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 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 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.

PART C. -CASUALTIES

Regulation 21. Casualties

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

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

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

PART A. GENERