo veel mogelijk, met de door de Organisatie opgestelde richtlijnen en criteria rekening te houden.

• 5 Indien twee of meer Regeringen een gemeenschappelijk belang hebben in een bepaald gebied, formuleren zij gezamenlijke voorstellen voor de afbakening en het gebruik van een routeringssysteem in het desbetreffende gebied op basis van een onderlinge overeenkomst. Na ontvangst van een dergelijk voorstel en alvorens over te gaan tot de bestudering ervan met het oog op aanneming, zorgt de Organisatie dat het uitgewerkte voorstel wordt verspreid onder de Regeringen die een gemeenschappelijk belang in het gebied hebben, met inbegrip van landen die in de nabijheid van het voorgestelde routeringssysteem voor schepen liggen.

• 6 De Verdragsluitende Regeringen leven de door de Organisatie aanvaarde maatregelen betreffende de routeringssystemen voor schepen na. Zij verspreiden alle inlichtingen die nodig zijn voor een veilig en doeltreffend gebruik van de aanvaarde routeringssystemen voor schepen. De desbetreffende Regering of Regeringen mogen de schepen die deze systemen gebruiken, volgen. De Verdragsluitende Regeringen doen alles wat in hun vermogen ligt om een passend gebruik van de door de Organisatie aanvaarde routeringssystemen voor schepen te garanderen.

• 7 Een schip dient gebruik te maken van een verplicht door de Organisatie aanvaard routeringssysteem voor schepen zoals is vereist voor de categorie waarin het schip valt of voor de vervoerde lading, en in overeenstemming met de desbetreffende van kracht zijnde bepalingen, tenzij er dwingende redenen zijn een bepaald routeringssysteem voor schepen niet te gebruiken. Deze redenen moeten worden vermeld in het logboek van het schip.

• 8 Verplichte routeringssystemen voor schepen worden door de Verdragsluitende Regering of Regeringen herzien overeenkomstig de door de Organisatie opgestelde richtlijnen en criteria.

• 9 Alle aanvaarde routeringssystemen voor schepen en maatregelen getroffen teneinde op de naleving ervan toe te zien, moeten in overeenstemming zijn met het internationale recht, met inbegrip van de desbetreffende bepalingen van het Verdrag van de Verenigde Naties inzake het recht van de zee, 1982.

• 10 Niets in dit voorschrift of in de bijbehorende richtlijnen en criteria doet afbreuk aan de rechten en verplichtingen van Regeringen uit hoofde van het internationaal recht of juridische stelsel van zeestraten die voor internationale scheepvaart worden gebruikt en zeeroutes bij archipellen.

Voorschrift 11. Meldingssystemen voor schepen

• 1 Meldingssystemen voor schepen dragen bij tot de beveiliging van mensenlevens op zee, de veiligheid en doelmatigheid van de navigatie en/of de bescherming van het mariene milieu. Na aanneming en toepassing ervan in overeenstemming met de door de Organisatie conform dit voorschrift opgestelde richtlijnen en criteria, moet een meldingssysteem voor schepen door alle schepen worden gebruikt, of door bepaalde categorieën schepen of door schepen die een bepaalde lading vervoeren, in overeenstemming met de bepalingen van elk aldus aangenomen systeem.

• 2 De Organisatie wordt erkend als het enige internationale lichaam voor het ontwikkelen van richtlijnen, criteria en voorschriften op internationaal niveau voor meldingssystemen voor schepen. De Verdragsluitende Regeringen doen voorstellen voor de aanvaarding van meldingssystemen voor schepen toekomen aan de Organisatie. De Organisatie verzamelt en verspreidt alle relevante informatie ter zake van elk aangenomen meldingssysteem voor schepen onder de Verdragsluitende Regeringen.

• 3 Het initiatief voor het nemen van maatregelen ten behoeve van het vaststellen van een meldingssysteem voor schepen valt onder de verantwoordelijkheid van de betrokken Regering of Regeringen. Bij het ontwikkelen van meldingssystemen voor schepen moet rekening worden gehouden met de bepalingen van de door de Organisatie opgestelde richtlijnen en criteria.

• 4 Meldingssystemen voor schepen die niet ter aanneming aan de Organisatie worden voorgelegd, behoeven niet noodzakelijkerwijs aan dit voorschrift te voldoen. Regeringen die een meldingssysteem voor schepen ontwikkelen worden echter aangemoedigd, zo veel mogelijk de door de Organisatie opgestelde richtlijnen en criteria na te leven. De Verdragsluitende Regeringen kunnen dergelijke systemen aan de Organisatie voorleggen voor erkenning.

• 5 Wanneer twee of meer Regeringen in een bepaald gebied een gemeenschappelijk belang hebben, moeten zij voorstellen formuleren voor een gezamenlijk meldingssysteem voor schepen op basis van een onderlinge overeenkomst. Alvorens over te gaan tot de behandeling van een voorstel ter aanneming van een meldingssysteem voor schepen, verspreidt de Organisatie nadere gegevens betreffende het voorstel onder de Regeringen die een gemeenschappelijk belang hebben in het gebied waarop het voorgestelde systeem betrekking heeft. Wanneer een gezamenlijk meldingssysteem voor schepen wordt aangenomen en ingevoerd, moeten daarvoor gelijke procedures en bedieningswijzen gelden.

• 6 Na aanneming van een meldingssysteem voor schepen in overeenstemming met dit voorschrift, moet de betrokken Regering of moeten de betrokken Regeringen alle nodige maatregelen nemen voor de verspreiding van alle benodigde informatie voor een doelmatige en doeltreffende werking van het systeem. Alle aangenomen meldingssystemen moeten met elkaar kunnen communiceren en de mogelijkheid bieden schepen indien nodig bij te staan door het verstrekken van informatie. Bedoelde systemen moeten worden geëxploiteerd in overeenstemming met de richtlijnen en criteria die door de Organisatie overeenkomstig dit voorschrift zijn opgesteld.

• 7 De kapitein van een schip dient de voorschriften van aangenomen meldingssystemen voor schepen na te leven en alle informatie die in overeenstemming met de bepalingen van elk van deze systemen is vereist, te rapporteren aan de bevoegde autoriteit.

• 8 Alle aangenomen meldingssystemen en maatregelen die worden genomen om naleving van deze systemen te bewerkstelligen, dienen in overeenstemming te zijn met het internationale recht, in het bijzonder met de relevante bepalingen van het Verdrag van de Verenigde Naties inzake het recht van de zee.

• 9 Niets in dit voorschrift of in de bijbehorende richtlijnen en criteria doet afbreuk aan de rechten en verplichtingen van Regeringen uit hoofde van het internationaal recht of juridische stelsel van zeestraten die voor internationale scheepvaart worden gebruikt en zeeroutes bij archipellen.

• 10 Aan deelname van schepen in overeenstemming met de bepalingen van aangenomen meldingssystemen voor schepen mogen voor de betrokken schepen geen kosten verbonden zijn.

• 11 De Organisatie draagt er zorg voor dat aangenomen meldingssystemen voor schepen worden beoordeeld aan de hand van de door de Organisatie opgestelde richtlijnen en criteria.

Voorschrift 12. Verkeersbegeleidingssystemen

• 1 Verkeersbegeleidingssystemen (Vessel Traffic Services,VTS) leveren een bijdrage aan de beveiliging van mensenlevens op zee, de veiligheid en doeltreffendheid van de navigatie en aan de bescherming van het mariene milieu, van aangrenzende kustgebieden, werklocaties en offshore-installaties tegen de mogelijk schadelijke gevolgen van scheepvaartverkeer op zee.

• 2 De Verdragsluitende Regeringen verplichten zich ertoe VTS in te stellen waar, naar hun mening, de verkeersdichtheid of het risiconiveau een dergelijk systeem rechtvaardigen.

• 3 De Verdragsluitende Regeringen die VTS plannen en implementeren, volgen, overal waar dit mogelijk is, de door de Organisatie opgestelde richtlijnen. Het gebruik van VTS kan uitsluitend verplicht worden gesteld in zeegebieden binnen de territoriale zeeën van een kuststaat.

• 4 De Verdragsluitende Regeringen zetten zich ervoor in om de deelname aan en naleving van de bepalingen van verkeersbegeleidende systemen door schepen die hun vlag mogen voeren, te waarborgen.

• 5 Niets in dit voorschrift of in de door de Organisatie aangenomen richtlijnen doet afbreuk aan de rechten en verplichtingen van Regeringen uit hoofde van het internationaal recht of juridische stelsel van zeestraten die voor internationale scheepvaart worden gebruikt en zeeroutes bij archipellen.

Voorschrift 13. Plaatsen en onderhouden van hulpmiddelen voor de navigatie

• 1 Elke Verdragsluitende Regering verbindt zich ertoe, voor zover zij dit uitvoerbaar en nodig acht, hetzij individueel, hetzij in samenwerking met andere Verdragsluitende Regeringen zorg te dragen voor het plaatsen en onderhouden van die hulpmiddelen voor de navigatie, welke naar haar oordeel door de omvang van het verkeer worden gewettigd en door de mate van gevaar nodig zijn.

• 2 Teneinde een zo groot mogelijke uniformiteit van de hulpmiddelen voor de navigatie te verkrijgen, verplichten de Verdragsluitende Regeringen zich ertoe bij de plaatsing van dergelijke hulpmiddelen rekening te houden met de internationale aanbevelingen en richtlijnen.

• 3 De Verdragsluitende Regeringen verbinden zich ertoe zorg te dragen voor het ter beschikking stellen van informatie met betrekking tot hulpmiddelen aan alle belanghebbenden. Veranderingen in de uitzendingen van plaatsbepalingssystemen die de werking van de aan boord van schepen geïnstalleerde ontvangers nadelig zouden kunnen beïnvloeden, moeten voor zover mogelijk worden voorkomen en uitsluitend worden doorgevoerd na tijdige en deugdelijke kennisgeving.

Voorschrift 14. Bemanning van schepen

• 1 De Verdragsluitende Regeringen verbinden zich ertoe, ieder voor haar nationale schepen, maatregelen in stand te houden of deze zonodig te nemen om te verzekeren dat, uit oogpunt van veiligheid van mensenlevens op zee, alle schepen voldoende bemand zijn met voor zijn taak berekend personeel.

• 2 Elk schip waarop hoofdstuk I van toepassing is, moet zijn voorzien van een passend document inzake de voor de veiligheid benodigde bemanning, of een gelijkwaardig document afgegeven door de Administratie, waaruit blijkt dat de minimum-veiligheidsbemanning aan boord is die noodzakelijk wordt geacht om te voldoen aan het in paragraaf 1 bepaalde.

• 3 Op alle schepen moet ter waarborging van het doeltreffende optreden van de bemanning op het gebied van de veiligheid, een werktaal worden vastgesteld en vermeld in het logboek van het schip. De maatschappij, als omschreven in voorschrift IX/1, of de kapitein, naar gelang van toepassing, stelt de werktaal vast. Elke zeevarende wordt geacht deze taal te begrijpen en, in voorkomend geval, in deze taal orders en instructies te geven en verslag uit te brengen. Indien de werktaal niet een officiële taal is van het land waarvan het schip bevoegd is de vlag te voeren, moeten alle plattegronden en lijsten die moeten worden opgehangen, zijn voorzien van een vertaling in de werktaal.

• 4 Op schepen waarop hoofdstuk I van toepassing is, moet op de brug Engels als werktaal worden gebruikt voor brug-naar-brug en brug-naar-wal veiligheidsberichten, alsmede voor de communicatie aan boord tussen de loods en het wachtlopende personeel op de brug, tenzij de rechtstreeks bij de communicatie betrokken personen een gemeenschappelijke taal spreken, anders dan het Engels.

Voorschrift 15. Beginselen met betrekking tot het ontwerp van de brug, het ontwerp en de opstelling van navigatiesystemen en -apparatuur en brugprocedures

Bij alle besluiten die worden genomen voor de toepassing van de vereisten van de voorschriften 19, 22, 24, 25, 27 en 28 en die van invloed zijn op het ontwerp van de brug, het ontwerp en de opstelling van navigatiesystemen en -apparatuur op de brug en op brugprocedures, moeten de volgende doelen voor ogen worden gehouden:

• .1 het vergemakkelijken van de taken van het brugteam en de loods bij het maken van een volledige beoordeling van de situatie en bij het onder alle operationele omstandigheden veilig besturen van het schip;

• .2 het bevorderen van een doeltreffende en veilige brugorganisatie;

• .3 het zorgen voor gemakkelijke en permanente toegang van het brugteam en de loods tot essentiële informatie die op duidelijke en eenduidige wijze wordt gepresenteerd, met gebruikmaking van standaard symbolen en coderingssystemen voor bedienings- en presentatiemiddelen;

• .4 het aanduiden van de operationele status van geautomatiseerde functies en geïntegreerde componenten, systemen en/of subsystemen;

• .5 het mogelijk maken van snelle, permanente en doeltreffende informatieverwerking en besluitvorming door het brugteam en de loods;

• .6 het voorkomen of tot een minimum beperken van teveel of onnodige werkzaamheden en van omstandigheden of afleiding op de brug die vermoeidheid kunnen veroorzaken of waardoor de waakzaamheid van het brugteam en de loods verslapt; en

• .7 het tot een minimum beperken van de kans op menselijke fouten en het tijdig ontdekken van dergelijke fouten wanneer deze toch worden gemaakt, door middel van monitoring- en alarmsystemen, zodat het brugteam en de loods tijdig passende maatregelen kunnen treffen.

Voorschrift 16. Onderhoud van uitrusting

• 1 Ten genoegen van de Administratie moet worden aangetoond dat voldoende maatregelen zijn getroffen om ervoor te zorgen dat de in dit hoofdstuk vereiste uitrusting in goede staat wordt gehouden.

• 2 Hoewel alle redelijke maatregelen moeten worden genomen om de in dit hoofdstuk vereiste uitrusting in goede staat te houden, moet, behoudens het bepaalde in de voorschriften I/7(b) (ii), I/8 en I/9, storing in deze uitrusting niet worden beschouwd als reden waarom het schip onzeewaardig zou zijn of als reden om het schip op te houden in havens waar binnen redelijke tijd geen mogelijkheden voor reparatie beschikbaar zijn, mits door de kapitein passende maatregelen worden getroffen om met de defecte uitrusting of onbeschikbare informatie rekening te houden bij de voorbereiding en uitvoering van een veilige reis naar een haven waar reparatie kan plaatsvinden.

Voorschrift 17. Elektromagnetische compatibiliteit

• 1 Administraties moeten erop toezien dat alle elektrische en elektronische apparatuur op de brug of in de nabijheid van de brug, op schepen gebouwd na 1 juli 2002, wordt beproefd op elektromagnetische compatibiliteit, met inachtneming van de door de Organisatie opgestelde aanbevelingen.

• 2 Elektrische en elektronische apparatuur moet zodanig worden geïnstalleerd dat de elektromagnetische interferentie de goede werking van de navigatiesystemen en -apparatuur niet aantast.

• 3 Draagbare elektrische en elektronische apparatuur mag niet op de brug worden gebruikt indien hierdoor de goede werking van de navigatiesystemen en -apparatuur kan worden aangetast.

Voorschrift 18. Goedkeuring, onderzoek en uitvoeringsnormen van navigatiesystemen en – apparatuur en van de reisgegevensrecorder (VDR)

• 1 Systemen en apparatuur die moeten voldoen aan de vereisten van de voorschriften 19 en 20 moeten van een door de Administratie goedgekeurd type zijn.

• 2 Systemen en apparatuur en, in voorkomend geval, de bijbehorende back-up voorzieningen, op of na 1 juli 2002 geïnstalleerd om te voldoen aan de functionele vereisten van de voorschriften 19 en 20, moeten aan uitvoeringsnormen voldoen die ten minste gelijk zijn aan die welke door de Organisatie zijn aangenomen.

• 3 Wanneer systemen en apparatuur op schepen gebouwd vóór 1 juli 2002 worden vervangen of toegevoegd, moeten deze systemen en apparatuur, voor zover redelijk en uitvoerbaar, voldoen aan de vereisten van paragraaf 2.

• 4 Systemen en apparatuur geïnstalleerd voordat de desbetreffende uitvoeringsnormen door de Organisatie zijn aangenomen, kunnen vervolgens, wanneer het de Administratie goeddunkt, worden vrijgesteld van het volledig voldoen aan die normen, waarbij terdege rekening moet worden gehouden met de aanbevolen criteria die door de Organisatie zijn aangenomen. Voordat een elektronische zeekaart presentatie en informatiesysteem (ECDIS) kan worden aanvaard als beantwoordend aan het vereiste van voorschrift 19.2.1.4 inzake het aan boord hebben van kaarten, moet dat systeem voldoen aan uitvoeringsnormen die niet lager zijn dan die welke door de Organisatie zijn aangenomen en op de datum van installatie van kracht zijn, of, voor systemen geïnstalleerd vóór 1 januari 1999, niet lager zijn dan de door de Organisatie op 23 november 1995 aangenomen uitvoeringsnormen.

• 5 De Administratie moet verlangen dat de fabrikanten een kwaliteitscontrolesysteem hebben dat door een bevoegde instantie wordt geaudit om de voortdurende naleving van de typegoedkeuringsvereisten te waarborgen. Als alternatief kan de Administratie procedures voor de controle van het eindproduct hanteren, waarbij de conformiteit van het typegoedkeuringscertificaat door een bevoegde instantie wordt gecontroleerd voordat het product aan boord van een schip wordt geïnstalleerd.

• 6 Voordat goedkeuring wordt verleend aan systemen of apparatuur met nieuwe eigenschappen waarin dit hoofdstuk niet voorziet, moet de Administratie erop toezien dat deze eigenschappen functies ondersteunen die ten minste zo doeltreffend zijn als die welke ingevolge dit hoofdstuk vereist zijn.

• 7 Wanneer aan boord van schepen naast de in de voorschriften 19 en 20 vereiste uitrusting apparatuur aanwezig is waarvoor door de Organisatie uitvoeringseisen zijn opgesteld, moet deze apparatuur worden goedgekeurd en, voor zover praktisch uitvoerbaar, voldoen aan uitvoeringsnormen die niet lager zijn dan die welke door de Organisatie zijn aangenomen.

• 8 Het VDR-systeem, met inbegrip van alle sensors, moet aan een jaarlijkse werkingsbeproeving worden onderworpen. De beproeving moet worden uitgevoerd door een goedgekeurd beproevings- of onderhoudsstation teneinde de nauwkeurigheid, de levensduur en de herstelbaarheid van de opgeslagen gegevens te controleren. Daarnaast moeten beproevingen en inspecties worden uitgevoerd om vast te stellen in hoeverre alle beschermende behuizingen en plaatsbepalingsvoorzieningen kunnen worden onderhouden. Aan boord moet een afschrift aanwezig zijn van het door het beproevingsstation afgegeven conformiteitscertificaat, met vermelding van de geldigheidsdatum en de desbetreffende uitvoeringsnormen.

Voorschrift 19. Vereisten inzake de aanwezigheid van navigatiesystemen en -apparatuur aan boord van schepen

• 1 Toepassing en vereisten

  Onverminderd de bepalingen van voorschrift 1.4:

  • 1.1 Moeten schepen gebouwd op of na 1 juli 2002 zijn uitgerust met navigatiesystemen en -apparatuur die voldoen aan de in de paragrafen 2.1 tot en met 2.9 vervatte vereisten.

  • 1.2 Schepen gebouwd vóór 1 juli 2002 moeten:

    • .1 onverminderd de bepalingen van paragraaf 1.2.2 en 1.2.3, tenzij zij volledig aan dit voorschrift voldoen, zijn uitgerust met apparatuur die voldoet aan de vereisten vervat in de voorschriften V/11, V/12 en V/20 van het Internationaal Verdrag inzake de beveiliging van mensenlevens op zee, 1974, die vóór 1 juli 2002 van kracht waren;

    • .2 uiterlijk bij de eerste inspectie na 1 juli 2002 zijn uitgerust met de in paragraaf 2.1.6 vereiste apparatuur of systemen, wanneer de radiorichtingzoeker bedoeld in V/12 (p) van het Internationaal Verdrag inzake de beveiliging van mensenlevens op zee, 1974, als van kracht vóór 1 juli 2002, niet langer vereist is; en

    • .3 uiterlijk op de in paragraaf 2.4.2 en 2.4.3 genoemde data zijn uitgerust met het in paragraaf 2.4 vereiste systeem.

• 2 Navigatiesystemen en -apparatuur aan boord

  • 2.1 Alle schepen, ongeacht hun omvang, moeten zijn uitgerust met:

    • .1 een juist gecompenseerd standaard magnetisch kompas, of andere voorziening, onafhankelijk van enige krachtbron, om de koers van het schip te bepalen en de resultaten hiervan op de stuurpositie weer te geven;

    • .2 een pelorus of peilkompas, of andere voorziening, onafhankelijk van enige krachtbron, om peilingen te kunnen nemen over een boog van de horizon van 360°;

    • .3 voorzieningen om koersen en peilingen te allen tijde tot de juiste waarde te corrigeren;

    • .4 nautische kaarten en publicaties om de route van het schip voor de voorgenomen reis te plannen en weer te geven, alsmede posities gedurende de reis te plotten en te monitoren; ten behoeve van de vereisten inzake het aan boord hebben van kaarten mag een elektronische zeekaart presentatie en informatiesysteem (ECDIS) worden geaccepteerd;

    • .5 back-up voorzieningen om aan de functionele vereisten van subparagraaf .4 te voldoen, indien deze functie geheel of gedeeltelijk door elektronische apparatuur wordt vervuld;

    • .6 een ontvanger voor een wereldwijd navigatiesatellietsysteem of een radionavigatiesysteem te land, of andere voorziening, geschikt om te allen tijde gedurende de voorgenomen reis te kunnen worden gebruikt voor het automatisch bepalen en bijhouden van de positie van het schip;

    • .7 schepen met een brutotonnage van minder dan 150 ton, indien uitvoerbaar, een radarreflector, of andere voorziening, om detectie mogelijk te maken door schepen die op radar varen, op zowel 9 als 3 GHz;

    • .8 wanneer de brug volledig omsloten is en tenzij de Administratie anders bepaalt, een geluidsontvangstsysteem, of andere voorziening, zodat de met de navigatie belaste officier geluidssignalen kan horen en kan vaststellen waar deze vandaan komen;

    • .9 een telefoon, of andere voorziening, om koersinformatie naar de noodstuurpositie door te geven, indien aanwezig.

  • 2.2 Alle schepen met een brutotonnage van 150 ton of meer en passagiersschepen, ongeacht hun omvang, moeten in aanvulling op de vereisten van paragraaf 2.1 zijn uitgerust met:

    • .1 een magnetisch reservekompas dat kan worden uitgewisseld met het in paragraaf 2.1.1 bedoelde magnetisch kompas, of andere voorziening, om de in paragraaf 2.1.1 bedoelde functie te vervullen door middel van vervangende of dubbele apparatuur;

    • .2 een dagseinlamp, of andere voorziening om, met licht overdag en ’s nachts met gebruikmaking van een elektrische krachtbron die niet uitsluitend afhankelijk is van de scheepsstroomvoorziening, te communiceren.

  • 2.3 Alle schepen met een brutotonnage van 300 ton of meer en passagiersschepen, ongeacht hun omvang, moeten in aanvulling op de vereisten van paragraaf 2.2 zijn uitgerust met:

    • .1 een echolood, of andere elektronische voorziening, om de aanwezige diepte van het water te meten en weer te geven;

    • .2 een 9 GHz radar, of andere voorziening, om de afstand en koers van radartransponders en van andere schepen, obstakels, boeien, kustlijnen en navigatiemarkeringen te bepalen en weer te geven, als hulp bij de navigatie en ter voorkoming van aanvaringen;

    • .3 een elektronisch plotapparaat, of andere voorziening, om elektronisch de afstand en koers te plotten van objecten om de kans op aanvaring vast te stellen;

    • .4 een instrument voor het meten van snelheid en afstand, of andere voorziening, om de door het water afgelegde snelheid en afstand te meten;

    • .5 goed afgestelde koersinformatie-apparatuur (THD), of andere voorziening, om koersinformatie te verzenden naar de in de paragrafen 2.3.2, 2.3.3 en 2.4 bedoelde apparatuur.

  • 2.4 Alle schepen met een brutotonnage van 300 ton of meer, op internationale reizen, en vrachtschepen met een brutotonnage van 500 ton of meer, niet op internationale reizen, en passagiersschepen, ongeacht hun omvang, moeten als volgt zijn uitgerust met een automatisch identificatiesysteem (AIS):

    • .1 schepen gebouwd op of na 1 juli 2002;

    • .2 schepen gebouwd vóór 1 juli 2002, op internationale reizen:

      • .2.1 passagiersschepen, uiterlijk 1 juli 2003;

      • .2.2 tankschepen, uiterlijk bij het eerste veiligheidsonderzoek op of na 1 juli 2003;

      • .2.3 schepen, anders dan passagiersschepen en tankschepen, met een brutotonnage van 50.000 ton of meer, uiterlijk 1 juli 2004;

      • .2.4 in het geval van schepen niet zijnde passagiersschepen en tankschepen met een bruto-tonnage van 300 of meer maar minder dan 50.000, uiterlijk op de datum van het eerste onderzoek van de veiligheidsuitrusting1) na 1 juli 2004 of voor 31 december 2004, naar gelang van wat zich het eerste voordoet; en

    • .3 schepen gebouwd vóór 1 juli 2002 die geen internationale reizen maken, uiterlijk 1 juli 2008;

    • .4 De Administratie kan schepen van de in deze paragraaf vervatte eisen vrijstellen, wanneer deze schepen binnen twee jaar na de in de subparagrafen .2 en .3 bedoelde uitvoeringsdatum voorgoed uit de vaart zullen worden genomen;

    • .5 het AIS-systeem moet:

      •  .1 automatisch aan daarvoor geëquipeerde walstations, andere schepen en vliegtuigen gegevens verzenden, waaronder de identiteit van het schip, het type schip, de positie, de koers, snelheid, navigatiesituatie en andere gegevens met betrekking tot de veiligheid;

      •  .2 automatisch gegevens ontvangen van andere schepen die een AIS-systeem gebruiken;

      •  .3 schepen monitoren en volgen; en

      •  .4 gegevens uitwisselen met voorzieningen aan wal;

    • .6 de vereisten van paragraaf 2.4.5 worden niet toegepast in gevallen waarin internationale overeenkomsten, regels of normen zorgen voor de beveiliging van navigatiegegevens; en

    • .7 AIS-systemen moeten worden gebruikt met inachtneming van de door de Organisatie aangenomen richtlijnen. Op schepen uitgerust met AIS blijft AIS te allen tijde in werking, tenzij internationale overeenkomsten, regels of normen voorzien in de bescherming van navigatiegegevens.

  • 2.5 Alle schepen met een brutotonnage van 500 ton of meer moeten in aanvulling op de vereisten van paragraaf 2.3, met uitzondering van de paragrafen 2.3.3 en 2.3.5, en de vereisten van paragraaf 2.4 zijn uitgerust met:

    • .1 een gyrokompas of andere voorziening om de koers te bepalen en af te kunnen lezen door middel van niet-magnetische voorzieningen aan boord van schepen, die door de roerganger op de hoofdstuurpositie duidelijk afleesbaar zijn. Deze middelen moeten tevens koersinformatie verzenden naar de in de paragrafen 2.3.2, 2.4 en 2.5.5 bedoelde apparatuur;

    • .2 een gyrokompas koers-repeater, of andere voorziening, om koersinformatie zichtbaar te maken op de noodstuurpositie, indien aanwezig;

    • .3 een gyrokompas koers-repeater, of andere voorziening om peilingen te kunnen nemen over een boog van de horizon van 360°, met gebruikmaking van het gyrokompas of andere in subparagraaf .1 bedoelde voorziening. Schepen met een brutotonnage van minder dan 1600 ton moeten echter zoveel mogelijk met deze voorzieningen zijn uitgerust voor zover mogelijk;

    • .4 roerstandaanwijzers, schroeftachometers, stuwkrachtmeters en spoedmeters en meters die de operationele modus aangeven, of andere voorzieningen voor het bepalen en tonen van de roerstand, schroefomwentelingen, stuwkracht en –richting en, indien van toepassing, de kracht en richting van de zijdelingse stuwkracht en de spoed en operationele modus, die alle vanuit de stuurpositie moeten kunnen worden afgelezen; en

    • .5 een automatisch trackinghulpmiddel, of andere voorziening, om automatisch de afstand en koers te plotten van andere objecten om de kans op aanvaring vast te stellen.

  • 2.6 Op alle schepen met een brutotonnage van 500 ton of meer mag het uitvallen van één instrument niet tot gevolg hebben dat het schip niet meer zou kunnen voldoen aan de vereisten van de paragrafen 2.1.1, 2.1.2 en 2.1.4.

  • 2.7 Alle schepen met een brutotonnage van 3000 ton of meer moeten, in aanvulling op de vereisten van paragraaf 2.5, zijn uitgerust met:

    • .1 een 3 GHz radar, of indien de Administratie zulks passend acht, een tweede 9 GHz radar, of andere voorziening, om de afstand en koers van andere schepen, obstakels, boeien, kustlijnen en navigatiemarkeringen te bepalen en weer te geven, als hulp bij de navigatie en ter voorkoming van aanvaringen, die qua functie onafhankelijk is van de in paragraaf 2.3.2 bedoelde instrumenten; en

    • .2 een tweede automatisch trackinghulpmiddel, of andere voorziening, om automatisch de afstand en koers te plotten van andere objecten om de kans op aanvaring vast te stellen, die qua functie onafhankelijk is van de in paragraaf 2.5.5 bedoelde instrumenten.

  • 2.8 Alle schepen met een brutotonnage van 10.000 ton of meer moeten, in aanvulling op de vereisten van paragraaf 2.7, met uitzondering van paragraaf 2.7.2, zijn uitgerust met:

    • .1 een automatische radar plotapparaat (ARPA), of andere voorziening, om automatisch de afstand en koers van ten minste 20 andere objecten te plotten, aangesloten op een instrument om de snelheid en afstand door het water te meten, om de kans op aanvaring vast te stellen en een uitwijkmanoeuvre te simuleren; en

    • .2 een koers- of tracking-controlesysteem, of andere voorziening, om automatisch een koers en/of rechte lijn aan te houden en te controleren.

  • 2.9 Alle schepen met een brutotonnage van 50.000 ton of meer moeten, in aanvulling op de vereisten van paragraaf 2.8, zijn uitgerust met:

    • .1 een bochtaanwijzer, of andere voorziening, om de draaisnelheid vast te stellen en weer te geven; en

    • .2 een instrument voor het meten van de snelheid en afstand, of andere voorziening, om de snelheid over de grond in voorwaartse en zijwaartse richting aan te geven.

• 3 Wanneer ingevolge dit voorschrift „andere voorzieningen” zijn toegestaan, moeten deze voorzieningen door de Administratie in overeenstemming met voorschrift 18 worden goedgekeurd.

• 4 De in dit voorschrift bedoelde navigatie-apparatuur en -systemen moeten zodanig worden geïnstalleerd, beproefd en onderhouden dat storingen tot een minimum worden beperkt.

• 5 Bij alternatieve navigatie-apparatuur en -systemen moet de actuele gebruiksmodus worden weergegeven.

• 6 Geïntegreerde brugsystemen moeten zodanig zijn ingericht dat het uitvallen van een enkel subsysteem onmiddellijk door middel van hoorbare en zichtbare alarmen onder de aandacht van de met de navigatie belaste officier wordt gebracht, en dat hierdoor geen enkel ander subsysteem uitvalt. In geval van uitval van een onderdeel van een geïntegreerd navigatiesysteem moet het mogelijk zijn elk ander individueel instrument of onderdeel van het systeem apart te bedienen.

Voorschrift 19-1. Langeafstandsidentificatie en -tracking van schepen

• 1 Niets in dit voorschrift of de bepalingen van prestatienormen en functionele vereisten aangenomen door de Organisatie met betrekking tot de langeafstandsidentificatie en -tracking van schepen doet afbreuk aan de rechten, rechtsbevoegdheid of verplichtingen van Staten ingevolge het internationaal recht, met name de rechtsregimes op volle zee, in de exclusieve economische zone, de aangrenzende zone, de territoriale zeeën of de straten die voor de internationale vaart worden gebruikt alsmede zeeroutes bij eilanden.

• 2.1 Onverminderd de bepalingen van de paragrafen 4.1 en 4.2 is dit voorschrift van toepassing op de volgende typen schepen die internationale reizen maken:

  • .1 passagiersschepen met inbegrip van hogesnelheidsvaartuigen voor personenvervoer

  • .2 vrachtschepen, met inbegrip van hogesnelheidsvaartuigen met een brutotonnage van 300 of meer; en

  • .3 mobiele buitengaatse booreenheden.

• 2.2 De term „schip” in de voorschriften 3 tot en met 11.2 omvat de passagiersschepen, vrachtschepen, hogesnelheidsvaartuigen en mobiele buitengaatse booreenheden waarop de bepalingen van dit voorschrift van toepassing zijn.

• 3 Dit voorschrift stelt bepalingen vast die het de Verdragsluitende Regeringen mogelijk maken over te gaan tot langeafstandsidentificatie en -tracking van schepen.

• 4.1 Schepen moeten als volgt worden uitgerust met een systeem voor de automatische verzending van de in paragraaf 5 vermelde gegevens:

  • .1 schepen gebouwd op of na 31 december 2008;

  • .2 schepen gebouwd vóór 31 december 2008 en gecertificeerd voor activiteiten:

    • .1 in de zeegebieden A1 en A2, als omschreven in de voorschriften IV/2.1.12 en IV/2.1.13; of

    • .2 in de zeegebieden A1, A2 en A3, als omschreven in de voorschriften IV/2.1.12, IV/2.1.13 en IV/2.1.14;

      uiterlijk bij de eerste inspectie van de radioinstallatie na 31 december 2008;

  • .3 schepen gebouwd vóór 31 december 2008 die gecertificeerd zijn voor activiteiten in de zeegebieden A1, A2, A3 en A4, als omschreven in de voorschriften IV/2.1.12, IV/2.1.13, IV/2.1.14 en IV/2.1.15, uiterlijk bij de eerste inspectie van de radioinstallatie na 1 juli 2009. Wanneer deze schepen actief zijn binnen de zeegebieden A1, A2 en A3 moeten zij echter voldoen aan de bepalingen van subparagraaf .2.

• 4.2 Schepen, ongeacht de datum waarop zij zijn gebouwd, uitgerust met een automatisch identificatiesysteem (AIS) als omschreven in voorschrift 19.2.4 die uitsluitend worden ingezet binnen zeegebied A1 als omschreven in voorschrift IV/2.1.12, zijn niet verplicht aan de bepalingen van dit voorschrift te voldoen.

• 5 Onverminderd de bepalingen van paragraaf 4.1 moeten schepen automatisch de volgende gegevens ten behoeve van langeafstandsidentificatie en -tracking verzenden:

  • .1 de identiteit van het schip;

  • .2 de positie van het schip (breedte- en lengtegraad); en

  • .3 de datum en het tijdstip van deze positie.

• 6 Systemen en apparatuur gebruikt om te voldoen aan de vereisten van dit voorschrift moeten aan prestatienormen en functionele vereisten voldoen die ten minste gelijkwaardig zijn aan die welke door de Organisatie zijn aangenomen. Alle apparatuur aan boord moet van een door de Administratie goedgekeurd type zijn.

• 7 De systemen en apparatuur die worden gebruikt om aan de vereisten van dit voorschrift te voldoen, moeten aan boord kunnen worden uitgeschakeld of de verspreiding van langeafstandsidentificatie- en -trackinggegevens kunnen staken:

  • .1 wanneer internationale overeenkomsten, regels of normen voorzien in de beveiliging van navigatiegegevens; of

  • .2 onder uitzonderlijke omstandigheden en gedurende een zo kort mogelijk tijdsbestek wanneer deze handeling naar het oordeel van de kapitein de veiligheid of beveiliging van het schip in gevaar brengt. In een dergelijk geval brengt de kapitein de Administratie zonder onnodige vertraging op de hoogte en maakt hij een aantekening in het journaal van navigatieactiviteiten en incidenten dat in overeenstemming met voorschrift 28 wordt bijgehouden, met vermelding van de redenen voor het besluit, alsmede van het tijdvak gedurende welk het systeem of de apparatuur werd uitgeschakeld.

• 8.1 Onverminderd de bepalingen van de paragrafen 8.2 tot en met 11.2 moeten de Verdragsluitende Regeringen voor beveiligingsdoeleinden en andere door de Organisatie overeengekomen doeleinden als volgt langeafstandsidentificatie- en -trackinggegevens over schepen kunnen ontvangen:

  • .1 De Administratie is bevoegd dergelijke informatie te ontvangen over schepen die bevoegd zijn haar vlag te voeren, ongeacht waar deze schepen zich bevinden;

  • .2 een Verdragsluitende Regering is bevoegd dergelijke gegevens te ontvangen over schepen die hebben aangegeven voornemens te zijn een havenfaciliteit binnen te gaan, als omschreven in voorschrift XI-2/1.1.9, of een plaats onder de rechtsmacht van die Verdragsluitende Regering, ongeacht waar deze schepen zich bevinden, mits zij zich niet bevinden binnen de wateren landinwaarts van de in overeenstemming met het internationaal recht vastgestelde basislijnen van een andere Verdragsluitende Regering; en

  • .3 een Verdragsluitende Regering is bevoegd dergelijke gegevens te ontvangen over schepen die bevoegd zijn de vlag van een andere Verdragsluitende Regering te voeren, die niet voornemens zijn een havenfaciliteit of een plaats onder de rechtsmacht van die Verdragsluitende Regering binnen te gaan en binnen een afstand van ten hoogste 1000 zeemijlen uit haar kust varen, mits dergelijke schepen zich niet bevinden binnen de wateren landinwaarts van de in overeenstemming met het internationaal recht vastgestelde basislijnen van een andere Verdragsluitende Regering; en

  • .4 een Verdragsluitende Regering is, ingevolge subparagraaf .3, niet bevoegd dergelijke gegevens te ontvangen over een schip dat zich bevindt binnen de territoriale zee van de Verdragsluitende Regering waarvan het bevoegd is de vlag te voeren.

• 8.2 Teneinde de langeafstandsidentificatie- en -trackinggegevens ingevolge de bepalingen van paragraaf 8.1 beschikbaar te maken, moeten de Verdragsluitende Regeringen de relevante gegevens vermelden en aan de Organisatie mededelen, met inachtneming van de door de Organisatie aangenomen prestatienormen en functionele vereisten . De betrokken Verdragsluitende Regering kan deze mededeling op elk tijdstip daarna wijzigen of intrekken. Zodra de Organisatie deze mededeling heeft ontvangen, brengt zij alle Verdragsluitende Regeringen hiervan op de hoogte, met de bijzonderheden ervan.

• 9.1 Onverminderd de bepalingen van paragraaf 8.1.3 is de Administratie bevoegd, uit oogpunt van veiligheid of om andere redenen, te allen tijde te besluiten dat aan de Verdragsluitende Regeringen geen langeafstandsidentificatie- en -trackinggegevens worden verstrekt ingevolge de bepalingen van paragraaf 8.1.3. over schepen die bevoegd zijn haar vlag te voeren. De betrokken Administratie kan deze besluiten vervolgens op enig later tijdstip wijzigen, opschorten of intrekken.

• 9.2 De betreffende Administratie deelt dergelijke besluiten, ingevolge voorschrift 9.1, mede aan de Organisatie. Zodra de Organisatie deze mededeling heeft ontvangen, brengt zij alle Verdragsluitende Regeringen hiervan op de hoogte, met de bijzonderheden ervan.

• 9.3 Aan de rechten, plichten en verplichtingen ingevolge het internationaal recht, van de schepen waarvan de Administratie de bepalingen van voorschrift 9.1 heeft ingeroepen, mag naar aanleiding van deze besluiten geen afbreuk worden gedaan.

• 10 De Verdragsluitende Regeringen zijn te allen tijde gehouden:

  • .1 het belang van langeafstandsidentificatie- en -trackinggegevens te erkennen;

  • .2 de handelsvertrouwelijkheid en gevoeligheid van de door hen ontvangen langeafstandsidentificatie- en -trackinggegevens te erkennen en te eerbiedigen;

  • .3 de door hen ontvangen gegevens te beschermen tegen onbevoegde toegang of bekendmaking; en

  • .4 de door hen ontvangen gegevens te gebruiken op een wijze die verenigbaar is met het internationaal recht.

• 11.1 De Verdragsluitende Regeringen dragen alle kosten die verband houden met de langeafstandsidentificatie- en trackinggegevens waarom zij verzoeken en die zij ontvangen. Onverminderd de bepalingen van paragraaf 11.2 leggen de Verdragsluitende Regeringen schepen geen heffingen op voor de langeafstandsidentificatie- en -trackinggegevens die zij wensen te ontvangen.

• 11.2 Tenzij de nationale wetgeving van de Administratie anderszins bepaalt, worden schepen die bevoegd zijn haar vlag te voeren geen heffingen opgelegd voor de verzending van langeafstandsidentificatie- en -trackinggegevens ter naleving van de bepalingen van dit voorschrift.

• 12 Onverminderd de bepalingen van paragraaf 8.1 zijn de opsporings- en reddingsdiensten van Verdragsluitende Regeringen bevoegd, kosteloos, langeafstandsidentificatie- en- trackinggegevens te ontvangen ten behoeve van het opsporen en redden van in nood verkerende personen op zee.

• 13 De Verdragsluitende Regeringen kunnen aan de Organisatie verslag uitbrengen van de gevallen waarin zij van oordeel zijn dat de bepalingen van dit voorschrift of andere door de Organisatie opgestelde, hieraan gerelateerde vereisten niet in acht zijn of worden genomen of zijn of worden nageleefd.

• 14 De Maritieme Veiligheidscommissie stelt de criteria, procedures en regelingen vast voor de instelling, herziening en controle van de verstrekking van langeafstandsidentificatie- en -trackinggegevens aan de Verdragsluitende Regeringen ingevolge de bepalingen van dit voorschrift.

Voorschrift 20. Reisgegevensrecorder

• 1 Schepen op internationale reizen moeten, onverminderd de bepalingen van voorschrift 1.4, ten behoeve van onderzoek naar ongevallen als volgt met een reisgegevensrecorder (VDR) zijn uitgerust:

  • .1 passagiersschepen gebouwd op of na 1 juli 2002;

  • .2 ro-ro-passagiersschepen gebouwd vóór 1 juli 2002, uiterlijk bij het eerste onderzoek op of na 1 juli 2002;

  • .3 passagiersschepen, anders dan ro-ro-passagiersschepen gebouwd vóór 1 juli 2002, uiterlijk op 1 januari 2004; en

  • .4 schepen, anders dan passagiersschepen, met een brutotonnage van 3000 ton of meer gebouwd op of na 1 juli 2002.

• 2 Ten behoeve van bijstand bij ongevallenonderzoek moeten vrachtschepen, wanneer deze internationale reizen maken, als volgt zijn uitgerust met een reisgegevensrecorder (VDR), die een vereenvoudigde reisgegevensrecorder (S-VDR) mag zijn:

  • .1 bij vrachtschepen met een brutotonnage van 20.000 of meer, gebouwd vóór 1 juli 2002, bij de eerstvolgende geplande droogzetting in een dok na 1 juli 2006, maar uiterlijk op 1 juli 2009;

  • .2 bij vrachtschepen met een brutotonnage van 3000 of meer, maar minder dan 20.000 GT, gebouwd vóór 1 juli 2002, bij de eerstvolgende geplande droogzetting in een dok na 1 juli 2007, maar uiterlijk op 1 juli 2010; en

  • .3 de Administraties kunnen vrachtschepen van de in de subparagrafen .1 en .2 vervatte eisen vrijstellen wanneer deze schepen binnen twee jaar na de in de bovengenoemde subparagrafen .1 en .2 bedoelde uitvoeringsdatum voorgoed uit de vaart zullen worden genomen.

• 3 Administraties mogen schepen, anders dan ro-ro-passagiersschepen, gebouwd vóór 1 juli 2002 vrijstellen van de installatie van een VDR wanneer kan worden aangetoond dat het aansluiten van een VDR op de bestaande apparatuur op het schip onredelijk of onuitvoerbaar is.

Voorschrift 21. Internationaal Seinboek en IAMSAR-Handboek

• 1 Alle schepen die in overeenstemming met dit Verdrag verplicht zijn een radio-installatie aan boord te hebben, moeten het Internationaal Seinboek aan boord hebben, dat door de Organisatie kan worden gewijzigd. Dit boek moet tevens aan boord zijn van alle andere schepen waarvoor naar de mening van de Administratie een noodzaak bestaat om het te gebruiken.

• 2 Alle schepen moeten een actueel exemplaar van Volume III van de International Aeronautical and Maritime Search and Rescue (IAMSAR) Manual aan boord hebben.

Voorschrift 22. Zicht vanaf de navigatiebrug

• 1. Schepen met een lengte, zoals omschreven in voorschrift 2.4, van niet minder dan 55 m lengte gebouwd op of na 1 juli 1998, moeten aan de volgende vereisten voldoen:

  • .1 Vanaf het punt waar het schip wordt bestuurd mag het zicht over het zee-oppervlak voor de boeg binnen een hoek van 10° aan beide zijden, ongeacht de diepgang, trim of deklading, niet worden gehinderd over meer dan twee scheepslengtes, of 500 m, naar gelang welke afstand het kleinst is;

  • .2 Geen van de door lading, hefwerktuigen of andere obstakels buiten het stuurhuis veroorzaakte dode hoeken die voorlijker dan dwars het zicht op het zee-oppervlak vanaf het punt waar het schip wordt bestuurd ontnemen, mogen groter zijn dan 10°. De gezamenlijke dode hoeken mogen samen niet meer dan 20° bedragen. De hoek met vrij zicht tussen de dode hoeken in moet ten minste 5° zijn. Voor het zicht genoemd onder .1 geldt echter dat elke afzonderlijke dode hoek niet groter mag zijn dan 5°;

  • .3 Het horizontale gezichtsveld vanaf het punt waar het schip wordt bestuurd moet zich uitstrekken over een boog van ten minste 225°, die zich uitstrekt van recht vooruit tot ten minste 22,5° achterlijker dan dwars aan beide zijden van het schip;

  • .4 Het horizontale gezichtsveld vanaf elke brugvleugel moet zich uitstrekken over een boog van ten minste 225°, die loopt van ten minste 45° ten opzichte van de lengte-as van het schip aan de tegengestelde zijde naar recht vooruit, en van recht vooruit over 180° naar recht achteruit aan dezelfde zijde;

  • .5 Het horizontale gezichtsveld vanaf de belangrijkste stuurpositie moet zich uitstrekken over een boog van ten minste 60° aan weerszijden van de lengte-as van het schip;

  • .6 De zijkant van het schip moet vanaf de brugvleugel zichtbaar zijn;

  • .7 De hoogte van de onderste rand van de voorramen van de navigatiebrug moet zo laag mogelijk boven het brugdek worden gehouden. In geen geval mag de onderste rand een obstakel vormen voor het voorwaartse zicht zoals in dit voorschrift omschreven;

  • .8 De bovenste rand van de voorramen van de navigatiebrug mag, wanneer het schip in ruwe zee stampt, vanaf de plaats waar het schip wordt bestuurd aan een persoon wiens ogen zich op 1800 mm boven het brugdek bevinden, niet het zicht op de horizon ontnemen. Indien de Administratie een ooghoogte van 1800 mm onredelijk en onpraktisch acht, kan zij een verlaging tot uiterlijk 1600 mm toestaan;

  • .9 De ramen moeten aan de volgende vereisten voldoen:

    • .9.1 Om weerspiegeling te voorkomen, moeten de voorramen van de brug aan de bovenzijde ten opzichte van het verticale vlak onder een hoek van ten minste 10° en ten hoogste 25° naar buiten worden geplaatst.

    • .9.2 De afmetingen van de kozijnen van de ramen op de navigatiebrug moeten zo klein mogelijk zijn en deze kozijnen mogen zich niet recht voor enige werkplek bevinden.

    • .9.3 De beglazing van de ramen mag noch gepolariseerd, noch gekleurd zijn.

    • .9.4 Ongeacht de weersomstandigheden moet het te allen tijde mogelijk zijn om door ten minste twee voorramen van de navigatiebrug een helder zicht te hebben en voorts moet, afhankelijk van de opstelling van de brug, het zicht door nog een aantal ramen vrij zijn.

• 2 Schepen gebouwd vóór 1 juli 1998 moeten, waar praktisch uitvoerbaar, voldoen aan de vereisten van de paragrafen 1.1 en 1.2. Het is echter niet noodzakelijk aanpassingen aan de structuur of aanvullingen op de uitrusting te eisen.

• 3 Indien de Administratie van oordeel is dat dit voorschrift op bepaalde schepen niet kan worden toegepast vanwege hun ongebruikelijke ontwerp, moeten maatregelen worden getroffen opdat een zicht wordt bereikt dat het in dit voorschrift omschreven niveau zo dicht mogelijk benadert.

Voorschrift 23. Voorzieningen voor het overnemen van de loods

• 1 Toepassing

  • 1.1 Op schepen die reizen maken waarbij waarschijnlijk gebruik zal worden gemaakt van loodsen, moeten voorzieningen voor het overnemen van de loods zijn aangebracht.

  • 1.2 Uitrusting en voorzieningen voor het overnemen van de loods die worden aangebracht op of na 1 januari 1994 moeten voldoen aan de vereisten van dit voorschrift, en er moet naar behoren rekening worden gehouden met de door de Organisatie aangenomen normen.

  • 1.3 Uitrusting en voorzieningen voor het overnemen van de loods die op schepen worden aangebracht vóór 1 januari 1994 moeten ten minste voldoen aan de vereisten van voorschrift 17 van het Internationaal Verdrag voor de beveiliging van mensenlevens op zee, 1974, zoals het luidt tot die datum, en er moet naar behoren rekening worden gehouden met de tot die datum door de Organisatie aangenomen normen.

  • 1.4 Uitrusting en voorzieningen die worden vervangen na 1 januari 1994 moeten, voor zover redelijk en uitvoerbaar, voldoen aan de vereisten van dit voorschrift.

• 2 Algemeen

  • 2.1 Alle voorzieningen voor het overnemen van de loods moeten loodsen op doelmatige wijze in staat stellen veilig aan en van boord te gaan. Ze moeten worden schoongehouden, op de juiste wijze worden onderhouden en geborgen, en geregeld worden geïnspecteerd om te verzekeren dat ze veilig zijn in het gebruik. Ze mogen uitsluitend worden gebruikt voor het aan en van boord gaan van personeel.

  • 2.2 Het optuigen van de voorzieningen voor het overnemen van de loods en het aan boord gaan van de loods moeten geschieden onder toezicht van een verantwoordelijk officier die beschikt over middelen voor communicatie met de navigatiebrug, en die ook regelingen treft voor de begeleiding van de loods langs een veilige route naar en van de navigatiebrug. Personeel dat zich bezighoudt met het optuigen en de bediening van mechanische uitrusting moet instructie krijgen in de te hanteren veilige procedures, en de uitrusting moet voor gebruik worden getest.

• 3 Voorzieningen voor het overnemen

  • 3.1 Er moeten voorzieningen aanwezig zijn opdat de loods op veilige wijze aan en van boord kan gaan aan beide zijden van het schip.

  • 3.2 Op alle schepen waar de afstand van het wateroppervlak tot de plaats voor het aan of van boord gaan meer dan 9 m bedraagt, en waar loodsen worden geacht aan en van boord te gaan met behulp van de valreep, of met behulp van mechanische loodsladders of andere, even veilige en gemakkelijke middelen in combinatie met een loodsladder, moet het schip aan beide zijden van die uitrusting zijn voorzien, tenzij de uitrusting verplaatsbaar is voor gebruik aan beide zijden.

  • 3.3 Voor het veilig en gemakkelijk aan en van boord gaan moet het schip zijn uitgerust met:

    • .1 een loodsladder die een klim vereist van ten minste 1,5 m en ten hoogste 9 m boven het wateroppervlak, die zodanig is geplaatst en vastgezet dat:

      •  .1.1 deze vrijhangt van mogelijke spuipijpen van het schip;

      •  .1.2 deze in het rechtscheepse deel van de romp en, voor zover uitvoerbaar, binnen een kwart scheepslengte vanuit de midscheeps hangt;

      •  .1.3 iedere trede stevig tegen de scheepshuid rust; indien speciale constructies, zoals bijvoorbeeld berghouten, de toepassing van deze bepaling verhinderen, moeten speciale regelingen worden getroffen ten genoegen van de Administratie teneinde te waarborgen dat het aan of van boord gaan veilig kan geschieden;

      •  .1.4 met de enkele ladderlengte het water kan worden bereikt vanaf de plaats voor het aan of van boord gaan, en hierbij rekening wordt gehouden met alle beladingstoestanden van het schip, met kop- of stuurlast en met een slagzij naar de andere zijde van 15°; de bevestigingspunten, sluitingen en sjordraden moeten ten minste even sterk zijn als de zijleiders; of

    •  .2 een valreep in combinatie met de loodsladder, of een andere even veilige en gemakkelijke voorziening, wanneer de afstand van het wateroppervlak tot de inschepingsplaats meer dan 9 m bedraagt. De valreep moet zodanig zijn geplaatst dat deze naar de achtersteven leidt. Tijdens het gebruik moet het onderste deel van de valreep stevig tegen dat deel van de scheepshuid rusten in het rechtscheepse deel van de romp en, voor zover uitvoerbaar, binnen een kwart scheepslengte vanuit de midscheeps en vrij van spuipijpen hangt; dan wel

    •  .3. een mechanische loodsladder, zodanig geplaatst dat deze in het rechtscheepse deel van de romp en, voor zover uitvoerbaar, binnen een kwart scheepslengte vanuit de midscheeps en vrij van spuipijpen hangt.

• 4 Toegang tot het scheepsdek

  Er moeten voorzieningen aanwezig zijn om personen die aan of van boord gaan in staat te stellen veilig, gemakkelijk en ongehinderd over te stappen van het boveneinde van de loodsladder of van een valreep of ander middel naar het scheepsdek. Indien dit overstappen geschiedt door middel van:

  • .1 een opening in hekwerk of verschansing, moeten doelmatige handgrepen zijn aangebracht;

  • .2 een verschansingstrap, moeten twee rechtopstaande houvasten, die aan of nabij hun onderzijden alsmede op hoger gelegen punten stevig zijn bevestigd aan het schip. De verschansingstrap moet stevig aan het schip worden bevestigd om omslaan te voorkomen.

• 5 Deuren in de scheepszijde

  Deuren in de scheepszijde die worden gebruikt voor het aan boord nemen of ontschepen van de loods mogen niet naar buiten openen.

• 6 Mechanische loodsladders

  • 6.1 De mechanische loodsladder en de daarbij behorende uitrusting moeten van een door de Administratie goedgekeurd type zijn. De loodsladder moet zodanig zijn ontworpen dat deze werkt als een beweegbare ladder om een persoon langs de zijde van het schip op te hijsen of neer te laten, of als een platform om één of meer personen langs de zijde van het schip op te hijsen of neer te laten. De installatie moet zodanig zijn ontworpen en gebouwd dat de loods veilig aan of van boord kan gaan, een veilige toegang van de ladder naar het dek en omgekeerd inbegrepen. Deze toegang moet rechtstreeks worden verkregen via een platform dat goed wordt beschermd door een leuning.

  • 6.2 Voor het neerlaten of weer ophijsen van de persoon of personen op de ladder moet een doelmatige handbediening aanwezig zijn, die gebruiksklaar is voor het geval de stroom uitvalt.

  • 6.3 De ladder moet stevig aan het schip worden bevestigd. Bevestiging mag niet uitsluitend aan de reling van het schip zijn. Aan iedere zijde van het schip moeten geschikte en stevige bevestigingspunten aanwezig zijn voor ladders van het draagbare type.

  • 6.4 Indien op de scheepshuid ter plaatse van de ladder constructies zijn aangebracht, zoals een berghout, moeten deze aldaar zodanig zijn onderbroken als nodig is om de ladder langs de huid te kunnen bedienen.

  • 6.5 Direct naast de mechanische ladder moet een loodsladder zijn opgetuigd die beschikbaar is voor onmiddellijk gebruik, zodat deze vanaf de mechanische loodsladder toegankelijk is op ieder punt van de afstand die daarop wordt afgelegd. De loodsladder moet het wateroppervlak kunnen bereiken vanaf de plaats van inscheping via de mechanische loodsladder.

  • 6.6 De plaats op de scheepshuid waar de mechanische loodsladder zal worden neergelaten, moet zijn aangegeven.

  • 6.7 Er moet een toereikende, beschermde bergplaats voorhanden zijn voor de draagbare ladder. Ter vermijding van het gevaar van ijsvorming wordt de draagbare ladder bij zeer koud weer niet eerder opgetuigd dan op het moment waarop hij zal worden gebruikt.

• 7 Bijbehorende uitrusting

  • 7.1 De volgende bijbehorende uitrusting moet bij de hand worden gehouden, klaar voor onmiddellijk gebruik bij het overstappen van personen:

    • .1 twee handleidende touwen met een diameter van ten minste 28 mm, goed bevestigd aan het schip, indien de loods deze verlangt;

    • .2 een reddingboei voorzien van een zelfontbrandend licht;

    • .3 een hieuwlijn.

  • 7.2 Indien vereist ingevolge paragraaf 4 moeten houvasten en verschansingstrappen aanwezig zijn.

• 8 Verlichting

  Er moet toereikende verlichting zijn om de overneemvoorzieningen buitenboord, de plaats aan dek waar een persoon aan of van boord gaat en de bedieningsmiddelen van de mechanische loodsladder te verlichten.

Voorschrift 24. Gebruik van koers- en/of track-controlesystemen

• 1 In gebieden met veel verkeer, bij beperkt zicht en in alle andere voor de navigatie gevaarlijke situaties, waarin gebruik wordt gemaakt van koers- en/of track-controlesystemen, moet het mogelijk zijn het schip onmiddellijk weer met de hand te besturen.

• 2 In de bovengenoemde omstandigheden moet de met de navigatie belaste officier onverwijld beschikken over de diensten van een bevoegde roerganger, die op ieder moment de besturing moet kunnen overnemen.

• 3 Overschakeling van automatische besturing op handbesturing, en omgekeerd, moet geschieden door of onder toezicht van een verantwoordelijk officier.

• 4 De handbesturing moet worden beproefd nadat gedurende langere tijd gebruik is gemaakt van de koers- en/of track-controlesystemen en alvorens gebieden binnen te varen waar de navigatie bijzondere aandacht vergt.

Voorschrift 25. Bediening van de stuurinrichting

In gebieden waar bij de navigatie extra voorzichtigheid geboden is, moeten schepen meer dan één stuurmotor tegelijk in bedrijf hebben indien dat bij dergelijke motoren mogelijk is.

Voorschrift 26. Stuurinrichting: beproeven en oefeningen

• 1 Binnen 12 uur voor vertrek moet de stuurinrichting van het schip door de bemanning gecontroleerd en beproefd worden. Waar van toepassing, moet de beproevingsprocedure de werking van de volgende onderdelen omvatten:

  • .1 de hoofdstuurinrichting;

  • .2 de hulpstuurinrichting;

  • .3 de afstandsbedieningssystemen;

  • .4 de bedieningsplaatsen op de navigatiebrug;

  • .5 de noodstroomvoorziening;

  • .6 de roerstandaanwijzing ten opzichte van de werkelijke stand van het roer;

  • .7 de alarmeringen voor het uitvallen van de stroomvoorziening van het afstandbedieningssysteem van de stuurinrichting;

  • .8 de alarminstallaties voor storingen van de stuurmotor; en

  • .9 de voorzieningen waarmee een defect gedeelte van de stuurinrichting automatisch buiten bedrijf wordt gesteld.

• 2 De beproevingen en oefeningen moeten omvatten:

  • .1 de volledige uitslag van het roer overeenkomstig het vereiste mogelijkheden van de stuurinrichting;

  • .2 een visuele inspectie van de stuurinrichting en haar verbindingen; en

  • .3 de werking van de communicatiemiddelen tussen de navigatiebrug en de stuurmachinekamer.

• 3.1 Eenvoudige gebruiksaanwijzingen met een blokdiagram waarop de overschakelingsprocedures voor de afstandsbedieningssystemen en de stuurmotoren zijn aangegeven, moeten voortdurend op zichtbare plaatsen op de navigatiebrug en in de stuurmachinekamer aanwezig zijn.

• 3.2 Alle scheepsofficieren die betrokken zijn bij de werking en/of het onderhoud van de stuurinrichting moeten vertrouwd zijn met de werking daarvan en met de procedures voor het overschakelen van het ene systeem op het andere systeem.

• 4 In aanvulling op de geregelde controles en beproevingen als voorgeschreven in de paragrafen 1 en 2 moeten ten minste eenmaal in de drie maanden oefeningen plaatsvinden in noodsturen, teneinde ervaring op te doen in de noodstuurprocedures. Deze oefeningen moeten de directe bediening vanuit de stuurmachinekamer, de communicatieprocedure met de navigatiebrug en, waar van toepassing, de werking van de extra stroomvoorzieningen omvatten.

• 5 Voor schepen die regelmatig reizen van korte duur maken kan de Administratie afzien van de eis om de controle en beproevingen te houden als voorgeschreven in de paragrafen 1 en 2. Aan boord van zulke schepen moeten deze controles en beproevingen ten minste eenmaal per week worden gehouden.

• 6 De datum waarop de controles en beproevingen voorgeschreven in de paragrafen 1 en 2 zijn uitgevoerd en de datum en bijzonderheden van de oefeningen met de noodstuurinrichting voorgeschreven in paragraaf 4, moeten worden geregistreerd.

Voorschrift 27. Nautische kaarten en nautische publicaties

Nautische kaarten en publicaties, zoals zeemansgidsen, lichtenlijsten, Berichten aan Zeevarenden, getijtafels en andere nautische publicaties benodigd voor de voorgenomen reis, moeten relevant en bijgewerkt zijn.

Voorschrift 28. Journaals van navigatie-activiteiten en dagelijkse verslaglegging

• 1 Alle schepen die internationale reizen maken moeten aan boord een journaal bijhouden van navigatie-activiteiten en incidenten die van belang zijn voor een veilige navigatie, dat voldoende uitgebreid moet zijn om een volledig verslag van de reis te kunnen reconstrueren, met inachtneming van de door de Organisatie aangenomen aanbevelingen. Wanneer dergelijke informatie niet wordt bijgehouden in het logboek van het schip, moet deze in een andere, door de Administratie goedgekeurde vorm worden bijgehouden.

• 2 Elk schip met een brutotonnage van 500 ton of meer, dat internationale reizen maakt van meer dan 48 uur, dient, gedurende de gehele reis, een dagelijks verslag in bij de maatschappij als omschreven in voorschrift IX/1, die dit verslag en alle opvolgende verslagen bewaart. Dagelijkse verslagen mogen via elk middel worden verstuurd, mits ze zo snel mogelijk na de vaststelling van de in het verslag vermelde positie aan de maatschappij worden verstuurd. Het gebruik van geautomatiseerde systemen voor verslaglegging is toegestaan, mits deze een voorziening voor opname van de verzending bevatten en mits deze functies en interfaces met positiebepalingssystemen regelmatig door de kapitein van het schip worden geverifieerd. Het verslag moet het volgende bevatten:

  • .1 de positie van het schip;

  • .2 de koers en snelheid van het schip; en

  • .3 gegevens omtrent interne of externe omstandigheden die van invloed zijn op de reis of op de normale veilige bedrijfsvoering van het schip.

Voorschrift 29. Reddingsseinen die moeten worden gebruikt door schepen, vliegtuigen of personen in nood

Een geïllustreerde lijst, waarin de reddingsseinen zijn beschreven, moet op elk schip waarop dit hoofdstuk van toepassing is ten behoeve van de officier van de wacht onmiddellijk voorhanden zijn. De seinen moeten worden gebruikt door schepen of personen in nood wanneer deze zich in verbinding stellen met reddingsstations, zeegaande reddingseenheden en vliegtuigen, bezig met opsporings- of reddingswerkzaamheden.

Voorschrift 30. Beperking ten aanzien van de exploitatie

• 1 Dit voorschrift is van toepassing op alle passagiersschepen waarop hoofdstuk I van toepassing is.

• 2 Voordat een passagiersschip in dienst wordt genomen, moet een lijst met alle beperkingen met betrekking tot de exploitatie van het passagiersschip worden opgesteld, met inbegrip van ontheffingen van deze voorschriften, beperkingen in de vaargebieden, beperkingen vanwege het weer, beperkingen met betrekking tot de toestand van de zee of de toegestane lading, beperkingen ten aanzien van kop- of stuurlast, snelheid en andere beperkingen, hetzij opgelegd door de Administratie, hetzij vastgesteld tijdens de ontwerp- of bouwfase. Deze lijst, tezamen met alle andere nodige uitleg, moet worden vastgelegd in een document opgesteld in een voor de Administratie aanvaardbare vorm, dat aan boord op eenvoudige wijze door de kapitein kan worden geraadpleegd. De lijst moet worden bijgehouden. Indien de gebruikte taal het Engels noch het Frans is, moet de lijst in één van deze twee talen beschikbaar zijn.

Voorschrift 31. Gevaarberichten

• 1 De kapitein van elk schip dat gevaarlijk ijs, een gevaarlijk wrak of een ander onmiddellijk gevaar voor de scheepvaart, of een tropische storm ontmoet, of luchttemperaturen onder het vriespunt gepaard gaande met stormwinden, die zware ijsafzetting op de bovenbouw veroorzaken, of stormen met windkracht 10 of hoger volgens de schaal van Beaufort, waarvoor geen stormwaarschuwing werd ontvangen, ondervindt, is verplicht met alle hem ter beschikking staande middelen schepen in de omgeving waarmee hij verbinding kan krijgen alsmede de bevoegde autoriteiten daarvan op de hoogte te brengen. De vorm waarin de informatie wordt gegeven, is niet bindend voorgeschreven. De informatie mag worden uitgezonden hetzij in begrijpelijke taal (bij voorkeur Engels), hetzij met gebruikmaking van het Internationaal Seinboek.

• 2 Elke Verdragsluitende Regering treft de nodige maatregelen opdat, wanneer bericht omtrent een gevaar als bedoeld in paragraaf 1 wordt ontvangen, dit dadelijk ter kennis van belanghebbenden wordt gebracht en wordt doorgezonden aan andere Regeringen die daarbij belang kunnen hebben.

• 3 De overbrenging van berichten aangaande bedoelde gevaren is kosteloos voor de betrokken schepen.

• 4 Alle radioberichten die ingevolge paragraaf 1 worden verzonden, moeten worden voorafgegaan door het veiligheidssein, waarbij de in het Radioreglement, genoemd in voorschrift IV/2, voorgeschreven procedure moet worden gevolgd.

Voorschrift 32. In gevaarberichten op te nemen informatie

Gevaarberichten moeten de volgende informatie bevatten:

• 1 IJs, wrakken of andere directe gevaren voor de navigatie:

  • .1 De soort van het waargenomen ijs, wrak of gevaar.

  • .2 De plaats van het ijs, wrak of gevaar toen dit het laatst werd waargenomen.

  • .3 De datum en tijd (UTC, Coordinated Universal Time ) van deze laatste waarneming.

• 2 Tropische cyclonen (stormen)

  • .1 Een mededeling dat een tropische cycloon ontmoet werd. Deze verplichting moet ruim worden opgevat en informatie moet worden verzonden telkens als de kapitein goede redenen heeft om aan te nemen dat een tropische cycloon zich ontwikkelt of in de nabijheid bestaat;

  • .2 Datum, tijd (UTC, Coordinated Universal Time) en bestek van het schip op het moment van de waarneming.

  • .3 In het bericht moet, voor zover uitvoerbaar, zoveel mogelijk informatie over het navolgende worden opgenomen:

    •  – barometerstand, bij voorkeur gecorrigeerd (met vermelding van millibaren, inches of millimeters en onder opgave of de aflezing al dan niet gecorrigeerd is);

    •  – verloop van de luchtdruk (verandering in de barometerstand gedurende de afgelopen drie uren);

    •  – ware windrichting;

    •  – windkracht (volgens de schaal van Beaufort);

    •  – toestand van de zee (vlak, kabbelend tot lichtgolvend, aanschietend, hoog);

    •  – deining (laag, matig hoog, hoog) en de ware richting van waar deze komt. Opgave van periode of lengte van de deining (kort, matig lang, lang) kan ook van belang zijn;

    •  – ware koers en snelheid van het schip.

Latere waarnemingen

• 3 Wanneer een kapitein een tropische cycloon of andere gevaarlijke storm heeft gerapporteerd, is het gewenst, hoewel niet verplicht, dat zolang het schip onder invloed van de storm blijft, verdere waarnemingen om het uur worden verricht en verzonden en dat, wanneer dit niet mogelijk is, deze waarnemingen in elk geval met tussenpozen van niet langer dan drie uur worden verricht en verzonden.

• 4 Stormen met windkracht 10 of hoger volgens de schaal van Beaufort, waarvoor geen stormwaarschuwing werd ontvangen. Hiermee worden andere stormen bedoeld dan de tropische stormen genoemd in paragraaf 2; bij het ontmoeten van een dergelijke storm moet het te verzenden bericht de in paragraaf 2 vermelde informatie bevatten, evenwel met uitzondering van de bijzonderheden betreffende zee en deining.

• 5 Luchttemperaturen onder het vriespunt gepaard gaande met stormwinden, die zware ijsafzetting op de bovenbouw veroorzaken:

  • .1 Datum en tijd (UTC, Coordinated Universal Time).

  • .2 Temperatuur van de lucht.

  • .3 Temperatuur van het zeewater (indien mogelijk).

  • .4 Kracht en richting van de wind.

Voorbeelden

IJs

TTT IJS. GROTE IJSBERG GEZIEN OP 4605 N, 4410 W, TE 0800 UTC, 15 MEI.

Wrakken

TTT WRAK. WAARGENOMEN EEN WRAK, NAGENOEG GEHEEL ONDER WATER, OP 4006 N, 1243 W, TE 1630 UTC, 21 APRIL.

Gevaar voor navigatie

TTT NAVIGATIE. LICHTSCHIP ALPHA NIET OP STATION, 1800 UTC, 3 JANUARI

Tropische cycloon

TTT STORM. 0030 UTC. 18 AUGUSTUS. 2004 N, 11354 E. BAROMETERSTAND GECORRIGEERD 994 MILLIBAREN, VERLOOP DALEND 6 MILLIBAREN. WIND NW. KRACHT 9, ZWARE BUIEN. HOGE OOSTELIJKE DEINING. KOERS 067, VAART 5 MIJL.

TTT STORM. VOORTEKENEN WIJZEN OP NADERENDE ORKAAN. 1300 UTC. 14 SEPTEMBER. 2200 N, 7236 W BAROMETERSTAND GECORRIGEERD 29,64 INCHES, VERLOOP DALEND 0,15 INCHES. WIND NE, KRACHT 8, VEELVULDIG REGENBUIEN. KOERS 035, VAART 9 MIJL.

TTT STORM. OMSTANDIGHEDEN WIJZEN EROP DAT EEN HEVIGE CYCLOON IS ONTSTAAN. 0200 UTC. 4 MEI. 1620 N, 9203 E. BAROMETERSTAND ONGECORRIGEERD 753 MILLIMETER, VERLOOP DALEND 5 MILLIMETER. WIND ZUID TEN WESTEN, KRACHT 5. KOERS 300. VAART 8 MIJL.

TTT STORM. TYFOON IN HET ZUIDOOSTEN. 0300 UTC. 12 JUNI. 1812 N, 12605 E. SNEL DALENDE BAROMETER. WIND AANWAKKEREND UIT HET NOORDEN.

TTT STORM. WINDKRACHT 11, GEEN STORMWAARSCHUWING ONTVANGEN. 0300 UTC. 4 MEI. 4830 N, 30 W. BAROMETERSTAND ONGECORRIGEERD 983 MILLIBAREN, VERLOOP DALEND 4 MILLIBAREN. WIND SW, KRACHT 11, RUIMEND. KOERS 260, VAART 6 MIJL.

IJsvorming

TTT ONDERVINDT ZWARE IJSVORMING. 1400 UTC, 2 MAART, 69 N, 10 W. TEMPERATUUR LUCHT 18° F (-7,8° C), TEMPERATUUR ZEEWATER 29° F (-1,7° C). WIND NE, KRACHT 8.

Voorschrift 33. Noodsituaties: verplichtingen en procedures

• 1 De kapitein van een schip op zee dat zich in een positie bevindt die hulpverlening mogelijk maakt, is gehouden, wanneer hij informatie, uit welke bron ook, ontvangt dat mensen op zee in nood verkeren, met de meeste spoed deze mensen te hulp te komen, hen of de opsporings- en reddingsdienst zo mogelijk daaromtrent inlichtende. Deze verplichting tot het bieden van bijstand is van toepassing ongeacht de nationaliteit of status van deze personen of de omstandigheden waaronder zij worden gevonden. Indien het schip dat het noodsignaal ontvangt niet in staat is of het, in de bijzondere omstandigheden van het geval, onredelijk of onnodig acht hen te hulp te komen, moet de kapitein in het logboek vermelden om welke reden hij de in nood verkerende personen niet te hulp is gekomen en, met inachtneming van de aanbeveling van de Organisatie, de betreffende opsporings- en reddingsdienst hiervan op de hoogte brengen.

• 1-1 De Verdragsluitende Regeringen coördineren en werken samen om te waarborgen dat kapiteins van schepen die bijstand verlenen door op zee in nood verkerende personen aan boord te nemen, waarbij verder zo min mogelijk wordt afgeweken van de voorgenomen reis van het schip, van hun verplichtingen worden ontheven, mits het ontheffen van de kapitein van het schip van de verplichtingen uit hoofde van dit voorschrift de veiligheid van mensenlevens op zee niet nader in gevaar brengt. De Verdragsluitende Regering die verantwoordelijk is voor de opsporing en redding in de regio waar deze bijstand wordt geboden, is de hoofdverantwoordelijke voor het in gang zetten van deze coördinatie en samenwerking, zodat de overlevenden aan wie bijstand werd geboden van het bijstand verlenende schip worden ontscheept en naar een veilig onderkomen worden gebracht, met inachtneming van de bijzondere omstandigheden van het geval en van de door de Organisatie opgestelde richtsnoeren. In deze gevallen zorgen de desbetreffende Verdragsluitende Regeringen ervoor dat deze ontscheping zo spoedig plaatsvindt als redelijkerwijze mogelijk is.

• 2 De kapitein van een in nood verkerend schip of de desbetreffende opsporings- en reddingsdienst hebben het recht, na voor zover mogelijk de kapiteins te hebben geraadpleegd van de schepen die zijn oproep om hulp hebben beantwoord, één of meer van deze schepen die hij het beste in staat acht hulp te verlenen daartoe op te vorderen, en het is de plicht van de kapitein van het opgevorderde schip of de kapiteins van de opgevorderde schepen gevolg te geven aan de opvordering door met de meeste spoed het te hulp komen van de in nood verkerende personen voort te zetten.

• 3 Kapiteins van schepen zijn ontheven van de krachtens paragraaf 1 op hen rustende verplichting wanneer zij vernemen dat hun schip niet is opgevorderd en dat één of meer andere schepen zijn opgevorderd en aan de opvordering gevolg geven. Dit besluit moet, indien mogelijk, aan de andere opgevorderde schepen en aan de opsporings- en reddingsdienst worden medegedeeld.

• 4 De kapitein van een schip is ontheven van de krachtens paragraaf 1 op hem rustende verplichting en, indien zijn schip opgevorderd is, van de krachtens paragraaf 2 op hem rustende verplichting, indien hem door de in nood verkerende personen of door de opsporings- en reddingsdienst of door de kapitein van een ander schip dat deze personen heeft bereikt, wordt medegedeeld dat hulpverlening niet langer nodig is.

• 5 De bepalingen van dit voorschrift maken geen inbreuk op het „Verdrag tot het vaststellen van enige eenvormige regelen betreffende hulp en berging op zee”, gesloten te Brussel op 23 september 1910, in het bijzonder wat betreft de verplichting tot hulpverlening, opgenomen in artikel 11 van dat Verdrag.

• 6 De kapiteins van schepen die op zee in nood verkerende personen aan boord hebben genomen, behandelen deze personen, binnen de mogelijkheden en beperkingen van het schip, op menswaardige wijze.

Voorschrift 34. Veilige navigatie en vermijding van gevaarlijke situaties

• 1 Voordat zee wordt gekozen moet de kapitein ervoor zorgen dat de voorgenomen reis is gepland met gebruikmaking van de juiste nautische kaarten en nautische publicaties voor het betrokken gebied, met inachtneming van de door de Organisatie opgestelde richtlijnen en aanbevelingen.

• 2 Bij de reisplanning moet een zodanige route worden gekozen dat:

  • .1 rekening wordt gehouden met eventuele routeringssystemen voor schepen;

  • .2 gewaarborgd wordt dat er gedurende de gehele reis voldoende zeeruimte is voor de veilige doorgang van het schip;

  • .3 geanticipeerd wordt op bekende navigatiegevaren en slechte weersomstandigheden; en

  • .4 rekening wordt gehouden met de vigerende maatregelen voor de bescherming van het mariene milieu, en werkzaamheden en activiteiten die het milieu zouden kunnen aantasten zoveel mogelijk worden voorkomen.

Voorschrift 34-1. Oordeel van de kapitein

De eigenaar, bevrachter of maatschappij die het schip exploiteert als omschreven in voorschrift IX/1, of iedere andere persoon, mag de kapitein van het schip geen verboden of beperkingen opleggen bij het nemen of uitvoeren van bepaalde besluiten die, naar het professionele oordeel van de kapitein, nodig zijn voor de veiligheid van mensenlevens op zee en de bescherming van het mariene milieu.

Voorschrift 35. Misbruik van noodseinen

Het gebruik van een internationaal noodsein, behalve om aan te geven dat een of meerdere personen in nood verkeren, en het gebruik van welk sein ook dat met een internationaal noodsein kan worden verward, is verboden.

AANHANGSEL BIJ HOOFDSTUK V

REGELS VOOR HET BEHEER, DE EXPLOITATIE EN DE FINANCIERING VAN DE IJSPATROUILLEDIENST OP DE NOORD-ATLANTISCHE OCEAAN

• 1 In deze Regels wordt verstaan onder:

  • .1 IJsseizoen, het tijdvak van 15 februari tot 1 juli in elk jaar.

  • .2 Door de IJspatrouilledienst bewaakte gebieden waar ijsbergen kunnen voorkomen, de zuidoostelijke, zuidelijke en zuidwestelijke grenzen van het gebied waar ijsbergen kunnen voorkomen, in de omgeving van de Grote Banken van Newfoundland.

  • .3 Routes die lopen via door de IJspatrouilledienst bewaakte gebieden waar ijsbergen kunnen voorkomen:

    • .3.1 routes tussen havens van Canada aan de Atlantische kust (met inbegrip van havens in de binnenwateren die vanaf de Noord-Atlantische Oceaan worden genaderd via de Gut of Canso en Cabot Straits) en havens in Europa, Afrika of Azië die vanaf de Noord-Atlantische Oceaan worden genaderd via of ten noorden van de Straat van Gibraltar (behoudens routes die ten zuiden van alle uiterste grenzen van alle soorten ijs langs gaan).

    • .3.2 routes via Cape Race, Newfoundland, tussen havens van Canada aan de Atlantische kust (met inbegrip van havens in de binnenwateren die vanaf de Noord-Atlantische Oceaan worden genaderd via de Gut of Canso en Cabot Straits) ten westen van Cape Race, Newfoundland, en havens van Canada aan de Atlantische kust ten noorden van Cape Race, Newfoundland.

    • .3.3 routes tussen havens van de Verenigde Staten aan de Atlantische kust en aan de kust van de Golf van Mexico (met inbegrip van havens in de binnenwateren die vanaf de Noord-Atlantische Oceaan worden genaderd via de Gut of Canso en Cabot Straits) en havens in Europa, Afrika of Azië die vanaf de Noord-Atlantische Oceaan worden genaderd via of ten noorden van de Straat van Gibraltar (behoudens routes die ten zuiden van alle uiterste grenzen van alle soorten ijs langs gaan).

    • .3.4 routes via Cape Race, Newfoundland, tussen havens van de Verenigde Staten aan de Atlantische kust en aan de kust van de Golf van Mexico (met inbegrip van havens in de binnenwateren die vanaf de Noord-Atlantische Oceaan worden genaderd via de Gut of Canso en Cabot Straits) en havens van Canada aan de Atlantische kust ten noorden van Cape Race, Newfoundland.

  • .4 Uiterste grenzen van alle soorten ijs op de Noord-Atlantische Oceaan, de lijn die de volgende punten met elkaar verbindt:

    A - 42° 23’.00N, 59° 25’.00W	J - 39° 49’.00N, 41° 00’.00W
    B - 41° 23’.00N, 57° 00’.00W	K - 40° 39’.00N, 39° 00’.00W
    C - 40° 47’.00N, 55° 00’.00W	L - 41° 19’.00N, 38° 00’.00W
    D - 40° 07’.00N, 53° 00’.00W	M - 43° 00’.00N, 37° 27’.00W
    E - 39° 18’.00N, 49° 39’.00W	N - 44° 00’.00N, 37° 29’.00W
    F - 38° 00’.00N, 47° 35’.00W	O - 46° 00’.00N, 37° 55’.00W
    G - 37° 41’.00N, 46° 40’.00W	P - 48° 00’.00N, 38° 28’.00W
    H - 38° 00’.00N, 45° 33’.00W	Q - 50° 00’.00N, 39° 07’.00W
    I - 39° 05’.00N, 43° 00’.00W	R - 51° 25’.00N, 39° 45’.00W.

  • .5 Beheren en exploiteren, het onderhouden, besturen en exploiteren van de IJspatrouilledienst, met inbegrip van de verspreiding van de door deze dienst ontvangen informatie.

  • .6 Bijdragende Regering, een Verdragsluitende Regering die zich ertoe verplicht uit hoofde van deze Regels een bijdrage te leveren aan de kosten van de IJspatrouilledienst.

• 2 Elke Verdragsluitende Regering die in het bijzonder bij deze diensten belang heeft en wier schepen gedurende het ijsseizoen door gebieden varen waar ijsbergen kunnen voorkomen, verplicht zich ertoe een bijdrage te betalen aan de Verenigde Staten van Amerika ten belope van haar proportionele aandeel in de kosten voor het beheer en de exploitatie van de IJspatrouilledienst. De bijdrage aan de Regering van de Verenigde Staten van Amerika wordt gebaseerd op de verhouding van het gemiddelde jaarlijkse brutotonnage van de schepen van die bijdragende Regering die de voorgaande drie jaren door het gebied dat door de IJspatrouilledienst wordt bewaakt, zijn gevaren, tot het gecombineerde gemiddelde jaarlijkse brutotonnage van alle schepen die de voorgaande drie jaren door het gebied dat door de IJspatrouilledienst wordt bewaakt, zijn gevaren.

• 3 Alle bijdragen worden berekend door het in paragraaf 2 beschreven percentage te vermenigvuldigen met de gemiddelde jaarlijkse kosten die door de Regeringen van de Verenigde Staten en Canada gedurende de voorgaande drie jaren zijn gemaakt voor het beheren en exploiteren van de IJspatrouilledienst. Dit percentage wordt jaarlijks berekend en wordt uitgedrukt in een eenmalig contributiebedrag per jaar.

• 4 Elke bijdragende Regering heeft het recht haar bijdrage te wijzigen of te beëindigen en andere belanghebbende Regeringen kunnen op zich nemen in de kosten bij te dragen. De bijdragende Regering, die van genoemd recht gebruik maakt, zal evenwel aansprakelijk blijven voor haar lopende bijdrage tot de eerste september volgende op de datum, waarop mededeling wordt gedaan van het voornemen de bijdrage te veranderen of te beëindigen. Om van dit recht profijt te trekken, moet de kennisgeving aan de beherende Regering ten minste zes maanden vóór bedoelde eerste september zijn gedaan.

• 5 Elke bijdragende Regering brengt de door haar uit hoofde van paragraaf 2 aangegane verplichting ter kennis van de Secretaris-Generaal, die alle Verdragsluitende Regeringen in kennis stelt.

• 6 De Regering van de Verenigde Staten van Amerika doet jaarlijks aan elke bijdragende Regering een overzicht toekomen van de totale kosten die door de Regeringen van de Verenigde Staten en Canada zijn gemaakt voor het beheer en de exploitatie van de IJspatrouilledienst gedurende dat jaar en van het gemiddelde procentuele aandeel van elke bijdragende Regering over de voorgaande drie jaren.

• 7 De beherende regeringen publiceren een jaarrekening, met inbegrip van een overzicht van de kosten die gedurende de voorgaande drie jaren door de dienstverlenende regeringen zijn gemaakt en van het totale brutotonnage dat gedurende de voorgaande drie jaren van de diensten gebruik heeft gemaakt. De jaarrekeningen zijn toegankelijk voor het publiek. Binnen drie maanden na de ontvangst van het kostenoverzicht kunnen de bijdragende Regeringen om nadere informatie verzoeken met betrekking tot de kosten van het beheer en de exploitatie van de IJspatrouilledienst.

• 8 Deze Regels zijn van toepassing met ingang van het ijsseizoen 2002.

HOOFDSTUK VI. VERVOER VAN LADING

DEEL A. ALGEMENE BEPALINGEN

Voorschrift 1. Toepassing

• 1 Dit hoofdstuk is van toepassing op het vervoer van ladingen (met uitzondering van vloeistoffen in bulk en aspecten van het vervoer die onder andere hoofdstukken vallen) waarvoor, vanwege hun specifieke gevaar voor schepen of personen aan boord, bijzondere voorzorgsmaatregelen vereist zijn op alle schepen waarop deze voorschriften van toepassing zijn, en op vrachtschepen met een bruto tonnage van minder dan 500 ton. Voor vrachtschepen met een bruto tonnage van minder dan 500 ton kan de Administratie echter, indien zij van oordeel is dat de toepassing van specifieke vereisten van Deel A of B van dit hoofdstuk redelijk noch noodzakelijk is gezien de beschutte aard van de reis en de omstandigheden waaronder deze wordt gemaakt, andere doeltreffende maatregelen nemen om de vereiste veiligheid voor deze schepen te verzekeren.

• 2 In aanvulling op de bepalingen van Deel A en B van dit hoofdstuk verzekert iedere Verdragsluitende Regering dat passende informatie wordt verstrekt over de lading en de stuwage en vastzetting ervan, waarin met name de voorzorgsmaatregelen worden uiteengezet die nodig zijn voor het veilige vervoer van die ladingen.

Voorschrift 2. Ladinggegevens

• 1 De verscheper verstrekt de kapitein of diens vertegenwoordiger lang genoeg van tevoren de nodige ladinggegevens om het nemen van voorzorgsmaatregelen mogelijk te maken die nodig kunnen zijn voor goede stuwage en veilig vervoer van de lading. Deze gegevens moeten schriftelijk worden bevestigd door middel van de daarvoor bestemde ladingpapieren voordat de lading aan boord wordt gebracht. Voor de toepassing van dit voorschrift dienen de ladinggegevens, zoals vereist in hoofdstuk 1.9 van de Code of Safe Practice for Cargo Stowage and Securing (Vastzetcode), aangenomen door de Organisatie bij resolutie A.714(17), zoals eventueel gewijzigd, te worden verstrekt. Eventuele wijzigingen op hoofdstuk 1.9 moeten worden aangenomen, van kracht worden en toepassing vinden in overeenstemming met de bepalingen van artikel VIII van dit Verdrag betreffende de wijzigingsprocedures die gelden voor de Bijlage, met uitzondering van Hoofdstuk I.

• 2 De ladinggegevens moeten omvatten:

  • .1 in het geval van stukgoedlading en ladingunits, een algemene beschrijving van de lading, het bruto gewicht van de lading of van de ladingunits, en relevante bijzondere kenmerken van de lading;

  • .2 in geval van bulklading, gegevens over de stuwfactor van de lading, de trimprocedures, de kans op schuiven met inbegrip van de storthoek, indien van toepassing, en andere relevante bijzondere kenmerken van de lading. In geval van concentraten of andere verpappende ladingen, extra gegevens in de vorm van een certificaat over het vochtgehalte van de lading en de voor vervoer toelaatbare grenswaarde van het vochtgehalte;

  • .3 in het geval van bulkladingen die niet zijn geclassificeerd overeenkomstig de bepalingen van Voorschrift VII/2, maar die chemische eigenschappen hebben die tot een mogelijk gevaar kunnen leiden, naast de in de voorgaande paragrafen vereiste gegevens, ook gegevens over de chemische eigenschappen.

• 3 Vóór het aan boord van schepen brengen van ladingunits verzekert de verscheper dat het bruto gewicht van die units overeenkomt met het in de scheepsdocumenten opgegeven bruto gewicht.

Voorschrift 3. Apparatuur voor gasdetectie en zuurstofmeting

• 1 Bij het vervoer van bulkladingen die giftige of brandbare gassen kunnen afgeven, of die zuurstof binden, moet een geschikt instrument voor het meten van de concentratie gas of zuurstof in de lucht aanwezig zijn, voorzien van een gedetailleerde gebruiksaanwijzing. Een zodanig instrument moet ten genoegen van de Administratie zijn.

• 2 De Administratie moet stappen ondernemen om te verzekeren dat bemanningen van schepen opgeleid zijn in het gebruik van die instrumenten.

Voorschrift 4. Het gebruik van pesticiden op schepen

Bij het gebruik van pesticiden op schepen, met name voor berokingsdoeleinden, moeten passende voorzorgsmaatregelen worden genomen.

Voorschrift 5. Stuwage en zeevast zetten

• 1 lading, vrachteenheden en laadeenheden die op of onder het dek worden vervoerd, moeten zodanig worden geladen, gestuwd en zeevast gezet dat, voor zover uitvoerbaar, gedurende de gehele reis, schade aan of gevaar voor schip en opvarenden, en verlies van lading overboord, worden voorkomen.

• 2 Lading die wordt vervoerd in een ladingunit moet zodanig zijn verpakt en zeevast gezet binnen de ladingunit dat, gedurende de gehele reis, schade aan of gevaar voor schip en opvarenden wordt voorkomen.

• 3 Er moeten passende voorzorgsmaatregelen worden genomen tijdens het laden en vervoeren van zware ladingstukken of ladingen met buitengewone afmetingen om te voorkomen dat structurele schade aan het schip wordt toegebracht en om toereikende stabiliteit te handhaven gedurende de gehele reis.

• 4 Er moeten passende voorzorgsmaatregelen worden genomen tijdens het laden en vervoeren van vrachteenheden en laadeenheden aan boord van ro-roschepen, in het bijzonder wat betreft de zeevastinrichtingen aan boord van die schepen en binnen de vrachteenheden en laadeenheden, en wat betreft de sterkte van de bevestigingspunten en sjorrings.

• 5 Vrachtcontainers worden niet zwaarder geladen dan het maximum bruto gewicht aangegeven op het veiligheidskeurmerk uit hoofde van de Internationale Overeenkomst voor veilige containers (CSC) als gewijzigd.

• 6 Alle ladingen, anders dan vaste en vloeibare bulklading moeten gedurende de gehele reis worden geladen, gestuwd en zeevast gezet in overeenstemming met de door de Administratie goedgekeurde Cargo Securing Manual. In schepen met ro-ro laadruimten, als omschreven in voorschrift II-2/3.14, moet het zeevast zetten van dergelijke ladingen, in overeenstemming met de Cargo Securing Manual, zijn voltooid voordat het schip de aanlegplaats verlaat. De Cargo Securing Manual moet zijn opgesteld volgens een standaard die ten minste gelijkwaardig is aan de door de Organisatie geformuleerde richtlijnen

DEEL B. BIJZONDERE BEPALINGEN VOOR ANDERE BULKLADINGEN DAN GRAAN

Voorschrift 6. Aanvaardbaarheid voor verscheping

• 1 Vóór het laden van bulklading moet de kapitein in het bezit zijn van uitgebreide gegevens over de stabiliteit van het schip en de verdeling van de lading voor de standaard-beladingstoestanden. De wijze waarop deze gegevens worden verstrekt moet ten genoegen van de Administratie zijn.

• 2 Concentraten of andere verpappende ladingen, mogen alleen voor belading worden aanvaard wanneer het feitelijke vochtgehalte van de lading lager is dan de voor vervoer toelaatbare grenswaarde van het vochtgehalte. Dergelijke concentraten en andere ladingen kunnen echter voor belading worden aanvaard ook wanneer hun vochtgehalte de bedoelde grenswaarde overschrijdt, op voorwaarde dat veilige regelingen worden getroffen, ten genoegen van de Administratie, om toereikende stabiliteit te verzekeren in het geval van overgaan van de lading, en voorts op voorwaarde dat de scheepsconstructie intact blijft.

• 3 Vóór het laden van bulklading die niet valt onder de classificatie van de IMDG-Code, als omschreven in voorschrift VII/1.1 maar die wel chemische eigenschappen heeft die een risico kunnen veroorzaken, moeten speciale voorzorgsmaatregelen worden getroffen voor veilig vervoer.

Voorschrift 7. Laden, lossen en stuwen van bulklading

• 1 Voor de toepassing van dit voorschrift wordt onder vertegenwoordiger van de laad-/loslocatie verstaan de door de laad-/loslocatie of een andere faciliteit waar het schip laadt of lost aangestelde persoon die verantwoordelijk is voor de handelingen door die haven of faciliteit die verband houden met het desbetreffende schip.

• 2 Om de kapitein in staat te stellen te grote spanningen op de constructie van het schip te voorkomen, moet op het schip een boekje aanwezig zijn dat is opgesteld in een taal die beheerst wordt door de officieren van het schip die verantwoordelijk zijn voor de behandeling van de lading. Indien deze taal niet de Engelse taal is, moet op het schip tevens een boekje aanwezig zijn dat in de Engelse taal is opgesteld. Het boekje moet ten minste bevatten:

  • .1 stabiliteitsgegevens als vereist in voorschrift II-1/22;

  • .2 ballast- en ontballastpercentages en -volumes;

  • .3 maximaal toegestane belasting per oppervlakte-eenheid van de bovenbeplating van de tanks;

  • .4 maximaal toegestane belasting per ruim;

  • .5 algemene instructies voor laden en lossen met betrekking tot de sterkte van de constructie van het schip met inbegrip van beperkingen bij de ongunstigste omstandigheden tijdens laden, lossen, ballasten en de reis;

  • .6 eventuele speciale restricties zoals beperkingen bij de ongunstigste omstandigheden als opgelegd door de Administratie of een door haar erkende organisatie, indien van toepassing; en

  • .7 waar berekeningen van de sterkte zijn vereist, maximaal toegestane krachten en momenten op de romp van het schip tijdens laden, lossen en de reis.

• 3 Voordat een vaste lading wordt geladen of gelost, moeten de kapitein en de vertegenwoordiger van de laad-/loslocatie een plan overeenkomen dat waarborgt dat de toegestane krachten en momenten op het schip niet worden overschreden tijdens het laden of lossen en dat voorziet in de volgorde, de kwantiteit en het tempo van laden of lossen, rekening houdend met de snelheid van laden of lossen, het aantal stortingen en de ballast en ontballastcapaciteit van het schip. Het plan en eventuele latere wijzigingen daarop moeten worden ingediend bij de desbetreffende autoriteit van de staat waartoe de haven behoort.

• 4 Bulkladingen worden geladen en redelijk vlak getrimd, voor zover nodig, tot de zijden van de laadruimte teneinde het risico van het schuiven tot een minimum te beperken en te verzekeren dat toereikende stabiliteit zal worden gehandhaafd gedurende de reis.

• 5 Wanneer bulkladingen in tussendekruimten worden vervoerd, moeten de luiken van die tussendekruimten gesloten zijn in gevallen waarin de beladingsgegevens een onaanvaardbare spanning van de bodemconstructie tonen indien de luiken worden opengelaten. De lading moet redelijk vlak zijn getrimd en moet van zijde tot zijde reiken dan wel op zijn plaats worden gehouden door extra langsschotten van voldoende sterkte. De veilige dekbelasting van de tussendekken wordt in acht genomen om te verzekeren dat de dekconstructie niet wordt overbelast.

• 6 De kapitein en de vertegenwoordiger van de laad-/loslocatie moeten ervoor zorgen dat de laad- en loshandelingen verlopen in overeenstemming met het overeengekomen plan.

• 7 Indien tijdens het laden of lossen één van de beperkingen van het schip bedoeld in paragraaf 2 wordt overschreden of waarschijnlijk zal worden overschreven indien het laden of lossen doorgaat, heeft de kapitein het recht de laad- of loshandeling te onderbreken en is hij verplicht de desbetreffende autoriteit van de staat van de haven waar het plan is ingediend op de hoogte te stellen. De kapitein en de vertegenwoordiger van de laad-/loslocatie moeten erop toezien dat herstellende maatregelen worden genomen. Bij het lossen van ladingen moeten de kapitein en de vertegenwoordiger van de laad-/loslocatie erop toezien dat de wijze van lossen niet leidt tot beschadiging van de constructie van het schip.

• 8 De kapitein moet erop toezien dat de bemanning van het schip de behandeling van de lading voortdurend bewaakt. Indien mogelijk, moet de diepgang van het schip regelmatig worden gecontroleerd tijdens laden of lossen ter bevestiging van de verstrekte inhoudsgegevens. Iedere observatie ten aanzien van diepgang en inhoud moet worden opgenomen in een ladingslogboek. Indien significante afwijkingen van het overeengekomen plan worden ontdekt, moeten de ladings- of de ballasthandelingen of beide worden aangepast om ervoor te zorgen dat de afwijkingen worden gecorrigeerd.

DEEL C. VERVOER VAN GRAAN

Voorschrift 8. Begripsomschrijvingen

Voor de toepassing van dit deel wordt, tenzij uitdrukkelijk anders bepaald, verstaan onder:

• 1. ,Internationale Graancode’: de Internationale Code voor veilig vervoer van graan in bulk, aangenomen door de Maritieme Veiligheidscommissie van de Organisatie bij resolutie MSC.23(59) zoals eventueel gewijzigd door de Organisatie, op voorwaarde dat eventuele wijzigingen zijn aangenomen, van kracht zijn geworden en toepassing vinden in overeenstemming met de bepalingen van artikel VIII van dit Verdrag betreffende de wijzigingsprocedures die gelden voor de Bijlage met uitzondering van Hoofdstuk I.

• 2. ,Graan’: tarwe, mais, haver, rogge, gerst, rijst, peulvruchten, zaden en hun bewerkte vormen, waarvan het gedrag gelijk is aan dat van graan in onbewerkte staat.

Voorschrift 9. Vereisten voor vrachtschepen die graan vervoeren

• 1 Naast andere toepasselijke vereisten van deze voorschriften moet een vrachtschip dat graan vervoert voldoen aan de vereisten van de Internationale Graancode, en moet voor dat schip een document van machtiging zijn afgegeven als vereist in die Code. Voor de toepassing van dit voorschrift worden de vereisten van de Code als verplicht behandeld.

• 2 Een schip waarvoor een zodanig document niet is afgegeven, mag geen graan aan boord nemen totdat de kapitein ten genoegen van de Administratie, of de Verdragsluitende Regering van de haven waar het laden plaatsvindt namens de Administratie, aantoont dat het schip in de voorgenomen beladingstoestand zal voldoen aan de vereisten van de Internationale Graancode.

HOOFDSTUK VII. VERVOER VAN GEVAARLIJKE STOFFEN

DEEL A. VERVOER VAN GEVAARLIJKE STOFFEN IN VERPAKTE VORM

Voorschrift 1. Begripsomschrijvingen

Voor de toepassing van dit hoofdstuk, tenzij uitdrukkelijk anders bepaald, wordt verstaan onder:

• 1. IMDG-Code, de Internationale Maritieme Code inzake gevaarlijke stoffen, aangenomen door de Maritieme Veiligheidscommissie van de Organisatie bij resolutie MSC.122(75), eventueel als gewijzigd door de Organisatie, op voorwaarde dat deze wijzigingen worden aangenomen, in werking worden gesteld en van kracht worden overeenkomstig het bepaalde van artikel VIII van dit Verdrag betreffende de procedure voor wijziging die van toepassing is op de Bijlage, met uitzondering van Hoofdstuk I.

• 2. Gevaarlijke stoffen, de stoffen, materialen en artikelen waarop de IMDG-Code van toepassing is.

• 3. Verpakte vorm, de in de IMDG-Code vermelde verpakkingsvorm.

Voorschrift 2. Toepassing

• 1. Tenzij uitdrukkelijk anders wordt bepaald, is dit deel van toepassing op het vervoer van gevaarlijke stoffen in verpakte vorm in alle schepen waarop deze voorschriften van toepassing zijn en in vrachtschepen met een brutotonnage van minder dan 500 ton.

• 2. Deze bepalingen zijn niet van toepassing op de voorraden en uitrusting van schepen.

• 3. Het vervoer van gevaarlijke stoffen in verpakte vorm is verboden tenzij dit geschiedt in overeenstemming met de voorschriften van dit hoofdstuk.

• 4. Ter aanvulling van de bepalingen van dit deel vaardigt elke Verdragsluitende Regering gedetailleerde instructies uit, of doet deze uitvaardigen, inzake noodhulp en medische eerstehulpverlening bij voorvallen waarbij gevaarlijke stoffen in verpakte vorm een rol spelen, met inachtneming van de door de Organisatie opgestelde richtlijnen.

Voorschrift 3. Bepalingen voor het vervoer van gevaarlijke stoffen

Het vervoer van gevaarlijke stoffen in verpakte vorm moet plaatsvinden in overeenstemming met de desbetreffende bepalingen van de IMDG-Code.

Voorschrift 4. Documenten

• 1. In alle bescheiden die verband houden met het vervoer van gevaarlijke stoffen in verpakte vorm over zee, moet de juiste vervoersnaam van de stof worden gebezigd (uitsluitend handelsnamen mogen niet worden gebezigd) en moet de juiste omschrijving, in overeenstemming met de in de IMDG-Code vermelde classificatie, worden gegeven.

• 2. De door de verscheper opgemaakte ladingpapieren moeten inhouden, of vergezeld zijn van een ondertekend certificaat of een ondertekende verklaring, dat de voor verscheping aangeboden partij deugdelijk is verpakt en gemerkt of geëtiketteerd, naar gelang noodzakelijk, en zich in een deugdelijke toestand voor vervoer bevindt.

• 3. De persoon of personen die verantwoordelijk zijn voor het verpakken/laden van gevaarlijke stoffen in een ladingvervoerseenheid verstrekken een ondertekend container/voertuig-verpakkingscertificaat waarin wordt verklaard dat de lading in de eenheid naar behoren is verpakt en vastgezet en dat aan alle toepasselijke vereisten voor het vervoer ervan is voldaan. Een dergelijk certificaat mag worden gecombineerd met het in paragraaf 2 bedoelde document.

• 4. Wanneer gegronde redenen bestaan om te vermoeden dat een ladingvervoerseenheid waarin gevaarlijke stoffen zijn verpakt niet voldoet aan de vereisten van paragraaf 2 of 3, of wanneer geen container/voertuig-verpakkingscertificaat beschikbaar is, mag de ladingvervoerseenheid niet voor vervoer worden aanvaard.

• 5. Elk schip dat gevaarlijke stoffen in verpakte vorm vervoert, moet een speciale lijst of manifest aan boord hebben waarin, in overeenstemming met de in de IMDG-Code genoemde classificatie, de gevaarlijke stoffen aan boord en de plaats waar deze zich bevinden, worden omschreven. In plaats van een dergelijke speciale lijst of manifest kan een gedetailleerd stuwplan, waarin klasse en plaats van stuwage van alle aan boord aanwezige gevaarlijke stoffen zijn aangegeven, worden gebezigd. Voor vertrek moet een afschrift van een van deze documenten aan de door de autoriteit van de havenstaat aangewezen persoon of organisatie beschikbaar worden gesteld.

Voorschrift 5. Handboek voor het vastzetten van lading (Cargo Securing Manual)

Lading, laadeenheden en ladingvervoerseenheden moeten gedurende de gehele reis worden geladen, gestuwd en vastgezet in overeenstemming met het door de Administratie goedgekeurde Cargo Securing Manual. De instructies in het Cargo Securing Manual moeten ten minste gelijkwaardig zijn aan de door de Organisatie geformuleerde richtlijnen.’’

Voorschrift 6. Melding van voorvallen waarbij gevaarlijke stoffen een rol spelen

• 1. Indien een voorval plaatsvindt waarbij gevaarlijke stoffen in verpakte vorm verloren gaan of waarschijnlijk verloren zullen gaan in de zee, moet de kapitein of andere persoon die het gezag over het schip voert, de bijzonderheden van dat voorval onverwijld en zo volledig mogelijk melden bij de dichtstbijzijnde kuststaat. De melding moet gebaseerd zijn op de door de Organisatie opgestelde algemene beginselen en richtlijnen.

• 2. Indien een schip als bedoeld in paragraaf 1 wordt verlaten, of indien een melding van dat schip onvolledig of niet verkrijgbaar is, moet de maatschappij, als omschreven in voorschrift IX/1.2 zo volledig mogelijk de verplichtingen op zich nemen die door dit voorschrift aan de kapitein worden opgelegd.

DEEL A-1. VERVOER VAN GEVAARLIJKE STOFFEN IN VASTE VORM IN BULK

Voorschrift 7. Begripsomschrijvingen

Onder gevaarlijke stoffen in vaste vorm in bulk wordt verstaan materiaal, anders dan een vloeistof of gas, bestaande uit een combinatie van deeltjes, korrels of grotere stukken materiaal, in het algemeen gelijk van samenstelling, waarop de IMDG-Code van toepassing is en dat rechtstreeks in het laadruim van een schip wordt geladen zonder andere vorm van verpakking, en omvat dergelijke materialen die in een duwbak worden geladen op een lichterschip.

Voorschrift 7-1. Toepassing

• 1 Tenzij uitdrukkelijk anders wordt bepaald, is dit deel van toepassing op het vervoer van gevaarlijke stoffen in vaste vorm in bulk in alle schepen waarop deze voorschriften van toepassing zijn en in vrachtschepen met een brutotonnage van minder dan 500 ton.

• 2 Het vervoer van gevaarlijke stoffen in vaste vorm in bulk is verboden tenzij dit geschiedt in overeenstemming met de voorschriften van dit deel.

• 3 Ter aanvulling van de bepalingen van dit deel vaardigt elke Verdragsluitende Regering gedetailleerde instructies uit, of doet deze uitvaardigen, inzake het veilige vervoer van gevaarlijke stoffen in vaste vorm in bulk, waaronder instructies inzake noodhulp en medische eerstehulpverlening bij voorvallen waarbij gevaarlijke stoffen in vaste vorm in bulk een rol spelen, met inachtneming van de door de Organisatie opgestelde richtlijnen.

Voorschrift 7-2. Documenten

• 1 In alle bescheiden die verband houden met het vervoer van gevaarlijke stoffen in vaste vorm in bulk over zee, moet de juiste vervoersnaam van de bulklading worden gebezigd (uitsluitend handelsnamen mogen niet worden gebezigd).

• 2 Elk schip dat gevaarlijke stoffen in vaste vorm in bulk vervoert, moet een speciale lijst of manifest aan boord hebben waarin de gevaarlijke stoffen aan boord en de plaats waar deze zich bevinden, worden omschreven. In plaats van een dergelijke speciale lijst of manifest kan een gedetailleerd stuwplan, waarin klasse en plaats van stuwage van alle aan boord aanwezige gevaarlijke stoffen zijn aangegeven, worden gebezigd. Voor vertrek moet een afschrift van een van deze documenten aan de door de autoriteit van de havenstaat aangewezen persoon of organisatie beschikbaar worden gesteld.

Voorschrift 7-3. Vereisten inzake stuwage en scheiding

• 1 Gevaarlijke stoffen in vaste vorm in bulk moeten veilig en op doelmatige wijze, in overeenstemming met de eigenschappen van de stoffen worden gestuwd. Stoffen die elkaar niet verdragen, moeten van elkaar zijn gescheiden.

• 2 Gevaarlijke stoffen in vaste vorm in bulk die aan spontane broei of ontbranding onderhevig zijn, mogen niet worden vervoerd, tenzij doeltreffende voorzorgen zijn genomen om het risico van het uitbreken van brand tot een minimum te beperken.

• 3 Gevaarlijke stoffen in vaste vorm in bulk die gevaarlijke dampen afgeven, moeten in een goed geventileerd laadruim worden gestuwd.

Voorschrift 7-4. Melding van voorvallen waarbij gevaarlijke stoffen een rol spelen

• 1 Indien een voorval plaatsvindt waarbij gevaarlijke stoffen in vaste vorm in bulk verloren gaan of waarschijnlijk verloren zullen gaan in de zee, moet de kapitein of andere persoon die het gezag over het schip voert, de bijzonderheden van dat voorval onverwijld en zo volledig melden bij de dichtstbijzijnde kuststaat. De melding wordt opgesteld op basis van de door de Organisatie opgestelde richtlijnen.

• 2 Indien het schip als bedoeld in paragraaf 1 wordt verlaten, of indien een melding van dat schip onvolledig of niet verkrijgbaar is, moet de maatschappij, als omschreven in voorschrift IX/1.2 zo volledig mogelijk de verplichtingen op zich nemen die door dit voorschrift aan de kapitein worden opgelegd.

DEEL B. - BOUW EN UITRUSTING VAN SCHEPEN DIE GEVAARLIJKE VLOEIBARE CHEMICALIËN IN BULK VERVOEREN

Voorschrift 8. Begripsomschrijvingen

Tenzij uitdrukkelijk anders is bepaald, gelden voor de toepassing van dit Deel de volgende begripsomschrijvingen:

• 1. „Internationale Code voor chemicaliën in bulk” is de Internationale Code voor de bouw en uitrusting van schepen die gevaarlijke chemicaliën in bulk vervoeren, door de Maritieme Veiligheidscommissie aangenomen bij resolutie MSC.4(48), zoals deze door de Organisatie kan worden gewijzigd, mits deze wijzigingen zijn aangenomen, van kracht zijn geworden en in werking zijn getreden overeenkomstig de bepalingen van artikel VIII van dit Verdrag betreffende de toepasselijke procedures voor wijziging van de Bijlage, behalve van hoofdstuk I.

• 2. „Chemicaliëntankschip” is een vrachtschip, gebouwd of aangepast en gebruikt voor het vervoer in bulk van een vloeibaar produkt dat staat vermeld in hoofdstuk 17 van de Internationale Code voor chemicaliën in bulk.

• 3. Voor de toepassing van Voorschrift 9 is een „schip dat wordt gebouwd” een schip, waarvan de kiel is gelegd of waarvan de bouw zich in een soortgelijk stadium bevindt.

• 4. „Een soortgelijk bouwstadium” is het stadium waarin:

  • .1 de bouw ten behoeve van een specifiek schip aanvangt; en

  • .2 is aangevangen met de montage van dat schip, welke ten minste 50 ton of 1 procent van de geschatte massa van alle bouwmateriaal omvat, welke van beide het minst is.

Voorschrift 9. Toepassing op chemicaliëntankschepen

• 1 Tenzij uitdrukkelijk anders bepaald, is dit Deel van toepassing op chemicaliëntankschepen gebouwd op of na 1 juli 1986, met inbegrip van die met een bruto-inhoud van minder dan 500 ton. Deze tankschepen moeten voldoen aan de vereisten van dit Deel, naast andere van toepassing zijnde vereisten van deze Voorschriften.

• 2 Een chemicaliëntankschip, ongeacht de datum van constructie, dat reparaties, wijzigingen, veranderingen, alsmede de daarmede verband houdende aanpassing van de uitrusting ondergaat, moet ten minste blijven voldoen aan de voorschriften die voordien op dat schip van toepassing waren. Indien het gaat om een schip gebouwd vóór 1 juli 1986, dient dit over het algemeen te voldoen aan de voorschriften voor een schip gebouwd op of na die datum, in dezelfde mate als voordat het zodanige reparaties, wijzigingen, veranderingen alsmede aanpassing van de uitrusting onderging. Reparaties, veranderingen en wijzigingen van ingrijpende aard, alsmede de daarmede verband houdende aanpassing van de uitrusting, moeten voldoen aan de voorschriften voor een schip gebouwd op of na 1 juli 1986, voor zover de Administratie zulks redelijk en uitvoerbaar acht.

• 3 Een schip, ongeacht de datum van constructie, dat wordt verbouwd tot chemicaliëntankschip, wordt beschouwd als chemicaliëntankschip gebouwd op de datum waarop met deze verbouwing werd aangevangen.

Voorschrift 10. Voorschriften voor chemicaliëntankschepen

• 1 Een chemicaliëntankschip moet voldoen aan de voorschriften van de Internationale Code voor chemicaliën in bulk en moet behalve dat het moet voldoen aan de vereisten van de Voorschriften I/8, I/9 en I/10, naar gelang toepasselijk, worden onderzocht en daarvoor moeten certificaten worden afgegeven, zoals bepaald in die Code.

• 2 Een chemicaliëntankschip dat in het bezit is van een certificaat afgegeven ingevolge de bepalingen van het eerste lid, is onderworpen aan de controle vastgelegd in Voorschrift I/19. Hiertoe wordt zulk een certificaat beschouwd als een certificaat afgegeven ingevolge Voorschrift I/12 of I/13.

DEEL C. - BOUW EN UITRUSTING VAN SCHEPEN DIE VLOEIBAAR GEMAAKTE GASSEN IN BULK VERVOEREN

Voorschrift 11. Begripsomschrijvingen

Tenzij uitdrukkelijk anders is bepaald, gelden voor de toepassing van dit Deel de volgende begripsomschrijvingen:

• 1. „Internationale Code voor gastankschepen” is de Internationale Code voor de bouw en uitrusting van schepen die vloeibaar gemaakte gassen in bulk vervoeren, door de Maritieme Veiligheidscommissie van de Organisatie aangenomen bij resolutie MSC.5(48), zoals deze door de Organisatie kan worden gewijzigd, mits deze wijzigingen zijn aangenomen, van kracht zijn geworden en in werking zijn getreden overeenkomstig de bepalingen van artikel VIII van dit Verdrag betreffende de toepasselijke procedures voor wijziging van de Bijlage, behalve van hoofdstuk I.

• 2. „Gastankschip” is een vrachtschip, gebouwd of aangepast en gebruikt voor het vervoer in bulk van een vloeibaar gemaakt gas of ander produkt dat staat vermeld in hoofdstuk 19 van de Internationale Code voor gastankschepen.

• 3. Voor de toepassing van Voorschrift 12 is een „schip dat wordt gebouwd” een schip, waarvan de kiel is gelegd of waarvan de bouw zich in een soortgelijk stadium bevindt.

• 4. „Een soortgelijk bouwstadium” is het stadium waarin:

  • .1 de bouw ten behoeve van een specifiek schip aanvangt; en

  • .2 is aangevangen met de montage van dat schip, welke ten minste 50 ton of 1 procent van de geschatte massa van alle bouwmateriaal omvat, welke van beide het minst is.

Voorschrift 12. Toepassing op gastankschepen

• 1 Tenzij uitdrukkelijk anders bepaald, is dit Deel van toepassing op gastankschepen gebouwd op of na 1 juli 1986, met inbegrip van die met eenbruto-inhoud van minder dan 500 ton. Deze gastankschepen moeten voldoen aan de vereisten van dit Deel, naast andere van toepassing zijnde vereisten van deze Voorschriften.

• 2 Een gastankschip, ongeacht de datum van constructie, dat reparaties, wijzigingen, veranderingen, alsmede de daarmede verband houdende aanpassing van de uitrusting ondergaat, moet ten minste blijven voldoen aan de voorschriften die voordien op dat schip van toepassing waren. Indien het gaat om een schip gebouwd vóór 1 juli 1986, dient dit over het algemeen te voldoen aan de voorschriften voor een schip gebouwd op of na die datum, in dezelfde mate als voordat het zodanige reparaties, wijzigingen, veranderingen alsmede aanpassing van de uitrusting onderging. Reparaties, veranderingen en wijzigingen van ingrijpende aard, alsmede de daarmede verband houdende aanpassing van de uitrusting, moeten voldoen aan de voorschriften voor een schip gebouwd op of na 1 juli 1986, voor zover de Administratie zulks redelijk en uitvoerbaar acht.

• 3 Een schip, ongeacht de datum van constructie, dat wordt verbouwd tot gastankschip, wordt beschouwd als gastankschip gebouwd op de datum waarop met deze verbouwing werd aangevangen.

Voorschrift 13. Voorschriften voor gastankschepen

• 1 Een gastankschip moet voldoen aan de voorschriften van de Internationale Code voor gastankschepen en moet, behalve dat het moet voldoen aan de vereisten van de Voorschriften I/8, I/9 en I/10, naar gelang toepasselijk, worden onderzocht en daarvoor moeten certificaten worden afgegeven, zoals bepaald in die Code. Voor de toepassing van dit Voorschrift worden de vereisten van de Code als bindend beschouwd.

• 2 Een gastankschip dat in het bezit is van een certificaat afgegeven ingevolge de bepalingen van het eerste lid is onderworpen aan de controle vastgelegd in Voorschrift I/19. Hiertoe wordt zulk een certificaat beschouwd als certificaat afgegeven ingevolge Voorschrift I/12 of I/13.

DEEL D. BIJZONDERE VEREISTEN VOOR HET VERVOER VAN VERPAKTE BESTRAALDE SPLIJTSTOFFEN, PLUTONIUM EN HOOG-RADIOACTIEF AFVAL AAN BOORD VAN SCHEPEN

Voorschrift 14. Begripsomschrijvingen

Voor de toepassing van dit deel, tenzij uitdrukkelijk anders bepaald, wordt verstaan onder:

• 1. INF-Code, de internationale Code inzake het veilige vervoer van verpakte bestraalde splijtstoffen, plutonium en hoog-radioactief afval aan boord van schepen, aangenomen door de Maritieme Veiligheidscommissie van de Organisatie bij resolutie MSC.88(71), eventueel als gewijzigd door de Organisatie, op voorwaarde dat deze wijzigingen worden aangenomen, in werking worden gesteld en van kracht worden overeenkomstig het bepaalde van artikel VIII van dit Verdrag betreffende de procedure voor wijziging die van toepassing is op de Bijlage, met uitzondering van Hoofdstuk I.

• 2. INF-lading, verpakte bestraalde splijtstoffen, plutonium en hoog-radioactief afval die als lading worden vervoerd overeenkomstig klasse 7 van de IMDG-Code.

• 3. Bestraalde splijtstoffen, stoffen die uranium-, thorium- en/of plutonium-isotopen bevatten die gebruikt zijn om een zichzelf ondersteunende nucleaire kernreactie te laten voortduren.

• 4. Plutonium, het resulterende mengsel van isotopen van dat materiaal dat uit het opwerken van bestraalde splijtstoffen wordt gewonnen.

• 5. Hoog-radioactief afval, vloeibaar afval uit de eerste winningscyclus of het geconcentreerde afval van latere winningscycli, in een inrichting voor het opwerken van bestraalde splijtstoffen, of vaste stoffen waarin deze vloeibare afval is omgezet.

Voorschrift 15. Toepassing op schepen die INF-lading vervoeren

• 1. Behoudens als bedoeld in paragraaf 2, is dit deel van toepassing op alle schepen ongeacht de datum van bouw of omvang, met inbegrip van vrachtschepen met een brutotonnage van minder dan 500 ton, die INF-lading vervoeren.

• 2. Dit deel en de INF-Code zijn niet van toepassing op oorlogsschepen, hulpschepen of andere schepen die eigendom zijn van of worden geëxploiteerd door een Verdragsluitende Regering, en, tijdelijk, uitsluitend voor niet-commerciële overheidsdiensten worden gebruikt; elke Administratie draagt er evenwel, door middel van de aanneming van passende maatregelen die geen belemmering vormen voor de activiteiten of operationele capaciteiten van deze schepen die in haar bezit zijn of door haar worden geëxploiteerd, zorg voor dat dergelijke schepen die INF-lading vervoeren zich, voor zover redelijk en praktisch uitvoerbaar, gedragen op een wijze die verenigbaar is met dit deel en met de INF-Code.

• 3. Niets in dit deel of de INF-Code doet afbreuk aan de rechten en verplichtingen van regeringen uit hoofde van het internationaal recht en alle maatregelen die worden getroffen om de naleving af te dwingen moeten in overeenstemming zijn met het internationaal recht.

Voorschrift 16. Vereisten voor schepen die INF-lading vervoeren

• 1. Een schip dat INF-lading vervoert moet, naast de overige toepasselijke vereisten van deze voorschriften, de vereisten van de INF-Code naleven, en moet in overeenstemming met deze Code worden geïnspecteerd en gecertificeerd.

• 2. Een schip dat is voorzien van een certificaat ingevolge de bepalingen van paragraaf 1, is onderworpen aan de in de voorschriften I/19 en XI/4 genoemde inspecties. Voor dit doel wordt dat certificaat aangemerkt als een krachtens voorschrift I/12 of I/13 afgegeven certificaat.

HOOFDSTUK VIII. REACTORSCHEPEN

Voorschrift 1. Toepasselijkheid

Dit Hoofdstuk is van toepassing op alle reactorschepen, met uitzondering van oorlogsschepen.

Voorschrift 2. Toepasselijkheid van de andere Hoofdstukken

Voorzover niet door dit Hoofdstuk gewijzigd, zijn de voorschriften vervat in de andere Hoofdstukken van dit Verdrag van toepassing op reactorschepen.

Voorschrift 3. Vrijstellingen

Een reactorschip kan in geen enkel geval vrijgesteld worden van het voldoen aan enig Voorschrift van dit Verdrag.

Voorschrift 4. Goedkeuring van de reactorinstallatie

Het ontwerp, de constructie en de normen voor de inspectie en de montage van de reactorinstallatie moeten ten genoegen zijn van en goedgekeurd zijn door de Administratie. Daarbij moet rekening worden gehouden met de beperkingen, die de aanwezigheid van straling de onderzoeken oplegt.

Voorschrift 5. Geschiktheid van de reactorinstallatie voor gebruik aan boord van een schip

De reactorinstallatie moet zijn ontworpen onder inachtneming van de bijzondere bedrijfsomstandigheden aan boord van een schip, zowel onder normale als onder buitengewone omstandigheden van de vaart.

Voorschrift 6. Beveiliging tegen straling

De Administratie moet maatregelen nemen, welke waarborgen dat geen buitensporige straling of enig ander risico van nucleaire oorsprong, zowel op zee als in een haven, aanwezig is voor de bemanning, de passagiers, het publiek en voor de waterwegen, voedsel en watervoorzieningen.

Voorschrift 7. Veiligheidsdossier

• (a) Er moet een veiligheidsdossier worden aangelegd, teneinde de mate van veiligheid van de kernenergie-installatie en van het schip te kunnen beoordelen om te waarborgen, dat geen buitensporige straling noch enig ander risico van nucleaire oorsprong, zowel op zee als in een haven aanwezig is voor de bemanning, de passagiers, het publiek en voor de waterwegen, voedsel en watervoorzieningen. Wanneer zodanig veiligheidsdossier, dat voortdurend moet worden bijgehouden, ten genoegen van de Administratie is, keurt zij dit goed.

• (b) Het veiligheidsdossier moet tijdig te voren ter beschikking gesteld worden van de Verdragsluitende Regeringen van de landen, die een reactorschip voornemens is te bezoeken, opdat deze de mate van veiligheid van het schip kunnen beoordelen.

Voorschrift 8. Bandleiding voor het bedrijf

Er moet een volledig gedetailleerde handleiding voor het bedrijf worden samengesteld ter voorlichting van en als leidraad voor het bedienende personeel inzake hun plichten met betrekking tot al hetgeen verband houdt met de behandeling van de kernenergie-installatie en van bijzonder belang is voor de veiligheid.

Wanneer deze handleiding ten genoegen van de Administratie is, keurt zij deze goed; één exemplaar moet aan boord van het schip worden gehouden. De handleiding voor het bedrijf moet voortdurend worden bijgehouden.

Voorschrift 9. Onderzoeken

Het onderzoek van reactorschepen moet voldoen aan de van toepassing zijnde bepalingen van Voorschrift 7 van Hoofdstuk I, of van de Voorschriften 8, 9 en 10 van Hoofdstuk I, behalve wanneer zodanig onderzoek beperkt moet worden door de aanwezigheid van straling. Daarenboven moeten de onderzoeken zich uitstrekken over alle speciale eisen, voorkomende in het veiligheidsdossier. De onderzoeken moeten in elk geval, niettegenstaande de bepalingen van de Voorschriften 8 en 10 van Hoofdstuk I, tenminste eenmaal per jaar worden gehouden.

Voorschrift 10. Certificaten

• (a) De bepalingen van paragraaf (a) van Voorschrift 12 van Hoofdstuk I en van Voorschrift 14 van Hoofdstuk I zijn niet van toepassing op reactorschepen.

• (b) Een certificaat, genaamd „Veiligheidscertificaat voor Reactor-Passagiersschepen” dient te worden afgegeven na inspectie en onderzoek van een reactor-passagiersschip dat voldoet aan de eisen, gesteld in de Hoofdstukken II-1, II-2, III, IV en VIII, en aan alle andere van toepassing zijnde eisen van deze Voorschriften.

• (c) Een certificaat, genaamd „Veiligheidscertificaat voor Reactor-Vrachtschepen” dient te worden afgegeven na inspectie en onderzoek van een reactor-vrachtschip dat bij „survey” voldoet aan de eisen voor vrachtschepen, gesteld in Voorschrift 10 van Hoofdstuk I, en dat tevens voldoet aan de eisen, gesteld in de Hoofdstukken II-1, II-2, III, IV en VIII, en alle andere van toepassing zijnde eisen van deze Voorschriften.

• (d) Veiligheidscertificaten voor reactor-passagiersschepen en veiligheidscertificaten voor reactor-vrachtschepen moeten vaststellen: „dat het schip, zijnde een reactorschip, voldoet aan alle eisen, gesteld in Hoofdstuk VIII van het Verdrag en in overeenstemming is met het vermelde in het voor het schip goedgekeurde veiligheidsdossier”.

• (e) Veiligheidscertificaten voor reactor-passagiersschepen en voor reactor-vrachtschepen mogen niet langer geldig zijn dan gedurende een periode van 12 maanden.

• (f) Veiligheidscertificaten voor reactor-passagiersschepen en veiligheidscertificaten voor reactor-vrachtschepen moeten worden afgegeven door de Administratie of door enig persoon of enige organisatie, die daartoe behoorlijk door haar gemachtigd is. In elk geval neemt die Administratie de volle verantwoordelijkheid voor het certificaat op zich.

Voorschrift 11. Speciale controle

Behalve aan de controle, in Voorschrift 19 van Hoofdstuk I vastgesteld, moeten reactorschepen, voordat zij de havens van Verdragsluitende Regeringen binnenlopen en zolang zij in die havens verblijven, worden onderworpen aan een speciale controle, welke erop is gericht te verifiëren dat een geldig veiligheidscertificaat voor een reactorschip aan boord is en dat geen buitensporige straling of enig ander risico van nucleaire oorsprong, zowel op zee als in een haven aanwezig is voor de bemanning, de passagiers, het publiek en voor de waterwegen, voedsel en watervoorzieningen.

Voorschrift 12. Ongevallen

Van elk ongeval, dat gevaar voor de omgeving zou kunnen opleveren, moet de kapitein van een reactorschip onmiddellijk de Administratie in kennis stellen. De kapitein moet tevens onmiddellijk de bevoegde regeringsinstantie van het land in welks wateren het schip zich bevindt, of welks wateren het in beschadigde toestand nadert, waarschuwen.

HOOFDSTUK IX. MANAGEMENT VOOR EEN VEILIGE BEDRIJFSVOERING AAN BOORD VAN SCHEPEN

Voorschrift 1. Begripsomschrijvingen

Voor de toepassing van dit hoofdstuk wordt, tenzij uitdrukkelijk anders wordt bepaald, verstaan onder:

• 1. de ,International Safety Management (ISM) Code’: de internationale Code inzake het management voor een veilige bedrijfsvoering aan boord van schepen en ter voorkoming van verontreiniging, aangenomen door de Organisatie bij resolutie A.741 (18), zoals deze kan worden gewijzigd door de Organisatie, mits de wijzigingen worden aangenomen, in werking treden en van kracht worden in overeenstemming met de bepalingen van artikel VIII van dit Verdrag inzake de wijzigingsprocedures die van toepassing zijn op de Bijlage, met uitzondering van hoofdstuk I.

• 2. ,Maatschappij’: de eigenaar van het schip of enige andere organisatie of persoon, bijvoorbeeld de manager of de rompbevrachter, die de verantwoordelijkheid betreffende de bedrijfsvoering aan boord van het schip heeft overgenomen van de eigenaar van het schip en die door de aanvaarding van die verantwoordelijkheid ermee heeft ingestemd alle plichten en verantwoordelijkheden die door de International Safety Management (ISM) Code worden opgelegd over te nemen.

• 3. ,Olietankschip’: een olietankschip zoals omschreven in voorschrift II-1/2.12.

• 4. ,Chemicaliëntankschip’: een chemicaliëntankschip zoals omschreven in voorschrift VII/8.2.

• 5. ,Gastankschip’: een gastankschip zoals omschreven in voorschrift VII/11.2.

• 6. ,Bulkcarrier’: een schip dat in het algemeen slechts één dek heeft, met top-zijtanks en hopper-zijtanks in de vrachtruimen, en hoofdzakelijk is bedoeld voor het vervoer van droge stortlading; onder deze omschrijving vallen onder andere ertsschepen en combinatietankschepen.

• 7. ,Booreenheid’ (MODU): een vaartuig dat in staat is op zee boorwerkzaamheden uit te voeren voor de exploratie of exploitatie van grondstoffen uit de zeebodem, zoals vloeibare of gasvormige koolwaterstoffen, zwavel of zout.

• 8. ,Hogesnelheidsvaartuig’: een schip zoals omschreven in voorschrift X/1.

Voorschrift 2. Toepassing

• 1 Dit hoofdstuk is, ongeacht de datum van bouw van de schepen, van toepassing

  • .1 op passagiersschepen, met inbegrip van hogesnelheidspassagiersschepen, uiterlijk op 1 juli 1998;

  • .2 op olietankschepen, chemicaliëntankschepen, gastankschepen, bulkcarriers en hogesnelheidsvrachtschepen met een bruto tonnage van 500 of meer, uiterlijk op 1 juli 1998; en

  • .3 op overige vrachtschepen en booreenheden met een bruto tonnage van 500 of meer, uiterlijk op 1 juli 2002.

• 2 Dit hoofdstuk is niet van toepassing op schepen van de overheid die voor niet-commerciële doeleinden worden gebruikt.

Voorschrift 3. Voorschriften betreffende het veiligheidsmanagement

• 1 De maatschappij en het schip dienen te voldoen aan de voorschriften van de ,International Safety Management Code’. Voor de toepassing van dit voorschrift worden de vereisten van de Code als verplicht beschouwd.

• 2 Het schip dient te worden geëxploiteerd door een maatschappij die in het bezit is van een conformiteitsdocument zoals bedoeld in voorschrift 4.

Voorschrift 4. Certificering

• 1 Een conformiteitsdocument wordt afgegeven aan alle maatschappijen die voldoen aan de voorschriften van de ,International Safety Management Code’. Dit document wordt afgegeven door de Administratie, door een door de Administratie erkende organisatie, of op verzoek van de Administratie door een andere Verdragsluitende Regering.

• 2 Een afschrift van het conformiteitsdocument dient aan boord van het schip te worden bewaard, zodat de kapitein dit, indien hij daarom wordt verzocht, ter verificatie kan overleggen.

• 3 Een certificaat, genaamd ,Veiligheidsmanagementcertificaat’, wordt aan alle schepen afgegeven door de Administratie of door een door de Administratie erkende organisatie. De Administratie of de door haar erkende organisatie dient, alvorens het ,Veiligheidsmanagementcertificaat’ af te geven, te verifiëren of het management van de maatschappij en haar management aan boord van het schip functioneren overeenkomstig het goedgekeurde veiligheidsmanagementsysteem.

Voorschrift 5. Instandhouding

Het veiligheidsmanagementsysteem moet in stand worden gehouden overeenkomstig de bepalingen van de International Safety Management Code.

Voorschrift 6. Verificatie en controle

• 1 De Administratie, of op verzoek van de Administratie een andere Overeenkomstsluitende Regering of een door de Administratie erkende organisatie, dient periodieke controles te verrichten naar de goede functionering van het veiligheidsmanagementsysteem van het schip.

• 2 dient een schip dat in het bezit moet zijn van een certificaat dat wordt afgegeven krachtens de bepalingen van voorschrift 4.3, te worden onderworpen aan de controle zoals bedoeld in de bepalingen van voorschrift XI/4. Hiertoe dient een dergelijk certificaat te worden beschouwd als een certificaat afgegeven op grond van voorschrift I/12 of I/13.

HOOFDSTUK X. VEILIGHEIDSMAATREGELEN VOOR HOGESNELHEIDSVAARTUIGEN

Voorschrift 1. Begripsomschrijvingen

Voor de toepassing van dit hoofdstuk wordt verstaan onder:

• 1 High Speed Craft Code, 1994 (HSC Code van 1994) de internationale veiligheidscode voor hogesnelheidsvaartuigen, aangenomen door de Maritieme Veiligheidscommissie van de Organisatie bij resolutie MSC.63(63), eventueel als gewijzigd door de Organisatie, op voorwaarde dat deze wijzigingen worden aangenomen, in werking treden en van kracht worden overeenkomstig het bepaalde van artikel VIII van dit Verdrag inzake de wijzigingsprocedures die van toepassing zijn op de Bijlage, met uitzondering van hoofdstuk I.

• 2 High Speed Craft Code, 2000 (HSC Code van 2000) de internationale veiligheidscode voor hogesnelheidsvaartuigen, aangenomen door de Maritieme Veiligheidscommissie van de Organisatie bij resolutie MSC.97(73), eventueel als gewijzigd door de Organisatie, op voorwaarde dat deze wijzigingen worden aangenomen, in werking treden en van kracht worden overeenkomstig het bepaalde van artikel VIII van dit Verdrag inzake de wijzigingsprocedures die van toepassing zijn op de Bijlage, met uitzondering van hoofdstuk I.

• 3 Hogesnelheidsvaartuig, een vaartuig dat in staat is een maximumsnelheid in meter per seconde (m/s) te behalen van hoger of gelijk aan:

  • 3,7 □ 0,1667

    waarbij:

    □ = waterverplaatsing corresponderend met de ontwerpwaterlijn (m³),

  • met uitsluiting van vaartuigen waarvan de romp in stilliggende toestand volledig vrij boven het wateroppervlak wordt gehouden door aërodynamische krachten die door luchtkussens worden veroorzaakt.

• 4. ,Schepen die worden gebouwd’: schepen waarvan de kiel is gelegd of waarvan de bouw zich in een soortgelijk stadium bevindt.

• 5. ,Soortgelijk bouwstadium’: het stadium waarin:

  • .1 de bouw ten behoeve van een specifiek schip aanvangt; en

  • .2 is aangevangen met de montage van dat schip, welke ten minste 50 ton of 3 procent van de geschatte massa van alle bouwmateriaal omvat, naar gelang welk van beide het minst is.

Voorschrift 2. Toepassing

• 1 Dit hoofdstuk is van toepassing op de volgende hogesnelheidsvaartuigen gebouwd op of na 1 januari 1996:

  • .1 volledig geladen passagiersschepen die gedurende hun reis, wanneer zij op kruissnelheid varen, niet meer dan 4 uur verwijderd zijn van een veilige plaats; en

  • .2 volledig geladen vrachtschepen met een bruto tonnage van 500 of meer die gedurende hun reis, wanneer zij op kruissnelheid varen, niet meer dan 8 uur verwijderd zijn van een veilige plaats.

• 2 Alle schepen die, ongeacht de datum van bouw, reparaties, wijzigingen of veranderingen, alsmede de daarmee verband houdende aanpassing van de uitrusting ondergaan, moeten ten minste blijven voldoen aan de vereisten die voordien op die schepen van toepassing waren. Indien het schepen gebouwd vóór 1 juli 2002 betreft, moeten deze in het algemeen voldoen aan de voorschriften voor schepen gebouwd op of na die datum, in ten minste dezelfde mate als voordat zij die reparaties, wijzigingen, veranderingen alsmede aanpassing van de uitrusting ondergingen. Reparaties, wijzigingen en veranderingen van ingrijpende aard alsmede de daarmee verband houdende aanpassing van de uitrusting, moeten voldoen aan de voorschriften voor schepen gebouwd op of na 1 juli 2002, voor zover de Administratie zulks redelijk en uitvoerbaar acht.

Voorschrift 3. Voorschriften voor hogesnelheidsvaartuigen

• 1 Onverminderd de bepalingen van de hoofdstukken I tot en met IV en van de voorschriften V/18, 19 en 20:

  •  .1 wordt een hogesnelheidsvaartuig gebouwd op of na 1 januari 1996, maar vóór 1 juli 2002, dat volledig aan de vereisten van de High Speed Craft Code, 1994, voldoet en dat is geïnspecteerd en gecertificeerd overeenkomstig de bepalingen van die Code, geacht aan de voorschriften van de hoofdstukken I tot en met V alsmede aan de voorschriften V/18, 19 en 20 te hebben voldaan. Voor de toepassing van dit voorschrift worden de voorschriften van genoemde Code als verplicht beschouwd.

  •  .2 wordt een hogesnelheidsvaartuig gebouwd op of na 1 juli 2002 dat volledig aan de vereisten van de High Speed Craft Code, 2000, voldoet en dat is geïnspecteerd en gecertificeerd overeenkomstig de bepalingen van die Code, geacht aan de voorschriften van de hoofdstukken I tot en met V alsmede aan de voorschriften V/18, 19 en 20 te hebben voldaan.

• 2 De certificaten en vergunningen afgegeven krachtens de ,High Speed Craft Code’ hebben dezelfde waarde en worden onder dezelfde voorwaarden erkend als de certificaten afgegeven krachtens de bepalingen van hoofdstuk I.

HOOFDSTUK XI-1. SPECIALE MAATREGELEN TER VERBETERING VAN DE VEILIGHEID OP ZEE

Voorschrift 1. Bevoegdverklaring van de erkende organisaties

De in voorschrift I/6 bedoelde organisaties moeten de richtlijnen naleven die de Organisatie heeft aangenomen door resolutie A.739(18) eventueel als gewijzigd door de Organisatie, en de door de Organisatie door resolutie A.789(19) aangenomen specificaties, eventueel als gewijzigd door de Organisatie, op voorwaarde dat deze wijzigingen worden aangenomen, in werking worden gesteld en van kracht worden overeenkomstig het bepaalde in artikel VIII van dit Verdrag betreffende de procedure voor wijziging die van toepassing is op de Bijlage, met uitzondering van Hoofdstuk I.

Voorschrift 2. Verzwaring onderzoeken

Bulkcarriers zoals omschreven in voorschrift IX/1.6 en olietankschepen zoals omschreven in voorschrift II-1/2.12 worden onderworpen aan een verzwaard inspectieprogramma, in overeenstemming met de bij resolutie A.744(18) door de Vergadering van de Organisatie aangenomen richtlijnen, zoals deze kunnen worden gewijzigd door de Organisatie, mits de wijzigingen worden aangenomen, in werking treden en van kracht worden in overeenstemming met de bepalingen van artikel VIII van dit Verdrag inzake de wijzigingsprocedures die van toepassing zijn op de Bijlage, met uitzondering van hoofdstuk I.

Voorschrift 3. Scheepsidentificatienummer

(De paragrafen 4 en 5 zijn van toepassing op alle schepen waarop dit voorschrift van toepassing is. Schepen gebouwd voor 1 juli 2004 dienen uiterlijk bij de eerstvolgende geplande droogzetting van het schip na 1 juli 2004 te voldoen aan de paragrafen 4 en 5.)

• 1 Dit voorschrift is van toepassing op alle passagiersschepen met een bruto tonnage van 100 of meer en op alle vrachtschepen met een bruto tonnage van 300 of meer.

• 2 Elk schip wordt voorzien van een identificatienummer dat in overeenstemming is met het IMO-scheepsidentificatiesysteem dat door de Organisatie is aangenomen.

• 3 Het identificatienummer van een schip wordt vermeld op de certificaten en op de gewaarmerkte afschriften daarvan die worden afgegeven krachtens voorschrift I/12 of I/13.

• 4 Het scheepsidentificatienummer dient duurzaam te zijn aangebracht:

  .1 op een zichtbare plaats, hetzij op de achtersteven van het schip of aan beide zijden van de romp, midscheeps aan stuur- en bakboord, boven de diepste vastgestelde lastlijn of aan beide zijden van de bovenbouw, aan stuurboord en bakboord of aan de voorzijde van de bovenbouw of, in het geval van passagiersschepen, op een horizontaal oppervlak dat zichtbaar is vanuit de lucht; en

  .2 op een gemakkelijk toegankelijke plaats, hetzij op een van de einddwarsschotten van de machineruimtes, als omschreven in voorschrift II-2/3.30, of op een van de luiken, of in het geval van tankschepen, in de pompkamer of, in het geval van schepen met ro-ro ruimten, als omschreven in voorschrift II-2/3.41, op een van de einddwarsschotten van de ro-ro ruimten.

  5.1 Het duurzaam aangebrachte nummer dient goed zichtbaar te zijn, zich op afstand te bevinden van andere markeringen op de romp en aangebracht te zijn in een contrasterende kleur.

  5.2 De cijfers van het in paragraaf 4.1 bedoelde nummer dienen ten minste 200 mm hoog te zijn. De cijfers van het in paragraaf 4.2 bedoelde nummer dienen ten minste 100 mm hoog te zijn. De breedte van de cijfers dient in verhouding te staan tot de hoogte.

  5.3 Het duurzaam aangebrachte nummer kan worden aangebracht in de vorm van opliggende cijfers, of met behulp van graveren of centerponsen of met behulp van een andere vergelijkbare methode voor het aanbrengen van het scheepsidentificatienummer die waarborgt dat het nummer niet snel onleesbaar wordt.

  5.4 Op schepen vervaardigd van ander materiaal dan staal of metaal, dient de Administratie de methode voor het aanbrengen van het scheepsidentificatienummer goed te keuren.

Voorschrift 4. Havenstaatcontrole op de vereisten met betrekking tot de bedrijfsvoering aan boord

• 1 Een schip dat zich in een haven van een andere Verdragsluitende Regering bevindt, is onderworpen aan controle door ambtenaren die door bedoelde Regering naar behoren zijn gemachtigd om te verzekeren dat is voldaan aan de vereisten met betrekking tot de bedrijfsvoering aan boord ten aanzien van de veiligheid van schepen, wanneer er duidelijke gronden zijn om aan te nemen dat de kapitein of de leden van de bemanning niet op de hoogte zijn van de essentiële werkwijzen met betrekking tot de veiligheid van schepen.

• 2 In de omstandigheden bedoeld in het eerste lid van dit voorschrift, neemt de Verdragsluitende Regering die de controle uitoefent de noodzakelijke maatregelen om te voorkomen dat het schip uitvaart voordat de situatie in overeenstemming is gebracht met de voorschriften van dit Verdrag.

• 3 De werkwijzen betreffende de controle door de havenstaat bedoeld in voorschrift I/19 zijn van toepassing op dit voorschrift.

• 4 Geen enkele bepaling van dit voorschrift mag op zodanige wijze worden uitgelegd dat daarmee de rechten en plichten worden beperkt van een Verdragsluitende Regering die controle uitoefent betreffende de vereisten met betrekking tot de bedrijfsvoering aan boord die nadrukkelijk worden genoemd in de voorschriften.

Voorschrift 5. Continuous Synopsis Record

• 1. Voor elk schip waarop hoofdstuk I van toepassing is, wordt een Continuous Synopsis Record (CSR) afgegeven.

• 2.1 Het CSR heeft tot doel om in een aan boord van het schip aanwezig document de historie van het schip met betrekking tot de daarin opgetekende informatie vast te leggen.

• 2.2 Voor schepen gebouwd voor 1 juli 2004 dient het CSR ten minste de historie van het schip vanaf 1 juli 2004 te bevatten.

• 3. De Administratie geeft het CSR af voor ieder schip dat gerechtigd is haar vlag te voeren en bevat ten minste de volgende gegevens:

  • .1 de naam van de Staat waarvan het schip gerechtigd is de vlag te voeren;

  • .2 de datum waarop het schip in die Staat geregistreerd werd;

  • .3 het identificatienummer van het schip in overeenstemming met voorschrift 3;

  • .4 de naam van het schip;

  • .5 de haven waar het schip geregistreerd is;

  • .6 de naam van de geregistreerde eigena(a)r(en) en het adres waarop hij/zij ingeschreven staat(n);

  • .7 de naam van de geregistreerde rompbevrachter(s) en het adres waarop hij/zij ingeschreven staat(n), indien van toepassing;

  • .8 de naam van de maatschappij, omschreven in voorschrift IX/1, het adres waarop zij ingeschreven staat en het adres of de adressen van waaruit de werkzaamheden ten behoeve van het veiligheidsmanagement worden verricht;

  • .9 de naam van alle classificatiemaatschappijen waarbij het schip geclassificeerd is;

  • .10 de naam van de Administratie of van de Verdragsluitende Regering of van de erkende organisatie die het conformiteitsdocument (of het voorlopig conformiteitsdocument), vermeld in de ISM-code zoals omschreven in voorschrift IX/1, aan de maatschappij die het schip exploiteert heeft afgegeven en de naam van het lichaam dat de controle heeft verricht op basis waarvan het document is afgegeven, indien deze niet dezelfde is die het document heeft afgegeven;

  • .11 de naam van de Administratie of van de Verdragsluitende Regering of van de erkende organisatie die het veiligheidsmanagementcertificaat (of het voorlopig veiligheidsmanagementcertificaat), vermeld in de ISM-code omschreven in voorschrift IX/1, aan het schip heeft afgegeven en de naam van het lichaam dat de controle heeft verricht op basis waarvan het certificaat is afgegeven, indien deze niet dezelfde is die het certificaat heeft afgegeven;

  • .12 de naam van de Administratie of van de Verdragsluitende Regering of van de erkende beveiligingsorganisatie die het internationale scheepsbeveiligingscertificaat (of een voorlopig internationaal scheepsbeveiligingscertificaat) heeft afgegeven, omschreven in deel A van de ISPS-code, zoals omschreven in voorschrift XI-2/1, aan het schip en de naam van het orgaan dat de verificatie heeft verricht op basis waarvan het certificaat is afgegeven, indien dat niet hetzelfde is als het orgaan dat het certificaat heeft afgegeven; en

  • .13 de datum vanaf wanneer het schip niet langer in die Staat geregistreerd is.

• 4.1 Eventuele wijzigingen met betrekking tot de vermeldingen bedoeld in de paragrafen 3.4 tot en met 3.12 dienen te worden vastgelegd in het CSR teneinde te voorzien in geactualiseerde informatie in combinatie met een overzicht van de wijzigingen.

• 4.2 In het geval van wijzigingen met betrekking tot de vermeldingen bedoeld in paragraaf 4.1, verstrekt de Administratie zo spoedig als praktisch haalbaar is, maar uiterlijk drie maanden na de datum van de wijziging aan de schepen die gerechtigd zijn haar vlag te voeren hetzij een herziene en geactualiseerde versie van het CSR hetzij de desbetreffende wijzigingen ervan.

• 4.3 In het geval van wijzigingen met betrekking tot de vermeldingen bedoeld in paragraaf 4.1, in afwachting van de afgifte van een herziene en geactualiseerde versie van het CSR, geeft de Administratie toestemming voor en verlangt zij van de onderneming omschreven in voorschrift IX/1 of van de kapitein van het schip om het CSR zodanig aan te passen dat de wijzigingen worden weergegeven. In dergelijke gevallen stelt de maatschappij zodra het CSR gewijzigd is de Administratie onverwijld dienovereenkomstig in kennis.

• 5.1 Het CSR dient in de Engelse, de Franse of de Spaanse taal te zijn. Tevens kan een vertaling van het CSR in de officiële taal of talen van de Administratie worden verstrekt.

• 5.2 Het CSR dient te worden opgesteld aan de hand van een door de Organisatie opgesteld modelformulier en dient te worden bijgehouden aan de hand van de richtlijnen ontwikkeld door de Organisatie. Eerdere vermeldingen in het CSR mogen niet worden aangepast, geschrapt of op andere wijze worden verwijderd of onleesbaar worden gemaakt.

• 6. Wanneer een schip de vlag van een andere Staat gaat voeren of verkocht wordt (of wordt overgenomen door een andere rompbevrachter) of wanneer een andere maatschappij de verantwoordelijkheid voor de exploitatie van het schip aanvaardt, dient het CSR aan boord te blijven.

• 7. Wanneer een schip de vlag van een andere Staat gaat voeren, dient de maatschappij de Administratie in kennis te stellen van de naam van de Staat waaraan het schip wordt overgedragen, teneinde de Administratie in staat te stellen die Staat een afschrift van het deel van het CSR toe te zenden dat betrekking heeft op het tijdvak waarin het schip onder haar rechtsmacht viel.

• 8. Indien een schip de vlag van een andere Staat gaat voeren, waarvan de Regering een Verdragsluitende Partij is, zendt de Verdragsluitende Regering van de Staat waarvan het schip de vlag tot dusver voerde de Administratie zo spoedig mogelijk na de overdracht een afschrift van het deel van CSR dat betrekking heeft op het tijdvak waarin het schip onder zijn rechtsmacht viel tezamen met de delen van het CSR die eerder door andere Staten aan het schip zijn afgegeven.

• 9. Wanneer een schip de vlag van een andere Staat is gaan voeren, voegt de Administratie bij de eerdere delen van het CSR het deel dat de Administratie zal afgeven aan het schip teneinde te bewerkstelligen dat het CSR de volledige historie van het schip omvat zoals met dit voorschrift beoogd.

• 10. Het CSR dient te allen tijde aan boord van het schip te blijven en beschikbaar te zijn voor inzage.

HOOFDSTUK XI-2. SPECIALE MAATREGELEN TER VERBETERING VAN DE BEVEILIGING OP ZEE

Voorschrift 1. Definities

• 1 In dit hoofdstuk wordt, tenzij uitdrukkelijk anders bepaald, verstaan onder:

  • .1 Bulkcarrier: een bulkcarrier als omschreven in voorschrift IX/1.6.

  • .2 Chemicaliëntankschip: een chemicaliëntankschip als omschreven in voorschrift VII/8.2.

  • .3 Gastankschip: een gastankschip zoals omschreven in voorschrift VII/11.2.

  • .4 Hogesnelheidsvaartuig: een vaartuig als omschreven in voorschrift X/1.2.

  • .5 Booreenheid: een mechanisch voortbewogen booreenheid als omschreven in voorschrift IX/1, zich niet op locatie bevindend.

  • .6 Olietankschip: een olietankschip als omschreven in voorschrift II-1/2.12.

  • .7 Maatschappij: een maatschappij als omschreven in voorschrift IX/1.

  • .8 Ship/haveninterface: de interacties die optreden bij rechtstreekse en onmiddellijke betrokkenheid van een schip bij acties waarvan sprake is van verplaatsing van personen of goederen, dan wel verlening van havendiensten aan of vanuit het schip.

  • .9 Havenfaciliteit: een door de Verdragsluitende Regering of de aangewezen autoriteit vastgestelde locatie waar het schip/haven raakvlak plaatsvindt. Deze omvat onder meer ankerplaatsen, ligplaatsen en aanvaarroutes, naar gelang van toepassing.

  • .10 Schip-tot-schip-activiteit: iedere niet met een havenfaciliteit verband houdende activiteit die de overdracht van goederen of personen van het ene schip naar het andere omvat.

  • .11 Aangewezen autoriteit: de organisatie(s) of de bestuurlijke instantie(s) die binnen de Verdragsluitende Regering verantwoordelijk worden gesteld voor de implementatie van de bepalingen van dit hoofdstuk met betrekking tot de beveiliging van havenfaciliteiten en schip/haveninterfaces, vanuit het oogpunt van de havenfaciliteit.

  • .12 International Ship and Port Facility Security (ISPS) Code: de internationale code voor de beveiliging van schepen en havenfaciliteiten, bestaande uit deel A (waarvan de bepalingen als dwingend worden behandeld) en deel B (waarvan de bepalingen als aanbevelingen worden behandeld), als aangenomen op 12 december 2002 bij resolutie 2 van de Conferentie van Verdragsluitende Regeringen bij het Internationaal Verdrag ter beveiliging van mensenlevens op zee, 1974, als eventueel gewijzigd door de organisatie, op voorwaarde dat:

    • .1 wijzigingen van deel A van de code worden aangenomen, ten uitvoer worden gelegd en in werking treden overeenkomstig artikel VIII van dit Verdrag betreffende de wijzigingsprocedures die voor de Bijlage, met uitzondering van hoofdstuk I, gelden, en

    • .2 wijzigingen van deel B van de code worden aangenomen door de Maritieme Veiligheidcommissie overeenkomstig het reglement van orde.

  • .13 Beveiligingsincident: iedere verdachte handeling of omstandigheid die bedreigend is voor de beveiliging van een schip, met inbegrip van booreenheden en hogesnelheidsvaartuigen, of de beveiliging van een havenfaciliteit, een schip/haven raakvlak of een schip-tot-schip-activiteit.

  • .14 Beveiligingsniveau: gradering van het risico dat een poging tot beveiligingsincident wordt ondernomen of dat een beveiligingsincident plaatsvindt.

  • .15 Beveiligingsverklaring: een overeenkomst tussen een schip en een havenfaciliteit dan wel een ander schip waarmee interactie is, waarin de door partijen te nemen beveiligingsmaatregelen vermeld staan.

  • .16 Erkende beveiligingsorganisatie: een organisatie die over de vereiste deskundigheid op beveiligingsgebied en kennis van schip en havenoperaties beschikt, en die gemachtigd is de door dit hoofdstuk of door deel A van de ISPS-Code voorgeschreven beoordelingen, verificaties, goedkeuringen of certificatiewerkzaamheden te verrichten.

• 2. In de voorschriften 3 tot en met 13 omvat de term „schip” ook booreenheden en hogesnelheidsvaartuigen.

• 3. Met de in dit hoofdstuk gebruikte term „alle schepen” worden alle schepen bedoeld waarop dit hoofdstuk van toepassing is.

• 4. Wanneer in de voorschriften 3, 4, 7, 10, 11, 12 en 13 de term „Verdragsluitende Regering” wordt gebruikt, wordt hiermee ook de „aangewezen autoriteit” bedoeld.

Voorschrift 2. Toepassing

• 1 Dit hoofdstuk is van toepassing op:

  • .1 de volgende soorten schepen die voor internationale reizen worden gebruikt:

    • .1.1 passagiersschepen met inbegrip van hogesnelheidspassagiersvaartuigen;

    • .1.2 vrachtschepen, met inbegrip van hogesnelheidsvaartuigen, met een bruto tonnage van 500 of meer; en

    • .1.3 booreenheden; en

  • .2 havenfaciliteiten die dergelijke voor internationale reizen gebruikte schepen afhandelen.

• 2 Onverminderd de bepalingen van paragraaf 1.2, beslissen de Verdragsluitende Regeringen in hoeverre dit hoofdstuk en de relevante hoofdstukken van deel A van de ISPS-Code van toepassing zijn op die havenfaciliteiten op hun grondgebied die niet hoofdzakelijk voor internationale reizen makende schepen worden gebruikt, maar incidenteel schepen die in verband met een internationale reis aankomen of afvaren moeten afhandelen.

• 2.1 De Verdragsluitende Regeringen baseren hun besluiten, krachtens paragraaf 2 op beveiligingsbeoordelingen van havenfaciliteiten die worden verricht overeenkomstig het bepaalde in deel A van de ISPS-Code.

• 2.2 Geen enkel door een Verdragsluitende Regering krachtens paragraaf 2 genomen besluit mag ten koste gaan van het door dit hoofdstuk of door deel A van de ISPS-Code beoogde beveiligingsniveau.

• 3 Dit hoofdstuk is niet van toepassing op oorlogsschepen, marinehulpschepen of andere schepen die het eigendom zijn of geëxploiteerd worden door een Verdragsluitende Regering en uitsluitend voor niet-commerciële overheidsdiensten worden gebruikt.

• 4 Niets in dit hoofdstuk mag afbreuk doen aan de uit het internationaal recht voortvloeiende rechten en verplichtingen van staten.

Voorschrift 3. Verplichtingen van de Verdragsluitende Regeringen met betrekking tot de beveiliging

• 1 Administraties stellen beveiligingsniveaus vast en zorgen dat de schepen die het recht hebben om onder hun vlag te varen over deze beveiligingsniveaus worden geïnformeerd. In geval van wijzigingen van het beveiligingsniveau wordt de beveiligingsniveau-informatie bijgewerkt zoals de omstandigheden vereisen.

• 2 De Verdragsluitende Regeringen stellen beveiligingsniveaus vast en zorgen dat de havenfaciliteiten op hun grondgebied en de schepen, voordat zij een haven binnenlopen of terwijl zij zich in een haven op hun grondgebied bevinden, over deze beveiligingsniveaus worden geïnformeerd. In geval van wijzigingen van het beveiligingsniveau wordt de beveiligingsniveau-informatie bijgewerkt naar gelang de omstandigheden dit vereisen.

Voorschrift 4. Eisen voor maatschappijen en schepen

• 1 De maatschappijen leven de relevante eisen van dit hoofdstuk en van deel A van de ISPS-Code na, waarbij ze rekening houden met de in deel B van de ISPS-Code gegeven richtsnoeren.

• 2 De schepen leven de relevante eisen van dit hoofdstuk en van deel A van de ISPS-Code na, waarbij ze rekening houden met de in deel B van de ISPS-Code gegeven richtsnoeren. De naleving wordt gecontroleerd en gecertificeerd overeenkomstig de bepalingen van deel A van de ISPS-Code.

• 3 Alvorens een haven binnen te lopen, of terwijl het zich in een haven op het grondgebied van een Verdragsluitende Regering bevindt, voldoet een schip aan de eisen met betrekking tot het door die Verdragsluitende Regering vastgestelde beveiligingsniveau, indien dit beveiligingsniveau hoger is dan het door de Administratie voor dat schip vastgestelde beveiligingsniveau.

• 4 Schepen reageren zo spoedig mogelijk op iedere overschakeling op een hoger beveiligingsniveau.

• 5 Indien een schip zich niet houdt aan de eisen van dit hoofdstuk of van deel A van de ISPS-Code, dan wel niet kan voldoen aan de eisen met betrekking tot het door de Administratie of door een andere Verdragsluitende Regering vastgestelde en op dat schip van toepassing zijnde beveiligingsniveau, dan meldt het schip dit aan de betreffende bevoegde autoriteit alvorens over te gaan tot enige schip/haven raakvlak of alvorens de haven binnen te lopen, afhankelijk van de situatie die zich het eerst voordoet.

Voorschrift 5. Specifieke verantwoordelijkheid van de maatschappijen

De maatschappij zorgt ervoor dat de kapitein te allen tijde de informatie aan boord heeft aan de hand waarvan bevoegde ambtenaren van een Verdragsluitende Regering kunnen vaststellen:

• .1 wie verantwoordelijk is voor de aanwijzing van de bemanningsleden of andere personen die op dat moment in welke hoedanigheid dan ook aan boord van een schip in dienst of te werk gesteld zijn ten behoeve van dat schip;

• .2 wie degene is die beslist over de bezigheid van het schip; en

• .3 wanneer het schip gebruikt wordt in het kader van een charterpartij (charterpartijen), wie de partijen zijn bij deze charterpartij(en).

Voorschrift 6. Scheepsbeveiligingsalarmsysteem

• 1 Alle schepen worden uitgerust met een scheepsbeveiligingsalarmsysteem, en wel als volgt:

  • .1 op of na 1 juli 2004 gebouwde schepen;

  • .2 vóór 1 juli 2004 gebouwde passagiersschepen, met inbegrip van hogesnelheidspassagiersvaartuigen, uiterlijk op de datum van het eerste onderzoek van de radio-installatie na 1 juli 2004;

  • .3 vóór 1 juli 2004 gebouwde olietankschepen, chemicaliëntankers, gastankers, bulkcarriers en hogesnelheidsvrachtvaartuigen, met een brutotonnage van 500 of meer, uiterlijk op de datum van het eerste onderzoek van de radio-installatie na 1 juli 2004; en

  • .4 andere vrachtschepen met een brutotonnage van 500 of meer en booreenheden die vóór 1 juli 2004 gebouwd zijn, uiterlijk op de datum van het eerste onderzoek van de radio-installatie na 1 juli 2006.

• 2 Wanneer het scheepsbeveiligingsalarmsysteem wordt ingeschakeld:

  • .1 stelt het een schip/wal-beveiligingsalarm in werking en zendt dit naar een door de Administratie aangewezen bevoegde autoriteit, die in deze omstandigheden ook de maatschappij kan zijn, dat de identiteit en positie van het schip vermeldt en aangeeft of de beveiliging van het schip wordt bedreigd of in gevaar is gebracht;

  • .2 zendt het dit scheepsbeveiligingsalarm niet naar andere schepen;

  • .3 stelt het geen alarm aan boord van het schip in werking; en

  • .4 houdt het het scheepsbeveiligingsalarm in werking totdat het wordt uitgeschakeld en/of opnieuw wordt ingesteld.

• 3 Het scheepsbeveiligingsalarmsysteem:

  • .1 kan vanaf de navigatiebrug en op minstens één andere plaats worden ingeschakeld;

  • .2 voldoet aan prestatienormen die niet lager zijn dan de door de Organisatie aangenomen normen.

• 4 De inschakelpunten van het scheepsbeveiligingsalarmsysteem zijn zo ontworpen dat het scheepsbeveiligingsalarm niet per ongeluk kan worden ingeschakeld.

• 5 Aan de eis van een scheepsbeveiligingsalarmsysteem kan worden voldaan met een radio-installatie die is aangepast aan de eisen van hoofstuk IV, maar dan ook aan alle eisen van dit voorschrift moet voldoen.

• 6 Wanneer een Administratie een melding binnenkrijgt van een scheepsbeveiligingsalarm, stelt die Administratie onmiddellijk de staat (staten) in de nabijheid waarvan het schip zich op dat moment bevindt in kennis.

• 7 Wanneer een Verdragsluitende Regering een melding ontvangt van een scheepsbeveiligingsalarm van een schip dat niet gerechtigd is onder zijn vlag te varen, stelt die Verdragsluitende Regering onmiddellijk de desbetreffende Administratie in kennis en, indien van toepassing, de staat (staten) in de nabijheid waarvan het schip zich op dat moment bevindt.

Voorschrift 7. Bedreigingen voor schepen

• 1 De Verdragsluitende Regeringen stellen beveiligingsniveaus vast, en zorgen ervoor dat in hun territoriale wateren varende schepen, of schepen die hebben medegedeeld dat zij van plan zijn zich in hun territoriale wateren te begeven, over deze beveiligingsniveaus worden geïnformeerd.

• 2 De Verdragsluitende Regeringen zorgen voor een aanspreekpunt waar deze schepen om raad of bijstand kunnen vragen, en waar zij eventuele met de beveiliging verband houdende zorgen over andere schepen, scheepsbewegingen of berichten kunnen melden.

• 3 Indien is vastgesteld dat er gevaar bestaat voor een aanval, licht de betrokken Verdragsluitende Regering de betrokken schepen en hun Administraties in over:

  • .1 het huidige beveiligingsniveau;

  • .2 de beveiligingsmaatregelen die de betrokken schepen moeten nemen om zichzelf tegen een aanval te beschermen, overeenkomstig de bepalingen van deel A van de ISPS-code; en

  • .3 de beveiligingsmaatregelen die de kuststaat besloten heeft te nemen, naar gelang van toepassing.

Voorschrift 8. Beslissingsvrijheid van de kapitein met betrekking tot de veiligheid en beveiliging van het schip

• 1 De kapitein wordt niet door de maatschappij, de verlader of enige andere persoon weerhouden van het nemen of het uitvoeren van een beslissing die naar het professionele oordeel van de kapitein moet worden genomen voor de veiligheid en ter beveiliging van het schip. Dit houdt ook in dat hij personen (behalve personen waarvan vaststaat dat zij naar behoren door een Verdragsluitende Regering zijn gemachtigd) of hun eigendommen de toegang kan ontzeggen en kan weigeren vracht, inclusief containers en andere afgesloten vrachttransporteenheden, aan boord te nemen.

• 2 Indien er tijdens de bedrijfsactiviteiten van het schip een situatie ontstaat, waarbij volgens het professioneel oordeel van de kapitein, voor het schip geldende eisen inzake veiligheid en beveiliging met elkaar in strijd zijn, geeft de kapitein uitvoering aan de eisen die noodzakelijk zijn voor de veiligheid van het schip. De kapitein kan in dergelijke gevallen tijdelijke beveiligingsmaatregelen treffen, en hij informeert onverwijld de Administratie en, indien van toepassing, de Verdragsluitende Regering van het land in wier haven het schip zich bevindt of voornemens is binnen te lopen. Al dergelijke tijdelijke beveiligingsmaatregelen in het kader van dit voorschrift dienen in de hoogst mogelijke mate afgestemd te zijn op het geldende beveiligingsniveau. Wanneer dergelijke gevallen worden vastgesteld, zorgt de Administratie ervoor dat deze strijdigheden worden opgelost en dat de kans op herhaling tot een minimum wordt beperkt.

Voorschrift 9. Controle- en handhavingsmaatregelen

1 Controle van schepen in de haven

• 1.1 Volgens dit hoofdstuk kan ieder schip waarop dit hoofdstuk van toepassing is in de haven van een andere Verdragsluitende Regering gecontroleerd worden door bevoegde ambtenaren van die regering, die eveneens de functies van voorschrift I/19 kunnen vervullen. Bij deze controle wordt alleen geverifieerd of het schip beschikt over een geldig internationaal scheepsbeveiligingscertificaat of een geldig voorlopig internationaal scheepsbeveiligingscertificaat dat is afgegeven krachtens het bepaalde in deel A van de ISPS-Code („certificaat”), hetgeen aanvaard wordt indien het geldig is, tenzij er gegronde redenen zijn om aan te nemen dat het schip niet voldoet aan de eisen van dit hoofdstuk of van deel A van de ISPS-Code.

• 1.2 Wanneer die gegronde redenen aanwezig zijn, of wanneer er desgevraagd geen geldig certificaat wordt overgelegd, leggen de bevoegde ambtenaren van de Verdragsluitende Regering één of meer controlemaatregelen op met betrekking tot het schip, overeenkomstig het bepaalde in paragraaf 1.3. Al deze opgelegde maatregelen moeten evenredig zijn en er moet rekening worden gehouden met de in deel B van de ISPS-Code gegeven richtsnoeren.

• 1.3. De volgende controlemaatregelen kunnen worden opgelegd: inspectie van het schip, ophouding van het schip, aanhouding van het schip, beperking van de bedrijfsvoering, met inbegrip van bewegingen binnen de haven, of uitwijzing van het schip uit de haven. Ter aanvulling van deze controlemaatregelen, of in plaats daarvan, kunnen ook andere, minder verregaande administratieve of corrigerende maatregelen worden genomen.

2 Schepen die voornemens zijn een haven van een andere Verdragsluitende Regering aan te doen

• 2.1 In de zin van dit hoofdstuk kan een Verdragsluitende Regering eisen dat schepen die voornemens zijn zijn havens aan te doen onderstaande informatie verschaffen aan bevoegde ambtenaren van die regering, teneinde de naleving van dit hoofdstuk te verzekeren voordat het schip de haven binnenloopt, en zo te vermijden dat er controlemaatregelen moeten worden opgelegd of stappen ondernomen:

  • .1 of het schip beschikt over een geldig certificaat, en de naam van de autoriteit die het heeft uitgereikt;

  • .2 het beveiligingsniveau waarop het schip momenteel opereert;

  • .3 het beveiligingsniveau waarop het schip in een vorige haven heeft geopereerd, toen het een schip/haven raakvlak heeft uitgevoerd binnen het in paragraaf 2.3 aangegeven tijdsbestek;

  • .4 eventuele speciale of aanvullende beveiligingsmaatregelen die door het schip zijn genomen in een vorige haven waar het een schip/haven raakvlak heeft uitgevoerd binnen het in paragraaf 2.3 aangegeven tijdsbestek;

  • .5 of de passende scheepsbeveiligingsprocedures zijn gevolgd gedurende een schip-tot-schip-activiteit binnen het in paragraaf 2.3 vermelde tijdsbestek; of

  • .6 andere praktische met beveiliging verband houdende informatie (maar geen details over het scheepsbeveiligingsplan) rekening houdend met de in deel B van de ISPS-Code gegeven richtsnoeren.

  Indien de Verdragsluitende Regering dit vraagt, geven het schip of de maatschappij een voor die Verdragsluitende Regering aanvaardbare bevestiging van de hierboven verlangde informatie.

• 2.2 Ieder schip waarop dit hoofdstuk van toepassing is en dat van plan is de haven van een andere Verdragsluitende Regering aan te doen, verschaft de in paragraaf 2.1 beschreven informatie, indien de bevoegde ambtenaren van die regering dit vragen. De kapitein kan weigeren die informatie te verschaffen, maar dient wel te beseffen dat hem dan de toegang tot de haven kan worden ontzegd.

• 2.3 Het schip houdt voor de laatste tien havenfaciliteiten die het heeft aangedaan de in paragraaf 2.1 bedoelde gegevens bij.

• 2.4 Indien de bevoegde ambtenaren van de Verdragsluitende Regering van de haven die het schip voornemens is aan te doen na ontvangst van de in paragraaf 2.1 beschreven informatie gegronde redenen hebben om aan te nemen dat het schip niet aan de eisen van dit hoofdstuk of deel A van de ISPS-Code voldoet, proberen genoemde ambtenaren communicatie tot stand te brengen met het schip en tussen het schip en de Administratie om de niet-naleving recht te zetten. Indien deze communicatie niet leidt tot rechtzetting, of indien de ambtenaren ook anderszins gegronde redenen hebben om aan te nemen dat het schip niet voldoet aan de eisen van dit hoofdstuk of deel A van de ISPS-Code, kunnen deze ambtenaren met betrekking tot dat schip de in paragraaf 2.5 voorziene stappen zetten. Al dergelijke stappen moeten evenredig zijn en worden gezet aan de hand van de in deel B van de ISPS-Code gegeven richtsnoeren.

• 2.5 Genoemde stappen zijn:

  • .1 een eis tot rechtzetting van de niet-naleving;

  • .2 een eis dat het schip zich begeeft naar een aangewezen plaats in de territoriale wateren of de binnenlandse wateren van die Verdragsluitende Regering;

  • .3 inspectie van het schip, indien het schip zich in de territoriale wateren bevindt van de Verdragsluitende Regering wier haven het schip voornemens aan te doen; of

  • .4 ontzegging van de toegang tot de haven. Alvorens tot dergelijke stappen over te gaan, stelt de Verdragsluitende Regering het schip op de hoogte van haar voornemens. De kapitein kan daarop afzien van zijn voornemen om die haven aan te doen. Dit voorschrift is dan niet van toepassing.

3 Aanvullende bepalingen

• 3.1 Indien:

  • .1 een andere controlemaatregel wordt opgelegd dan een in paragraaf 1.3 bedoelde minder verregaande administratieve of corrigerende maatregel; of

  • .2 één van de in paragraaf 2.5 bedoelde stappen wordt ondernomen, stelt een bevoegde ambtenaar van de Verdragsluitende Regering de Administratie onverwijld schriftelijk op de hoogte van de opgelegde controlemaatregelen of ondernomen stappen, alsmede van de redenen daarvoor. De Verdragsluitende Regering die de controlemaatregelen oplegt of de stappen onderneemt meldt ook aan het erkend beveiligingsbedrijf dat het certificaat voor het betreffende schip heeft afgegeven, en aan de Organisatie wanneer deze controlemaatregelen zijn opgelegd of deze stappen zijn ondernomen.

• 3.2 Wanneer een schip de toegang tot de haven wordt ontzegd of wordt uitgewezen, dienen de havenstaatautoriteiten de bewuste feiten mede te delen aan de havenstaatautoriteiten van de volgende in aanmerking komende aanloophavens, indien deze bekend zijn, en eventuele andere in aanmerking komende kuststaten, rekening houdende met door de Organisatie te ontwikkelen richtsnoeren. De geheimhouding en beveiliging van deze meldingen worden gegarandeerd.

• 3.3 Het ontzeggen van de toegang tot de haven overeenkomstig de paragrafen 2.4 en 2.5 of uitwijzing overeenkomstig de paragrafen 1.1 tot en met 1.3 zijn maatregelen die alleen worden opgelegd wanneer de bevoegde ambtenaren van de Verdragsluitende Regering gegronde redenen hebben om aan te nemen dat het schip een onmiddellijke bedreiging vormt voor beveiliging of veiligheid van personen, of van schepen of andere goederen, en er geen andere passende middelen zijn om die dreiging weg te nemen.

• 3.4 De oplegging van de in paragraaf 1.3 bedoelde controlemaatregelen en het nemen van de in paragraaf 2.5 bedoelde stappen vinden overeenkomstig dit voorschrift niet langer plaats wanneer de niet-naleving die aanleiding gaf tot controlemaatregelen of stappen naar tevredenheid van de Verdragsluitende Regering is rechtgezet, rekening houdende met eventuele door het schip of de Administratie voorgestelde acties.

• 3.5 Wanneer Verdragsluitende Regeringen controle uitoefenen krachtens paragraaf 1 of stappen ondernemen krachtens paragraaf 2:

  • .1 wordt al het mogelijke gedaan om te vermijden dat een schip ten onrechte wordt aangehouden of opgehouden. Indien een schip daardoor ten onrechte wordt aangehouden of opgehouden, heeft het recht op schadevergoeding voor eventuele geleden verliezen of schade; en

  • .2 wanneer toegang tot het schip in noodgevallen en om humanitaire of beveiligingsredenen noodzakelijk is, mag deze niet worden belet.

Voorschrift 10. Eisen met betrekking tot havenfaciliteiten

• 1. Havenfaciliteiten voldoen aan de desbetreffende eisen van dit hoofdstuk en deel A van de ISPS-Code, rekening houdende met de in deel B van de ISPS-Code gegeven richtsnoeren.

• 2. Verdragsluitende Regeringen met op hun grondgebied een havenfaciliteit of havenfaciliteiten waarop dit voorschrift van toepassing is, zorgen ervoor dat:

• .1 de beveiligingsbeoordelingen van de havenfaciliteiten overeenkomstig de bepalingen van deel A van de ISPS-Code worden uitgevoerd, herzien en goedgekeurd; en

• .2 de beveiligingsplannen van de havenfaciliteiten overeenkomstig de bepalingen van deel A van de ISPS-Code worden ontwikkeld, herzien, goedgekeurd en ten uitvoer gelegd.

• 3. De Verdragsluitende Regeringen moeten duidelijk aangeven en mededelen welke maatregelen in een beveiligingsplan van een havenfaciliteit voor de verschillende beveiligingsniveaus moeten worden opgenomen, waaronder wanneer een beveiligingsverklaring moet worden overgelegd.

Voorschrift 11. Alternatieve beveiligingsovereenkomsten

• 1 De Verdragsluitende Regeringen mogen, bij de implementatie van dit hoofdstuk en deel A van de ISPS-Code schriftelijk bilaterale of multilaterale overeenkomsten met andere Verdragsluitende Regeringen sluiten voor alternatieve beveiligingsregelingen met betrekking tot korte internationale reizen op vaste routes tussen op hun grondgebieden gelegen havenfaciliteiten.

• 2 Deze overeenkomsten gaan niet ten koste van het beveiligingsniveau van andere niet onder de overeenkomst vallende schepen of havenfaciliteiten.

• 3 Onder dergelijke overeenkomsten vallende schepen verrichten geen schip-tot-schip-activiteiten met niet onder de overeenkomst vallende schepen.

• 4 Deze overeenkomsten worden periodiek herzien, rekening houdend met de opgedane ervaring en eventuele wijzigingen van de specifieke omstandigheden of de beoordeelde bedreigingen voor de beveiliging van de onder de overeenkomst vallende schepen, havenfaciliteiten of routes.

Voorschrift 12. Gelijkwaardige beveiligingsregelingen

• 1 Een Administratie kan toestaan dat een bepaald schip, of een groep schepen, dat/die gerechtigd is onder haar vlag te varen andere met de in dit hoofdstuk of in deel A van de ISPS-Code voorgeschreven maatregelen gelijkstaande maatregelen uitvoert, mits deze beveiligingsmaatregelen minstens even doeltreffend zijn als de in dit hoofdstuk of deel A van de ISPS-Code voorgeschreven maatregelen. Een Administratie die dergelijke beveiligingsmaatregelen toestaat, deelt de bijzonderheden daaromtrent mede aan de Organisatie.

• 2 Bij de implementatie van dit hoofdstuk en deel A van de ISPS-Code kan een Verdragsluitende Regering een bepaalde op haar grondgebied gelegen havenfaciliteit, of groep havenfaciliteiten, die niet valt onder een krachtens voorschrift 11 gesloten overeenkomst toestaan beveiligingsmaatregelen te implementeren, mits deze beveiligingsmaatregelen minstens even doeltreffend zijn als de in dit hoofdstuk of deel A van de ISPS-Code voorgeschreven maatregelen. Een Verdragsluitende Regering die dergelijke beveiligingsmaatregelen toestaat deelt de bijzonderheden daaromtrent aan de Organisatie mede.

Voorschrift 13. Verschaffing van informatie

• 1 De Verdragsluitende Regeringen delen uiterlijk 1 juli 2004 de volgende gegevens mede aan de Organisatie, en stellen deze ter informatie ter beschikking van maatschappijen en schepen:

  • .1 de namen en contactgegevens van hun nationale autoriteit of autoriteiten die verantwoordelijk zijn voor de beveiliging van schepen en havenfaciliteiten;

  • .2 de locaties op hun grondgebied die onder de goedgekeurde beveiligingsplannen voor havenfaciliteiten vallen;

  • .3 de namen en contactgegevens van degenen die zijn aangewezen om te allen tijde beschikbaar te zijn voor het ontvangen van en reageren op de schip/wal-beveiligingsalarmen, als bedoeld in voorschrift 6.2.1;

  • .4 de namen en contactgegevens van degenen die zijn aangewezen om te allen tijde beschikbaar te zijn voor het ontvangen van en reageren op eventuele mededelingen van Verdragsluitende Regeringen die de controle- en nalevingsmaatregelen uitvoeren, als bedoeld in voorschrift 9.3.1; en

  • .5 de namen en contactgegevens van degenen die zijn aangewezen om te allen tijde beschikbaar te zijn voor het adviseren of assisteren van schepen, en aan wie schepen eventuele met de beveiliging verband houdende zorgen als bedoeld in voorschrift 7.2 kunnen melden;

  • en actualiseren deze informatie, zodra zich daarin wijzigingen voordoen. De Organisatie verspreidt deze gegevens onder andere Verdragsluitende Regeringen ter informatie van hun beambten.

• 2 De Verdragsluitende Regeringen delen uiterlijk 1 juli 2004 aan de Organisatie de namen en contactgegevens mede van alle erkende beveiligingsorganisaties die bevoegd zijn namens hen op te treden, met de bijzonderheden van de specifieke verantwoordelijkheid van deze organisaties en de voorwaarden waaronder bevoegdheden aan hen zijn gedelegeerd. Deze gegevens worden geactualiseerd zodra zich daarin wijzigingen voordoen. De Organisatie verspreidt deze gegevens onder andere Verdragsluitende Regeringen ter informatie van hun ambtenaren.

• 3 De Verdragsluitende Regeringen verstrekken aan de Organisatie uiterlijk op 1 juli 2004 een lijst waarop de goedgekeurde havenbeveiligingsplannen voor de zich op hun grondgebied bevindende havenfaciliteiten vermeld staan, alsmede de door elk goedgekeurd havenbeveiligingsplan bestreken locatie of locaties, met bijbehorende goedkeuringsdatum, en doen nadien verdere mededelingen in geval van onderstaande wijzigingen:

  • .1 wijzigingen met betrekking tot de door een goedgekeurd havenbeveiligingsplan bestreken locatie of locaties zullen worden ingevoerd of zijn ingevoerd. In deze gevallen worden de wijzigingen met betrekking tot de door het plan bestreken locatie of locaties medegedeeld, alsmede de datum waarop deze wijzigingen moeten worden ingevoerd of zijn geïmplementeerd;

  • .2 een goedgekeurd havenbeveiligingsplan dat aanvankelijk op de bij de Organisatie ingediende lijst stond, zal worden ingetrokken of is ingetrokken. In deze gevallen moet worden medegedeeld op welke datum de intrekking zal ingaan of is ingegaan, en wordt de Organisatie zo spoedig als praktisch mogelijk is ingelicht.

  • .3 de lijst van goedgekeurde havenbeveiligingsplannen zal worden uitgebreid. In deze gevallen moeten de door het plan bestreken locatie of locaties en de datum van goedkeuring worden medegedeeld.

• 4 De Verdragsluitende Regeringen verstrekken na 1 juli 2004 om de vijf jaar aan de Organisatie een herziene en bijgewerkte lijst, waarop alle goedgekeurde havenbeveiligingsplannen voor de zich op hun grondgebied bevindende havenfaciliteiten staan aangegeven met de door ieder goedgekeurd havenbeveiligingsplan bestreken locatie of locaties en de desbetreffende data van goedkeuring (en de datum van goedkeuring van eventuele wijzigingen), die volgt op en in de plaats komt van alle informatie die overeenkomstig paragraaf 3 gedurende de voorgaande vijf jaar is medegedeeld.

• 5 De Verdragsluitende Regeringen delen de Organisatie de overeenkomsten mede die krachtens voorschrift 11 zijn gesloten. De medegedeelde informatie omvat:

  • .1 de namen van de Verdragsluitende Regeringen die de overeenkomst hebben gesloten;

  • .2 de onder de overeenkomst vallende havenfaciliteiten en vaste routes;

  • .3 de periodiciteit van de herziening van de overeenkomst;

  • .4 de datum van inwerkingtreding van de overeenkomst; en

  • .5 informatie over eventueel overleg dat heeft plaatsgevonden met andere Verdragsluitende Regeringen;

  en naderhand delen zij zo spoedig als praktisch mogelijk is de Organisatie mede, wanneer de overeenkomst is gewijzigd of is afgelopen.

• 6 Iedere Verdragsluitende Regering die krachtens het bepaalde in voorschrift 12 gelijkwaardige beveiligingsregelingen toestaat met betrekking tot een schip dat gerechtigd is onder haar vlag te varen of met betrekking tot een op haar grondgebied gelegen havenfaciliteit deelt de bijzonderheden daaromtrent mede aan de Organisatie

• 7 De Organisatie stelt de krachtens de paragrafen 3 tot 6 medegedeelde informatie ter beschikking van andere Verdragsluitende Regeringen die daarom vragen.

HOOFDSTUK XII. AANVULLENDE VEILIGHEIDSMAATREGELEN VOOR BULKCARRIERS

Voorschrift 1. Begripsomschrijvingen

Voor de toepassing van dit Hoofdstuk wordt verstaan onder:

• 1. Bulkcarrier, een schip dat hoofdzakelijk bedoeld is voor het vervoer van droge lading in bulk, met inbegrip vantypen schepen als ertsschepen en combination carriers

• 2. Bulkcarrier met een enkelzijdige huidconstructie, een bulkcarrier als omschreven in paragraaf 1:

  • .1 waarbij enig deel van de lading door de scheepshuid wordt begrensd; of

  • .2 waarbij een of meer ladinggedeelten door een dubbelzijdige huid zijn begrensd, met een breedte van minder dan 760 mm op bulkcarriers gebouwd vóór 1 januari 2000 en minder dan 1000 mm op bulkcarriers gebouwd op of na 1 januari 2000, doch vóór 1 juli 2006; de afstand wordt evenwijdig met de scheepshuid gemeten.

  Onder deze schepen vallen mede combination carriers waarin enig deel van het ladinggedeelte door de scheepshuid wordt begrensd.

• 3. Bulkcarrier met een dubbelzijdige huidconstructie, een bulkcarrier als omschreven in paragraaf 1, waarin alle ladinggedeelten door een dubbele huid worden begrensd, anders dan omschreven in paragraaf 2.2

• 4. Dubbelzijdige huid, een indeling waarbij elke scheepszijde bestaat uit de scheepshuid en een lengteschot dat de dubbele bodem en het dek met elkaar verbindt. Wanneer hopper- en top-zijtanks zijn aangebracht, mogen deze een integrerend onderdeel van de dubbele-huidindeling vormen.

• 5. Lengte van een bulkcarrier, de lengte als omschreven in het van kracht zijnde Internationaal Verdrag betreffende de uitwatering van schepen.

• 6. Vaste bulklading, een stof, anders dan een vloeistof of gas, bestaande uit een combinatie van deeltjes, korrels of grotere stukken materiaal, in het algemeen uniform van samenstelling, die rechtstreeks in de laadruimten van een schip wordt geladen zonder andere vorm van verpakking.

• 7. Normen voor schotten en dubbele bodemsterkte bij bulkcarriers, „Normen voor de beoordeling van de verbanddelen van het waterdichte verticaal gegolfde dwarsschot tussen de twee voorste laadruimen en voor de beoordeling van de toelaatbare ruimlading in het voorste laadruim”, op 27 november 1997 aangenomen bij resolutie 4 van de Conferentie van Verdragsluitende Regeringen bij het Internationaal Verdrag voor de beveiliging van mensenlevens op zee, 1974, als door de Organisatie kan worden gewijzigd, mits deze wijzigingen worden aangenomen, van kracht worden en in werking treden in overeenstemming met de bepalingen van artikel VIII van dit Verdrag, betreffende de wijzigingsprocedures die van toepassing zijn op de Bijlage, met uitzondering van Hoofdstuk I daarvan.

• 8. Bulkcarriers die worden gebouwd, bulkcarriers waarvan de kiel is gelegd of waarvan de bouw zich in een soortgelijk stadium bevindt.

• 9. Een soortgelijk bouwstadium, het stadium waarin:

  • .1 de bouw ten behoeve van een specifiek schip aanvangt; en

  • .2 is aangevangen met de montage van dat schip, die ten minste 50 ton of 1 procent van de geschatte massa van alle bouwmateriaal omvat, naargelang welke van beide het minst is.

• 10. Breedte (B)van een bulkcarrier, de breedte als omschreven in het van kracht zijnde Internationaal Verdrag betreffende de uitwatering van schepen.

Voorschrift 2. Toepasselijkheid

Bulkcarriers moeten voldoen aan de vereisten van dit Hoofdstuk, in aanvulling op de toepasselijke vereisten van andere Hoofdstukken.

Voorschrift 3. Implementatieschema

Bulkcarriers gebouwd vóór 1 juli 1999 waarop voorschrift 4 of 6 van toepassing is, moeten aan de bepalingen van deze voorschriften voldoen in overeenstemming met het volgende schema, onder verwijzing naar het uitgebreide inspectieprogramma vereist in voorschrift XI-1/2:

• .1 bulkcarriers die op 1 juli 1999 20 jaar of ouder waren, op de datum van de eerste tussentijdse inspectie of de eerste periodieke inspectie na 1 juli 1999, naargelang van welke datum eerder valt;

• .2 bulkcarriers die op 1 juli 1999 15 jaar of ouder waren, maar minder dan 20 jaar oud, op de datum van de eerste periodieke inspectie na 1 juli 1999, doch uiterlijk 1 juli 2002; en

• .3 bulkcarriers die op 1 juli 1999 minder dan 15 jaar oud waren, op de datum van de eerste periodieke inspectie na de datum waarop het schip 15 jaar wordt, doch uiterlijk op de datum waarop het schip 17 jaar wordt.

Voorschrift 4. Op bulkcarriers toepasselijke vereisten inzake stabiliteit bij averij

• 1 Bulkcarriers met een lengte van 150 m en meer met een enkelzijdige huidconstructie, ontworpen voor het vervoer van vaste bulkladingen met een dichtheid van 1000 kg/m³ en meer, gebouwd op of na 1 juli 1999 moeten, wanneer deze zijn geladen tot de zomerlastlijn, vollopen van willekeurig welk laadruim onder alle laadomstandigheden kunnen weerstaan en in een goede evenwichtstoestand blijven drijven, als vermeld in paragraaf 4.

• 2 Bulkcarriers met een lengte van 150 m en meer met een dubbelzijdige huidconstructie, waarbij enig deel van het langsschot is gelegen binnen B/5 of 11,5 m, naargelang welke afstand geringer is, gemeten van de huid naar binnen toe loodrecht op hart schip op de toegewezen zomerlastlijn, ontworpen voor het vervoer van vaste bulkladingen met een dichtheid van 1000 kg/m³ en meer, gebouwd op of na 1 juli 2006 moeten, wanneer deze zijn geladen tot de zomerlastlijn, vollopen van willekeurig welk laadruim onder alle laadomstandigheden kunnen weerstaan en in een goede evenwichtstoestand blijven drijven, als vermeld in paragraaf 4.

• 3 Bulkcarriers met een lengte van 150 m en meer met een enkelzijdige huidconstructie, die vaste bulkladingen vervoeren met een dichtheid van 1780 kg/m³ en meer, gebouwd vóór 1 juli 1999 moeten, wanneer deze zijn geladen tot de zomerlastlijn, vollopen van het voorste laadruim onder alle laadomstandigheden kunnen weerstaan en in een goede evenwichtstoestand blijven drijven, als vermeld in paragraaf 4. Aan dit vereiste moet worden voldaan in overeenstemming met het in voorschrift 3 vermelde implementatieschema.

• 4 Onder voorbehoud van de bepalingen van paragraaf 7 moet de evenwichtstoestand na vollopen overeenkomen met de evenwichtstoestand vervat in de bijlage bij resolutie A.320(IX) – Voorschrift equivalent aan voorschrift 27 van het Internationaal Verdrag betreffende de uitwatering van schepen, 1966, als gewijzigd bij resolutie A.514(13). Bij het veronderstelde vollopen behoeft alleen rekening te worden gehouden met het vollopen van het laadruim tot het waterniveau aan de buitenzijde van het schip in die volgelopen toestand. De permeabiliteit van een geladen ruim wordt verondersteld 0,9 te zijn en die van een leeg ruim 0,95, tenzij een voor een specifieke lading relevante permeabiliteit wordt verondersteld voor het volume van een volgelopen ruim met lading en een permeabiliteit van 0,95 wordt verondersteld voor het resterende lege deel van het ruim.

• 5 Bulkcarriers gebouwd vóór 1 juli 1999, waaraan overeenkomstig voorschrift 27(7) van het Internationaal Verdrag betreffende de uitwatering van schepen, 1966, als aangenomen op 5 april 1966 een beperkt vrijboord is toegewezen, mogen worden aangemerkt als in overeenstemming met paragraaf 3 van dit voorschrift.

• 6 Bulkcarriers waaraan overeenkomstig de bepalingen van paragraaf (8) van het voorschrift equivalent aan voorschrift 27 van het Internationaal Verdrag betreffende de uitwatering van schepen, 1966, aangenomen bij resolutie A.320(IX), als gewijzigd bij resolutie A.514(13) een beperkt vrijboord is toegewezen, mogen worden aangemerkt als in overeenstemming met paragraaf 1 of 2, naargelang van welke van toepassing is.

• 7 Ten aanzien van bulkcarriers waaraan in overeenstemming met de bepalingen van voorschrift 27(8) van Bijlage B van het Protocol van 1988 met betrekking tot het Internationaal Verdrag betreffende de uitwatering van schepen, 1966, een beperkt vrijboord is toegewezen, moet de evenwichtstoestand na vollopen voldoen aan de desbetreffende bepalingen van dat Protocol.

Voorschrift 5. Constructiesterkte van bulkcarriers

• 1 Bulkcarriers met een lengte van 150 m en meer, met een enkelzijdige huidconstructie, ontworpen voor het vervoer van vaste bulkladingen met een dichtheid van 1000 kg/m³ en meer, gebouwd op of na 1 juli 1999, moeten voldoende sterk zijn om vollopen van willekeurig welk laadruim tot het waterniveau buitenboord het schip in die volgelopen toestand in elke laad- en ballasttoestand te weerstaan, mede met inachtneming van dynamische effecten door de aanwezigheid van water in het ruim, en met inachtneming van de door de Organisatie aangenomenaanbevelingen.

• 2 Bulkcarriers met een lengte van 150 m en meer met een dubbelzijdige huidconstructie, waarbij enig deel van het langsschot is gelegen binnen B/5 of 11,5 m, naargelang welke afstand geringer is, gemeten van de huid naar binnen toe loodrecht op hart schip op de toegewezen zomerlastlijn, ontworpen voor het vervoer van bulkladingen met een dichtheid van 1000 kg/m³ en meer, gebouwd op of na 1 juli 2006, moeten voldoen aan de in paragraaf 1 vervatte bepalingen inzake constructiesterkte.

Voorschrift 6. Constructie- en andere vereisten voor bulkcarriers

• 1 Bulkcarriers met een lengte van 150 m en meer met een enkelzijdige huidconstructie, die vaste bulkladingen vervoeren met een dichtheid van 1780 kg/m³ en meer, gebouwd vóór 1 juli 1999, moeten in overeenstemming met het in voorschrift 3 vermelde implementatieschema aan de volgende vereisten voldoen:

  • .1 Het waterdichte dwarsschot tussen de twee voorste laadruimen en de dubbele bodem van het voorste laadruim moet voldoende sterk zijn om vollopen van het voorste laadruim te weerstaan, tevens rekening houdend met de dynamische effecten als gevolg van de aanwezigheid van water in het ruim, conform de normen voor de sterkte van schotten en dubbele bodems van bulkcarriers. Voor de toepassing van dit voorschrift worden de normen voor de sterkte van schotten en dubbele bodems van bulkcarriers als dwingende normen aangemerkt.

  • .2 Bij de beoordeling van de behoefte aan, en de mate van, versterking van het waterdichte dwarsschot of de dubbele bodem teneinde aan de vereisten van 1.1 te voldoen, kan met de volgende beperkingen rekening worden gehouden:

    • .1 beperkingen ten aanzien van de verdeling van het totale gewicht van de lading over de laadruimen; en

    • .2 beperkingen ten aanzien van het maximum draagvermogen.

  • .3 Ten aanzien van bulkcarriers waarop een van de in 1.2.1 en 1.2.2 genoemde beperkingen, of beide, worden toegepast om aan de vereisten van paragraaf 1.1 te voldoen, moet aan deze beperkingen worden voldaan wanneer vaste bulkladingen met een dichtheid van 1780 kg/m³ en meer worden vervoerd.

• 2 Bulkcarriers met een lengte van 150 m en meer, gebouwd op of na 1 juli 2006, moeten in alle zones met een dubbelzijdige huidconstructie aan de volgende vereisten voldoen:

  • .1 Primaire verstijvingsstructuren van de dubbelzijdige huid mogen niet binnen het laadruim worden aangebracht.

  • .2 Onverminderd de onderstaande bepalingen mag de afstand tussen de buiten- en de binnenhuid in geen enkele dwarssectie minder bedragen dan 1000 mm, gemeten evenwijdig met de zijhuid. De dubbelzijdige huidconstructie moet zodanig zijn dat toegang voor inspectiedoeleinden mogelijk is, als bepaald in voorschrift II-1/3-6 en in de daarnaar verwijzende Technische Bepalingen.

    • .1 De vrije ruimten beneden behoeven niet te worden ondersteund door kruisverbanden, bovenste en onderste steunen van dwarsspanten of eindsteunen van langsspanten.

    • .2 De minimumbreedte van de vrije doorgang door de dubbelzijdige huidruimte ter hoogte van obstakels zoals pijpleidingen of verticale ladders moet ten minste 600 mm bedragen.

    • .3 Wanneer de binnen- en/of buitenhuid van dwarsspanten zijn voorzien, moet de vrije ruimte tussen de binnenste oppervlakken van de spanten ten minste 600 mm bedragen.

    • .4 Wanneer de binnen- en buitenhuid van lengtespanten zijn voorzien, moet de vrije ruimte tussen de binnenste oppervlakken van de spanten ten minste 800 mm bedragen. Buiten het parallelle deel van de lengte van het laadruim mag deze vrije ruimte worden beperkt wanneer de bouwconstructie zulks nodig maakt; de vrije ruimte mag echter nimmer minder dan 600 mm bedragen.

    • .5 De hierboven bedoelde vrije ruimte is de kortste afstand gemeten tussen denkbeeldige lijnen die een verbinding vormen tussen de binnenste oppervlakken van de spanten en de binnen- en buitenhuid.

  • 3. De ruimten van de dubbelzijdige zijhuid, met uitzondering van bovenzijtanks, indien aanwezig, mogen niet worden gebruikt voor het vervoer van lading.

  • 4. Op bulkcarriers met een lengte van 150 m en meer, waarmee vaste bulkladingen worden vervoerd met een dichtheid van 1000 kg/m³ en meer, gebouwd op of na 1 juli 2006:

    • .1 moet de constructie van de laadruimen zodanig zijn dat alle mogelijke ladingen kunnen worden geladen en gelost met standaard laad- en losapparatuur en -procedures, zonder beschadiging waardoor de veiligheid van de constructie in het geding zou kunnen komen;

    • .2 moet de effectieve continuïteit tussen de huidconstructie en de rest van de rompconstructie worden gewaarborgd; en

    • .3 moet de constructie van ladinggedeelten zodanig zijn dat het falen van een onderdeel van de verstijvingsconstructie niet leidt tot het onmiddellijk falen van andere constructiedelen, waardoor mogelijk alle verstijvingspanelen het zullen begeven.

Voorschrift 7. Inspectie en onderhoud van bulkcarriers

• 1 Bulkcarriers met een lengte van 150 m en meer met een enkelzijdige huidconstructie, gebouwd vóór 1 juli 1999, van 10 jaar en ouder, mogen geen vaste bulkladingen met een dichtheid van 1780 kg/m³ en meer vervoeren, tenzij het schip met succes:

  • .1 een periodieke inspectie heeft ondergaan in overeenstemming met het uitgebreide inspectieprogramma tijdens onderzoeken als vereist in voorschrift XI-1/2; of

  • .2 een inspectie heeft ondergaan van alle laadruimen, in dezelfde mate als die welke vereist is voor periodieke inspecties krachtens het uitgebreide inspectieprogramma tijdens onderzoeken als vereist in voorschrift XI-1/2.

• 2 Bulkcarriers moeten voldoen aan de onderhoudsvereisten vermeld in voorschrift II-1/3-1 en de Normen voor inspectie en onderhoud van luikopeningen op bulkcarriers door eigenaren, aangenomen door de Organisatie bij resolutie MSC.169(79), als door de Organisatie kan worden gewijzigd, mits deze wijzigingen worden aangenomen, in werking worden gesteld en van kracht worden overeenkomstig het bepaalde in artikel VIII van dit Verdrag betreffende de procedures voor wijziging die van toepassing zijn op de Bijlage, met uitzondering van Hoofdstuk I.

Voorschrift 8. Informatie inzake naleving van de vereisten voor bulkcarriers

• 1 Het in voorschrift VI/7.2 vereiste boekje moet door of namens de Administratie worden afgetekend teneinde aan te geven dat aan de voorschriften 4, 5, 6 en 7, naargelang welk van toepassing is, is voldaan.

• 2 Eventuele beperkingen gesteld aan het vervoer van vaste bulkladingen met een dichtheid van 1780 kg/m³ en meer in overeenstemming met de vereisten van de voorschriften 6 en 14, moeten in het in paragraaf 1 bedoelde boekje worden vermeld en geregistreerd.

• 3 Een bulkcarrier waarop paragraaf 2 van toepassing is, moet worden voorzien van een permanente markering op de zijhuid midscheeps, aan bakboord en stuurboord, door middel van een volle gelijkzijdige driehoek met zijden van 500 mm en de top 300 mm onder de deklijn, en geschilderd in een kleur die met de kleur van de romp contrasteert.

Voorschrift 9. Vereisten voor bulkcarriers die als gevolg van het ontwerp van hun laadruimen niet kunnen voldoen aan voorschrift 4.3

Voor bulkcarriers gebouwd vóór 1 juli 1999 die binnen de toepassingsgrenzen van voorschrift 4.3 vallen, die zijn gebouwd met een onvoldoende aantal waterdichte dwarsschotten om aan dat voorschrift te voldoen, kan de Administratie ontheffing van de toepassing van de voorschriften 4.3 en 6 verlenen, mits deze aan de volgende vereisten voldoen:

• .1 ten aanzien van het voorste laadruim moeten de in het door voorschrift XI-1/2 vereiste uitgebreide inspectieprogramma voorgeschreven inspecties tijdens onderzoeken voor de jaarlijkse inspectie worden vervangen door de inspecties die daarin zijn voorgeschreven voor de tussentijdse inspectie van laadruimen;

• .2 zij moeten in alle laadruimen, of in ladingtransporttunnels, naargelang hetgeen van toepassing is, zijn voorzien van alarmvoorzieningen voor hoge waterniveaus in lensputten die een hoorbaar en zichtbaar alarm op de navigatiebrug geven, als goedgekeurd door de Administratie of door een door haar in overeenstemming met de bepalingen van voorschrift XI-1/1 erkende organisatie; en

• .3 zij moeten aan boord over gedetailleerde informatie beschikken op het gebied van specifieke scenario’s bij volgelopen laadruimen. Deze informatie moet gedetailleerde instructies bevatten inzake evacuatievoorbereiding krachtens de bepalingen van afdeling 8 van de International Safety Management Code (ISM-Code) en moet kunnen worden gebruikt als uitgangspunt voor opleidingen en oefeningen voor de bemanning.

Voorschrift 10. Verklaring omtrent de dichtheid van vaste bulklading

• 1 Voordat bulklading in bulkcarriers met een lengte van 150 m en meer wordt geladen, moet de expediteur, naast het verstrekken van de krachtens voorschrift VI/2 vereiste ladinggegevens opgave doen van de dichtheid van de lading.

• 2 Ten aanzien van bulkcarriers waarop voorschrift 6 van toepassing is, moet van alle lading waarvan wordt aangegeven dat deze een dichtheid tussen 1250 kg/m³ en 1780 kg/m³ heeft, de dichtheid door een geaccrediteerde beproevingsinstantie worden geverifieerd, tenzij deze bulkcarriers voldoen aan alle relevante vereisten van dit Hoofdstuk die van toepassing zijn op het vervoer van vaste bulkladingen met een dichtheid van 1780 kg/m³ en meer.

Voorschrift 11. Laadinstrument

(Tenzij anderszins bepaald, is dit voorschrift van toepassing op bulkcarriers, ongeacht de datum van bouw)

• 1 Bulkcarriers met een lengte van 150 m en meer moeten worden uitgerust met een laadinstrument dat gegevens kan verstrekken inzake de dwarskrachten en buigmomenten op de rompbalken, met inachtneming vande door de Organisatie aangenomen aanbeveling.

• 2 Bulkcarriers met een lengte van 150 m en meer, gebouwd vóór 1 juli 1999 moeten uiterlijk op de datum van de eerste tussentijdse of periodieke inspectie van het schip na 1 juli 1999 voldoen aan de vereisten van paragraaf 1.

• 3 Bulkcarriers met een lengte van minder dan 150 m, gebouwd op of na 1 juli 2006 moeten zijn uitgerust met een laadinstrument dat gegevens kan verstrekken inzake de stabiliteit van het schip in onbeschadigde toestand. De computersoftware moet door de Administratie zijn goedgekeurd voor de berekening van stabiliteitsgegevens en moet zijn voorzien van standaardvoorwaarden voor testdoeleinden ten aanzien vande goedgekeurde stabiliteitsgegevens.

Voorschrift 12. Waterniveaualarmen voor ruimen, ballastruimen en droge ruimten

(Dit voorschrift is van toepassing op bulkcarriers, ongeacht de datum van bouw)

• 1 Bulkcarriers moeten zijn uitgerust met waterniveaudetectoren:

  • .1 in elk laadruim, voorzien van een hoorbaar en zichtbaar alarm, een wanneer het waterniveau boven de binnenbodem in een ruim een hoogte van 0,5 m bereikt en een ander op een hoogte van ten minste 15% van de diepte van het laadruim, maar ten hoogste op 2 m. In bulkcarriers waarop voorschrift 9.2 van toepassing is, hoeven uitsluitend detectoren met laatstgenoemd alarm te worden geïnstalleerd. De waterniveaudetectoren moeten worden geplaatst aan de achterzijde van de laadruimen. Bij laadruimen die worden gebruikt voor waterballast mag een voorziening worden gemonteerd waarmee het alarm kan worden uitgeschakeld. De visuele alarmen moeten een duidelijk onderscheid maken tussen de twee verschillende waterniveaus die in elk ruim worden gemeten;

  • .2 in elk laadruim gelegen voor het aanvaringsschot als vereist door voorschrift II-1/12, voorzien van een hoorbaar en zichtbaar alarm wanneer de vloeistof in de tank een niveau bereikt van ten hoogste 10% van de tankcapaciteit. Het is toegestaan een voorziening te installeren waarmee het alarm kan worden uitgeschakeld wanneer de tank in gebruik is; en

  • .3 in alle droge of lege ruimten anders dan een kabelkettingbak, elk gedeelte gelegen voor het voorste laadruim, voorzien van een hoorbaar en zichtbaar alarm bij een waterniveau van 0,1 m boven het dek. Dergelijke alarmvoorzieningen behoeven niet te worden geplaatst in gesloten ruimten waarvan het volume 0,1% of minder van de maximale waterverplaatsing van het schip bedraagt.

• 2 De in paragraaf 1 bedoelde hoorbare en zichtbare alarmvoorzieningen moeten op de navigatiebrug zijn geplaatst.

• 3 Bulkcarriers gebouwd vóór 1 juli 2004 moeten uiterlijk op de datum van de jaarlijkse of tussentijdse inspectie of de herkeuring van het schip na 1 juli 2004, naargelang welke datum eerder valt, voldoen aan de vereisten van dit voorschrift.

Voorschrift 13. Beschikbaarheid van pompsystemen

(Dit voorschrift is van toepassing op bulkcarriers, ongeacht de datum van bouw)

• 1 Op bulkcarriers moeten de voorzieningen voor het leeg- en volpompen van ballasttanks gelegen voor het aanvaringsschot en de droge ruimten waarvan delen zich uitstrekken tot vóór het voorste laadruim, vanaf een gemakkelijk toegankelijke gesloten ruimte kunnen worden bediend; deze ruimte moet vanaf de navigatiebrug of vanaf de plaats van waar de besturing van de voortstuwingsmachines plaatsvindt, kunnen worden bereikt zonder blootgestelde vrijboord- of opbouwdekken te betreden. Wanneer leidingen naar dergelijke tanks of ruimten door het aanvaringsschot zijn gevoerd, kan klepbediening, in afwijking van de in voorschrift II-1/12 bedoelde klepbediening, door activering op afstand worden toegestaan, mits de plaatsing van deze klepbediening met dit voorschrift in overeenstemming is.

• 2 Bulkcarriers gebouwd vóór 1 juli 2004 moeten uiterlijk op de datum van de eerste tussentijdse inspectie of herkeuring van het schip na 1 juli 2004, doch uiterlijk op 1 juli 2007, voldoen aan de vereisten van dit voorschrift.

Voorschrift 14. Beperkingen ten aanzien van het varen met lege ruimen

Bulkcarriers met een lengte van 150 en meer met een enkelzijdige huidconstructie die ladingen vervoeren met een dichtheid van 1780 kg/m³ en meer mogen, indien zij niet voldoen aan de vereisten voor het weerstaan van vollopen van een van de ladingruimen als vermeld in voorschrift 5.1 en de Normen en criteria voor de zijconstructie van bulkcarriers met een enkelzijdige huidconstructie, aangenomen door de Organisatie bij resolutie MSC.168(79), als door de Organisatie kan worden gewijzigd, op voorwaarde dat deze wijzigingen worden aangenomen, in werking worden gesteld en van kracht worden overeenkomstig het bepaalde in artikel VIII van dit Verdrag betreffende de procedures voor wijziging die van toepassing zijn op de Bijlage, met uitzondering van Hoofdstuk I, wanneer deze schepen 10 jaar of ouder zijn, niet varen met ruimen die zijn geladen tot minder dan 10% van het maximum toegestane ladinggewicht bij volle belading. De toepasselijke volle belading voor dit voorschrift is een lading gelijk aan of groter dan 90% van het draagvermogen van het schip bij het relevante toegewezen vrijboord.

Aanhangsel Model van een Veiligheidscertificaat voor Passagiersschepen

5 Navigatiesystemen en -apparatuur

	Soort	Aanwezig
1.1	Magnetisch standaardkompas*	...............
1.2	Magnetisch reservekompas*	...............
1.3	Gyrokompas*	...............
1.4	Gyrokompas koers-repeater*	...............
1.5	Gyrokompas peiling-repeater*	...............
1.6	Koers- of track-controlesysteem*	..............
1.7	Pelorus of peilkompas*	..............
1.8	Voorziening om koersen en peilingen te corrigeren	..............
1.9	Koersinformatie-apparatuur (THD)*	..............
2.1	elektronische zeekaart presentatie en informatiesysteem (ECDIS)**	..............
2.2	Back-up voorzieningen voor ECDIS	...............
2.3	Nautische publicaties	..............
2.4	Back-up voorzieningen voor elektronische nautische publicaties	...............
3.1	Ontvanger voor een wereldwijd navigatiesatellietsysteem / radionavigatiesysteem te land**	...............
3.2	9 GHz radar*	..............
3.3	Tweede radar (3 GHz / 9 GHz**)*	..............
3.4	Automatic Radar Plotting Aid (ARPA)*	..............
3.5	Automatisch trackinghulpmiddel*	...............
3.6	Tweede automatisch trackinghulpmiddel*	..............
3.7	Elektronisch plotapparaat*	..............
4.1	Automatisch identificatiesysteem (AIS)	...............
4.2	Lange-afstand identificatie- en trackingsysteem	...............
5	Reisgegevensrecorder (VDR)	...............
6.1	Instrument voor het meten van snelheid en afstand (door het water)*	...............
6.2	Instrument voor het meten van snelheid en afstand (over de grond in voorwaartse en zijwaartse richting)*	...............
7	Echolood*	...............
8.1	Roerstandaanwijzers, schroeftachometers, stuwkrachtmeters en spoedmeters en meters die de operationele modus aangeven*	...............
8.2	Bochtaanwijzer*	...............
9	Geluidsontvangstsysteem*	...............
10	Telefoon naar de noodstuurpositie*	...............
11	Dagseinlamp*	...............
12	Radarreflector*	...............
13	Internationaal Seinboek	...............

* Ingevolge voorschrift V/19 mogen vervangende voorzieningen aanwezig zijn om aan dit vereiste te voldoen. Indien andere voorzieningen worden gebruikt, moet worden vermeld welke dit zijn.

** Doorhalen wat niet van toepassing is.

3 Navigatiesystemen en -apparatuur

	Soort	Aanwezig
1.1	Magnetisch standaardkompas*	. . . . . . . .
1.2	Magnetisch reservekompas*	. . . . . . . .
1.3	Gyrokompas*	. . . . . . . .
1.4	Gyrokompas koers-repeater*	. . . . . . . .
1.5	Gyrokompas peiling-repeater*	. . . . . . . .
1.6	Koers- of track-controlesysteem*	. . . . . . . .
1.7	Pelorus of peilkompas*	. . . . . . . .
1.8	Voorziening om koersen en peilingen te corrigeren	. . . . . . . .
1.9	Koersinformatie-apparatuur (THD)*	. . . . . . . .
2.1	Systeem voor elektronische zeekaarten (ECDIS)**	. . . . . . . .
2.2	Back-upvoorzieningen voor ECDIS	. . . . . . . .
2.3	Zeevaartkundige publicaties	. . . . . . . .
2.4	Back-upvoorzieningen voor elektronische zeevaartkundige publicaties	. . . . . . . .
3.1	Ontvanger voor een wereldwijd navigatiesatellietsysteem / radionavigatiesysteem te land*,**	. . . . . . . .
3.2	9 GHz-radar*	. . . . . . . .
3.3	Tweede radar (3 GHz / 9 GHz**)*	. . . . . . . .
3.4	Automatic Radar Plotting Aid (ARPA)*	. . . . . . . .
3.5	Automatisch trackinghulpmiddel*	. . . . . . . .
3.6	Tweede automatisch trackinghulpmiddel*	. . . . . . . .
3.7	Elektronisch plotapparaat*	. . . . . . . .
4.1	Automatisch identificatiesysteem (AIS)	. . . . . . . .
4.2	Lange-afstand identificatie- en trackingsysteem	. . . . . . . .
5.1	Reisgegevensrecorder (VDR)**	. . . . . . . .
5.2	Vereenvoudigde Reisgegevensrecorder (S-VDR)**	. . . . . . . .
6.1	Instrument voor het meten van snelheid en afstand (door het water)*	. . . . . . . .
6.2	Instrument voor het meten van snelheid en afstand (over de grond in voorwaartse en achterwaartse richting)*	. . . . . . . .
6.3	Echolood*	. . . . . . . .
7.1	Roerstandaanwijzers, schroeftachometers, stuwkrachtmeters en spoedmeters en meters die de operationele modus aangeven*	. . . . . . . .
7.2	Bochtaanwijzer*	. . . . . . . .
8	Geluidsontvangstsysteem*	. . . . . . . .
9	Telefoon naar de noodstuurpositie*	. . . . . . . .
10	Dagseinlamp*	. . . . . . . .
11	Radarreflector*	. . . . . . . .
12	Internationaal Seinboek	. . . . . . . .
13	IAMSAR-Handboek, Volume III	. . . . . . . .

* Ingevolge voorschrift V/19 mogen vervangende voorzieningen aanwezig zijn om aan dit vereiste te voldoen. Indien andere voorzieningen worden gebruikt, moet worden vermeld welke dit zijn.

** Doorhalen wat niet van toepassing is.

3 Navigatiesystemen en -apparatuur

	Soort	Aanwezig
1.1	Magnetisch standaardkompas*	...............
1.2	Magnetisch reservekompas*	...............
1.3	Gyrokompas*	...............
1.4	Gyrokompas koers-repeater*	...............
1.5	Gyrokompas peiling-repeater*	...............
1.6	Koers- of track-controlesysteem*	..............
1.7	Pelorus of peilkompas*	..............
1.8	Voorziening om koersen en peilingen te corrigeren	..............
1.9	Koersinformatie-apparatuur (THD)*	..............
2.1	elektronische zeekaart presentatie en informatie systeem (ECDIS)**	..............
2.2	Back-up voorzieningen voor ECDIS	...............
2.3	Nautische publicaties	..............
2.4	Back-up voorzieningen voor elektronische nautische publicaties	...............
3.1	Ontvanger voor een wereldwijd navigatiesatellietsysteem / radionavigatiesysteem te land**	...............
3.2	9 GHz radar*	..............
3.3	Tweede radar (3 GHz / 9 GHz**)*	..............
3.4	Automatic Radar Plotting Aid (ARPA)*	..............
3.5	Automatisch trackinghulpmiddel*	...............
3.6	Tweede automatisch trackinghulpmiddel*	..............
3.7	Elektronisch plotapparaat*	..............
4	Automatisch identificatiesysteem (AIS)	...............
5	Reisgegevensrecorder (VDR)	...............
6.1	Instrument voor het meten van snelheid en afstand (door het water)*	...............
6.2	Instrument voor het meten van snelheid en afstand (over de grond in voorwaartse en achterwaartse richting)*	...............
7	Echolood*	...............
8.1	Roerstandaanwijzers, schroeftachometers, stuwkrachtmeters en spoedmeters en meters die de operationele modus aangeven*	...............
8.2	Bochtaanwijzer*	...............
9	Geluidsontvangstsysteem*	...............
10	Telefoon naar de noodstuurpositie*	...............
11	Dagseinlamp*	...............
12	Radarreflector*	...............
13	Internationaal Seinboek	...............

* Ingevolge voorschrift V/19 mogen vervangende voorzieningen aanwezig zijn om aan dit vereiste te voldoen. Indien andere voorzieningen worden gebruikt, moet worden vermeld welke dit zijn.

** Doorhalen wat niet van toepassing is.

5. Gegevens inzake navigatiesystemen en -apparatuur

	Soort	Aanwezig
1.1	Magnetisch standaardkompas*	. . . . . . . .
1.2	Magnetisch reservekompas*	. . . . . . . .
1.3	Gyrokompas*	. . . . . . . .
1.4	Gyrokompas koers-repeater*	. . . . . . . .
1.5	Gyrokompas peiling-repeater*	. . . . . . . .
1.6	Koers- of track-controlesysteem*	. . . . . . . .
1.7	Pelorus of peilkompas*	. . . . . . . .
1.8	Voorziening om koersen en peilingen te corrigeren	. . . . . . . .
1.9	Koersinformatie-apparatuur (THD)*	. . . . . . . .
2.1	Systeem voor elektronische zeekaarten (ECDIS)**	. . . . . . . .
2.2	Back-upvoorzieningen voor ECDIS	. . . . . . . .
2.3	Zeevaartkundige publicaties	. . . . . . . .
2.4	Back-upvoorzieningen voor elektronische zeevaartkundige publicaties	. . . . . . . .
3.1	Ontvanger voor een wereldwijd navigatiesatellietsysteem / radionavigatiesysteem te land*,**	. . . . . . . .
3.2	9 GHz-radar*	. . . . . . . .
3.3	Tweede radar (3 GHz / 9 GHz**)*	. . . . . . . .
3.4	Automatic Radar Plotting Aid (ARPA)*	. . . . . . . .
3.5	Automatisch trackinghulpmiddel*	. . . . . . . .
3.6	Tweede automatisch trackinghulpmiddel*	. . . . . . . .
3.7	Elektronisch plotapparaat*	. . . . . . . .
4.1	Automatisch identificatiesysteem (AIS)	. . . . . . . .
4.2	Lange-afstand identificatie- en trackingsysteem	. . . . . . . .
5.1	Reisgegevensrecorder (VDR);	. . . . . . . .
5.2	Vereenvoudigde Reisgegevensrecorder (S-VDR)3,	. . . . . . . .
6.1	Instrument voor het meten van snelheid en afstand (door het water)*	. . . . . . . .
6.2	Instrument voor het meten van snelheid en afstand (over de grond in voorwaartse en zijwaartse richting)*	. . . . . . . .
7	Echolood*	. . . . . . . .
8.1	Roerstandaanwijzers, schroeftachometers, stuwkrachtmeters en spoedmeters en meters die de operationele modus aangeven*	. . . . . . . .
8.2	Bochtaanwijzer*	. . . . . . . .
9	Geluidsontvangstsysteem*	. . . . . . . .
10	Telefoon naar de noodstuurpositie*	. . . . . . . .
11	Dagseinlamp*	. . . . . . . .
12	Radarreflector*	. . . . . . . .
13	Internationaal Seinboek	. . . . . . . .
14	IAMSAR-Handboek, Volume III	. . . . . . . .

* Ingevolge voorschrift V/19 mogen vervangende voorzieningen aanwezig zijn om aan dit vereiste te voldoen. Indien andere voorzieningen worden gebruikt, moet worden vermeld welke dit zijn.

** Doorhalen wat niet van toepassing is.

Model van een Veiligheidscertificaat voor Reactor-Passagiersschepen

ONDERGETEKENDE VERKLAART:

• 1. Dat het schip is onderzocht in overeenstemming met de vereisten van voorschrift VIII/9 van het Verdrag.

• 2. Dat het – nucleaire – schip voldoet aan alle vereisten van Hoofdstuk VIII van het Verdrag en aan de voor het schip goedgekeurde Veiligheidsbeoordeling; en dat:

  • 2.1 het schip voldoet aan de vereisten van het Verdrag ten aanzien van:

    • .1 de constructie, hoofd- en hulpwerktuigen, ketels en andere drukvaten, met inbegrip van de nucleaire voortstuwingsreactor en de beschermende constructie tegen aanvaringen;

    • .2 de voorzieningen en detailuitwerking van de waterdichte indeling;

    • .3 de volgende indelingslastlijnen:

      

  • 2.2 het schip voldoet aan de vereisten van het Verdrag ten aanzien van structurele brandbeveiliging, brandbeveiligingssystemen, -apparatuur en brandbeheersingsplannen;

  • 2.3 het schip voldoet aan de vereisten van het Verdrag ten aanzien van systemen en apparatuur voor stralingsbescherming;

  • 2.4 de reddingsmiddelen en de apparatuur van de reddingsboten en -vlotten en hulpverleningsboten aanwezig zijn, in overeenstemming met de vereisten van het Verdrag;

  • 2.5 het schip is uitgerust met een lijnwerptoestel en radio-installatie voor gebruik in reddingsmiddelen, in overeenstemming met de vereisten van het Verdrag;

  • 2.6 het schip voldoet aan de vereisten van het Verdrag ten aanzien van radio-installaties;

  • 2.7 het functioneren van de in de reddingsmiddelen gebruikte radio-installaties voldoet aan de vereisten van het Verdrag;

  • 2.8 het schip voldoet aan de vereisten van het Verdrag ten aanzien van de aanwezigheid aan boord van navigatieapparatuur, middelen om loodsen aan boord te nemen en nautische publicaties;

  • 2.9 het schip is uitgerust met lichten, dagmerken en middelen om geluidssignalen en noodsignalen af te geven in overeenstemming met de vereisten van het Verdrag en van de van kracht zijnde Internationale Bepalingen ter voorkoming van aanvaringen op zee;

  • 2.10 het schip in alle andere opzichten voldoet aan de desbetreffende vereisten van het Verdrag.

• 2. Gegevens met betrekking tot reddingsmiddelen

  
  

• 3. Gegevens met betrekking tot radiovoorzieningen

  

• 4. Methodes om de beschikbaarheid van radiovoorzieningen te waarborgen(voorschriften IV/15.6 en 15.7)

  

• 5. Gegevens met betrekking tot navigatiesystemen en -apparatuur

  
  
  

Model van een Veiligheidscertificaat voor nucleaire vrachtschepen

ONDERGETEKENDE VERKLAART:

• 1. Dat het schip is onderzocht in overeenstemming met de vereisten van voorschrift VIII/9 van het Verdrag.

• 2. Dat het – nucleaire – schip voldoet aan alle vereisten van hoofdstuk VIII van het Verdrag en aan de voor het schip goedgekeurde Veiligheidsbeoordeling; en dat:

  • 2.1 de toestand van de constructie, machines en apparatuur als omschreven in voorschrift I/10 (in voorkomend geval ter naleving van voorschrift VIII/9), met inbegrip van de nucleaire voortstuwingsreactor en de beschermende constructie tegen aanvaringen naar tevredenheid is en dat het schip voldoet aan de relevante vereisten van de Hoofdstukken II-1 en II-2 van het Verdrag (anders dan die welke betrekking hebben op brandbeveiligingssystemen, -apparatuur en brandbeheersingsplannen);

  • 2.2 het schip voldoet aan de vereisten van het Verdrag ten aanzien van brandbeveiligingssystemen, -apparatuur en brandbeheersingsplannen;

  • 2.3 de reddingsmiddelen en de apparatuur van de reddingsboten en -vlotten en hulpverleningsboten aanwezig zijn, in overeenstemming met de vereisten van het Verdrag;

  • 2.4 het schip is uitgerust met een lijnwerptoestel en radio-installatie voor gebruik in reddingsmiddelen, in overeenstemming met de vereisten van het Verdrag;

  • 2.5 het schip voldoet aan de vereisten van het Verdrag ten aanzien van radio-installaties;

  • 2.6 het functioneren van de in de reddingsmiddelen gebruikte radio-installaties voldoet aan de vereisten van het Verdrag;

  • 2.7 het schip voldoet aan de vereisten van het Verdrag ten aanzien van de aanwezigheid aan boord van navigatieapparatuur, middelen om loodsen aan boord te nemen en nautische publicaties;

  • 2.8 het schip is uitgerust met lichten, dagmerken en middelen om geluidssignalen en noodsignalen af te geven in overeenstemming met de vereisten van het Verdrag en van de van kracht zijnde Internationale Bepalingen ter voorkoming van aanvaringen op zee;

  • 2.9 het schip in alle andere opzichten voldoet aan de desbetreffende vereisten van de voorschriften, voor zover deze vereisten op het schip van toepassing zijn.

    

Minimumaantal personen met de vereiste kwalificaties om de radio-installaties te bedienen

• 2. Gegevens met betrekking tot reddingsmiddelen

  
  

• 3. Gegevens met betrekking tot radiovoorzieningen

  

• 4. Methodes om de beschikbaarheid van radiovoorzieningen te waarborgen(voorschriften IV/15.6 en 15.7)

  

• 5. Gegevens met betrekking tot navigatiesystemen en -apparatuur

  
  
  

1. “Inflammable” has the same meaning as “flammable”. ^ [1]
2. Instead of the requirements in this Part, the Regulations on Subdivision and Stability of Passenger Ships as an Equivalent to Part B of Chapter II of the International Convention for the Safety of Life at Sea, 1960, adopted by the Organization by resolution A.265(VIII), may be used, if applied in their entirety. ^ [2]
3. Reference is made to the Recommendation on a Standard Method for Establishing Compliance with the Requirements for Cross-Flooding Arrangements in Passenger Ships, adopted by the Organization by resolution A.266(VIII). ^ [3]
4. Reference is made to the following IEC publication 529 : 1976:

   • .1 electrical motors, associated circuits and control components; protected to IP x 7standard;

   • .2 door position indicators and associated circuit components; protected to IP x 8standard;and

   • .3 door movement warning signals; protected to IP x 6 standard.

   Other arrangements for the enclosures of electrical components may be fitted provided the Administration is satisfied that an equivalent protection is achieved. The water pressure testing of the enclosures protected to IP x 8 shall be based on the pressure that may occur at the location of the component during flooding for a period of 36 hours. ^ [4]
5. Reference is made to the Recommendation on Intact Stability for Passenger and Cargo Ships under 100 metres in length, adopted by the Organization by resolution A. 167(ES.IV) and Amendments to this Recommendation, adopted by the Organization by resolution A.206(VII). ^ [5]
6. The Maritime Safety Committee, in adopting the regulations contained in part B-1, invited Administrations to note that the regulations should be applied in conjunction with the explanatory notes developed by the Organization in orderto ensure their uniform application. ^ [6]
7. Such as Annex I to MARPOL 73/78, IBC, IGC, BCH and GC Guidelines for the Design and Construction of Offshore Supply Vessels (resolution A.469(XII)), Code of Safety for Special Purpose Ships (resolution A.534(13)) and regulation 27 of the 1966 LL Convention for bulk carriers assigned B-60 or B-100 freeboards. ^ [7]
8. Reference is made to the Recommendation on Information to be Included in the Manoeuvring Booklets adopted by the Organization by resolution A.209(VII). ^ [8]
9. Reference is made to the Recommendation on Information to be Included in the Manoeuvring Booklets adopted by the Organization by resolution A.209(VII). ^ [9]
10. Reference is made to 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 by resolution A.467(XII). ^ [10]
11. Reference is made to the Code on Noise Levels on Board Ships, adopted by the Organization by resolution A.468(XII). ^ [11]
12. Reference is made to the Recommendations published by the International Electrotechnical Commission and, in particular, Publication 92 - Electrical Installations in Ships. ^ [12]
13. Refer to Measures to prevent accidents with lifeboats (MSC.1/Circ.1206). ^ [13]
14. Refer to the Performance standards for survival craft radar transponders for use in search and rescue operations, adopted by the Organization by resolution A.802(19). ^ [14]
15. Such ships are subject to special requirements relative to radio for safety purposes, as contained in the relevant agreement between Canada and the United States of America. ^ [15]
16. Reference is made to the NAVTEX manual approved by the Organization. ^ [16]
17. Reference is made to the recommendation on the provision of radiocommunication services for the global maritime distress and safety system, to be developed by the Organization (see MSC 55/25, annex 3). ^ [17]
18. Reference is made to the recommendation on the provision of radiocommunication services for the global maritime distress and safety system, to be developed by the Organization (see MSC 55/25, annex 3). ^ [18]
19. Reference is made to resolution A.614(15) on carriage of radar operating in the frequency band 9,300-9,500 MHz adopted by the fifteenth Assembly. ^ [19]
20. It should be noted that ships may have a need for reception of certain maritime safety information while in port. ^ [20]

21. • 1 Each Contracting Government is not required to provide all radiocommunication services.

    • 2 The requirements should be specified for shore-based facilities to cover the various sea areas.

    ^ [21]
22. Reference is made to the recommendation on the provisions of radiocommunication services for the global maritime distress and safety system, to be developed by the Organization (see MSC 55/25, annex 3). ^ [22]
23. Digital selective calling (DSC) for all ships and HF direct-printing telegraphy (NBDP) carriage requirements for ships of 300 tons gross tonnage and over but less than 1,600 tons gross tonnage are subject to review in accordance with resolution A.606(15) - Review and evaluation of the GMDSS. Unless otherwise specified this footnote applies to all DSC and NBDP requirements prescribed in the Convention. ^ [23]
24. Certain ships may be exempted from this requirement (see regulation 9.4). ^ [24]
25. Certain ships may be exempted from this requirement (see regulation 9.4). ^ [25]
26. Digital selective calling (DSC) for all ships and HF direct-printing telegraphy (NBDP) carriage requirements for ships of 300 tons gross tonnage and over but less than 1,600 tons gross tonnage are subject to review in accordance with resolution A.606(15) - Review and evaluation of the GMDSS. Unless otherwise specified this footnote applies to all DSC and NBDP requirements prescribed in the Convention. ^ [26]
27. Reference is made to the recommendation on promulgation of maritime safety information, to be developed by the Organization (see MSC 55/25, annex 8). ^ [27]
28. Subject to the availability of appropriate receiving and processing ground facilities for each ocean region covered by INMARSAT satellites. ^ [28]
29. This requirement can be met by INMARSAT ship earth stations capable of two-way communications, such as Standard-A or Standard-C ship earth stations. Unless otherwise specified, this footnote applies to all requirements for an INMARSAT ship earth station prescribed by this chapter. ^ [29]
30. One method of checking the capacity of an accumulator battery is to fully discharge and recharge the battery, using normal operating current and period (e.g. 10 hours). Assessment of the charge condition can be made at any time, but it should be done without significant discharge of the battery when the ship is at sea. ^ [30]
31. Reference is made to the following performance standards adopted by the Organization by the resolutions indicated or to be developed by the Organization:

    • .1 Narrow-band direct-printing equipment for the reception of navigational and meteorological warnings and urgent information to ships (Assembly resolution A.525(13)).

    • .2 General requirements for shipborne radio equipment forming part of the future global maritime distress and safety system (Assembly resolution A.569(14)).

    • .3 Ship earth stations capable of two-way communications (Assembly resolution A.608(15)).

    • .4 VHF radio installations capable of voice communications and digital selective calling (Assembly resolution A.609(15)).

    • .5 Shipborne MF radio installations capable of voice communications and digital selective calling (Assembly resolution A.610(15)).

    • .6 Shipborne MF/HF radio installations capable of voice communication, narrow-band direct-printing and digital selective calling (Assembly resolution A.613(15)).

    • .7 Float-free satellite emergency position-indicating radio beacons operating on 406 MHz (Assembly resolution A.611 (15)).

    • .8 Survival craft radar transponder for use in search and rescue operations (Assembly resolution A.604(15)).

    • .9 Float-free VHF emergency position-indicating radio beacons (Assembly resolution A.612(15)).

    • .10 INMARSAT Standard-C ship earth stations capable of transmitting and receiving direct-printing communications (MSC 55/25, annex 4).

    • .11 Enhanced group call equipment (MSC 55/25, annex 5).

    • .12 Float-free satellite emergency position-indicating radio beacons operating through the geostationary INMARSAT satellite system on 1.6 GHz (MSC 55/25, annex 7).

    • .13 Float-free release and activation arrangements for emergency radio equipment (MSC 55/25, annex 6).

    ^ [31]
32. Reference is made to the recommendation on general requirements for shipborne radio equipment forming part of the future global maritime distress and safety system (resolution A.569 (14)). ^ [32]
33. The first safety equipment survey means the first annual survey the first periodical survey or the first renewal survey for safety equipment, whichever is due first after 1 July 2004 and, in addition, in the case of ships under construction, the initial survey. ^ [33]
34. “Inflammable” has the same meaning as “flammable”. ^ [34]
35. “Inflammable” has the same meaning as “flammable”. ^ [35]
36. In plaats van de voorschriften in dit Deel, mogen worden gebruikt de Voorschriften inzake waterdichte indeling en stabiliteit van passagiersschepen die voorzieningen bieden welke gelijkwaardig zijn aan Deel B van Hoofdstuk II van het Internationale Verdrag voor de beveiliging van mensenlevens op zee, 1960, door de Organisatie aangenomen bij Resolutie A.265(VIII), mits deze in hun geheel worden toegepast. ^ [36]
37. Verwezen zij naar de Aanbeveling inzake een standaardmethode ter vaststelling dat wordt voldaan aan de voorschriften omtrent voorzieningen betreffende overvloeiinrichtingen op passagiersschepen, door de Organisatie aangenomen bij Resolutie A.266(VIII). ^ [37]
38. Verwezen wordt naar de onderstaande publikatie 529 (1976) van de Internationale Elektrotechnische Commissie:

    • 1. elektrische motoren, bijbehorende stroomkringen en bedieningsonderdelen; beschermd volgens norm IP x 7;

    • 2. standaanwijzers van deuren en bijbehorende onderdelen van stroomkringen; beschermd volgens norm IP x 8; en

    • 3. waarschuwingssignalen voor de beweging van deuren; beschermd volgens norm IP x 6.

    Andere uitvoeringen voor de omkastingen van elektrische onderdelen mogen worden toegepast, mits ten genoegen van de Administratie wordt aangetoond dat een gelijkwaardige bescherming wordt bereikt. De waterdruk voor het beproeven van de omkastingen beschermd volgens norm IP x 8 moet worden gebaseerd op de druk die in volgelopen toestand gedurende 36 uur kan voorkomen op de plaats van het onderdeel. ^ [38]
39. Verwezen zij naar de Aanbeveling inzake de stabiliteit in onbeschadigde toestand voor passagiersschepen en vrachtschepen met een lengte van minder dan 100 m, door de Organisatie aangenomen bij Resolutie A.167(ES.IV) en naar de wijzigingen op deze Resolutie, door de Organisatie aangenomen bij Resolutie A.206(VII). ^ [39]
40. De Maritieme Veiligheidscommissie heeft, bij de aanneming van de in deel B-1 vervatte voorschriften, de Administraties verzocht er nota van te nemen dat de voorschriften dienen te worden toegepast in samenhang met de toelichtende opmerkingen opgesteld door de Organisatie ten einde de eenvormige toepassing ervan te verzekeren. ^ [40]
41. Zoals Bijlage I bij MARPOL 73/78, de IBC- IGC-, BCH- en GC-Codes, de Richtlijnen voor het ontwerp en de bouw van bevoorradingsschepen van voor de kust gelegen installaties (resolutie A.469(XII), de Veiligheidscode voor schepen voor speciale doeleinden (resolutie A.534(13) en voorschrift 27 van het Verdrag inzake de uitwatering van schepen, 1966 voor schepen met onverpakte lading waarvoor een vrijboord B-60 of B-100 is vastgesteld. ^ [41]
42. Verwezen wordt naar de „Aanbeveling inzake informatie die moet zijn opgenomen in het manoeuvreerboekje zoals aangenomen in IMCO-ResolutieA. 209(VII)”. ^ [42]
43. Verwezen wordt naar de „Aanbeveling inzake informatie die moet zijn opgenomen in het manoeuvreerboekje zoals aangenomen in IMCO-ResolutieA. 209(VII)”. ^ [43]
44. Verwezen wordt naar de Richtlijnen voor het aanvaarden van enkelvoudige roeraandrijving voor tankschepen, chemicaliën- of gastankschepen van 10.000 ton bruto of meer, maar van minder dan 100.000 ton draagvermogen, aangenomen door de Organisatie door middel van Resolutie A.467(XII). ^ [44]
45. Verwezen wordt naar de Regels betreffende geluidshinder aan boord van schepen, zoals aangenomen door de Organisatie door middel van Resolutie A.468(XII). ^ [45]
46. Hierbij wordt verwezen naar de Aanbeveling gepubliceerd door de Internationale Elektrotechnische Commissie en in het bijzonder naar Publikatie 92 - Elektrische installaties aan boord van schepen. ^ [46]
47. Zie de prestatienormen voor radartransponders in reddingsboten voor gebruik bij opsporings- en reddingsoperaties, aangenomen door de Organisatie bij resolutie A.802(19). ^ [47]
48. Deze schepen zijn onderworpen aan bijzondere vereisten betreffende radio voor veiligheidsdoeleinden zoals vervat in de desbetreffende overeenkomst tussen Canada en de Verenigde Staten van Amerika. ^ [48]
49. Verwezen wordt naar het door de Organisatie goedgekeurde NAVTEX-handboek. ^ [49]
50. Verwezen wordt naar de aanbeveling inzake de verlening van diensten voor radiocommunicatie ten behoeve van het Wereldomvattend maritiem satelliet-communicatiesysteem, te ontwikkelen door de Organisatie (zie MSC55/25, bijlage 3). ^ [50]
51. Verwezen wordt naar de aanbeveling inzake de verlening van diensten voor radiocommunicatie ten behoeve van het Wereldomvattend maritiem satelliet-communicatiesysteem, te ontwikkelen door de Organisatie (zie MSC55/25, bijlage 3). ^ [51]
52. Verwezen wordt naar resolutie A.614(15) inzake het aan boord hebben van radarapparatuur die werkt binnen de frequentieband 9000-9500 MHz, aangenomen door de vijftiende Vergadering. ^ [52]
53. Hierbij zij opgemerkt dat het nodig kan zijn dat schepen bepaalde maritieme veiligheidsinformatie kunnen ontvangen terwijl zij in de haven liggen. ^ [53]

54. • 1. Het is niet vereist dat elke Verdragsluitende Regering voorzieningen treft voor alle radiocommunicatiesystemen.

    • 2. De vereisten dienen te worden gespecificeerd voor voorzieningen aan wal ten einde de verschillende zeegebieden te bestrijken.

    ^ [54]
55. Verwezen wordt naar de aanbeveling inzake het voorzien in radiocommunicatiesystemen voor het Wereldomvattend maritiem satelliet-communicatiesysteem, te ontwikkelen door de Organisatie (zie MSC 55/25, bijlage 3). ^ [55]
56. DSC-systemen (digital selective calling) voor alle schepen en de vereisten betreffende het aan boord hebben van HF-direct-printing telegraphy (NBDP) voor schepen met een bruto-inhoud van 300 ton of meer, maar minder dan 1600 ton, zijn onderworpen aan toetsing overeenkomstig resolutie A.606(15) - Toetsing en evaluatie van het wereldomvattend maritiem satelliet-communicatiesysteem. Tenzij anders aangegeven, is deze voetnoot van toepassing oρ alle in het Verdrag gestelde DSC- en NBDP-vereisten. ^ [56]
57. Bepaalde schepen kunnen worden vríjgesteld van dit vereiste (zie Voorschrift 9.4). ^ [57]
58. Bepaalde schepen kunnen worden vrijgesteld van dit vereiste (zie Voorschrift 9.4). ^ [58]
59. DSC-systemen (digital selective calling) voor alle schepen en de vereisten betreffende het aan boord hebben van HF-direct-printing telegraphy (NBDP) voor schepen met een bruto-inhoud van 300 ton of meer, maar minder dan 1600 ton, zijn onderworpen aan toetsing overeenkomstig resolutie A.606(15) - Toetsing en evaluatie van het wereldomvattend maritiem satelliet-communicatiesysteem. Tenzij anders aangegeven, is deze voetnoot van toepassing oρ alle in het Verdrag gestelde DSC- en NBDP-vereisten. ^ [59]
60. Verwezen wordt naar de aanbeveling inzake de verspreiding van maritieme veiligheidsinforraatie, te ontwikkelen door de Organisatie (zie MSC55/25, bijlage 8). ^ [60]
61. Afhankelijk van de beschikbaarheid van geschikte voorzieningen voor ontvangst en verwerking op de grond voor ieder oceaangebied dat valt binnen het bereik van INMARSAT-satellieten. ^ [61]
62. Aan dit vereiste kan worden voldaan door middel van INMARSAT-scheepssatellietstations die geschikt zijn yoor duρlex-verbindingen, zoals Standard-A of Standard-C scheepssatellietstations. Tenzij anders aangegeven is deze voetnoot van toepassing op alle in dit Hoofdstuk gestelde vereisten voor INMARSAT-scheepssatellietstations. ^ [62]
63. Een mogelijke methode voor het controleren van het vermogen van een accumulatorenbatterij is de batterij geheel te ontladen en weer op te laden, met gebruik van de gewone stroomsterkte en gedurende een gewone tijdsduur (bijv. 10 uur). Controle van de batterijen in opgeladen toestand is op ieder tijdsţip mogelijk, maar daarbij moet geen wezenlijke ontlading van de batterij plaats vinden wanneer het schip buitengaats is. ^ [63]
64. Verwezen wordt naar de volgende uitvoeringsnormen, door de Organisatie aangenomen bij de genoemde resoluties, of door de Organisatie op te stellen:

    • .1 Narrow-band direct-ρrinting equipment for the reception of navigational and meteorological warnings and urgent information to shiρs (Assembly resolution A.525(13)).

    • .2 General requirements for shipborne radio equipment forming part of the future global maritime distress and safety system (Assembly resolutionA.569(14)).

    • .3 Ship earth stations caρable of two-way communications (Assembly resolution A.608(15)).

    • .4 VHF radio installations capable of voice communications and digital selective calling (Assembly resolution A.609(15)).

    • .5 Shipborne MF radio installations capable of voice communications and digital selective calling (Assembly resolution A.610(15)).

    • .6 Shipborne MF/HF radio installations capable of voice communication, narrow-band direct-ρrinting and digital selective calling (Assembly resolution A.613(15)).

    • .7 Float-free satellite emergency position-indicating radio beacons operating on 406 MHz (Assembly resolution A.611(15)).

    • .8 Survival craft radar transponder for use in search and rescue operations (Assembly resolution A.604(15)).

    • .9 Float-free VHF emergency ρosition-indicating radio beacons (Assembly resolution A.612(15)).

    • .10 INMARSAT Standard-C ship earth stations caρable of transmitting and receiving direct-printing communications (MSC 55/25, annex 4).

    • .11 Enhanced group call equipment (MSC 55/25, annex 5).

    • .12 Float-free satellite emergency position-indicating radio beacons operating through the geostationary INMARSAT satellite system on 1.6 GHz (MSC55/25, annex 7).

    • .13 Float-free release and activation arrangements for emergency radio equipment (MSC 55/25, annex 6).

    ^ [64]
65. Verwezen wordt naar de aanbeveling inzake algemene vereisten ten aanzien van radioapparatuur aan boord van schepen die deel uitmaakt van het toekomstige Wereldomvattend maritiem satelliet-communicatiesysteem (resolutie A.569(14)). ^ [65]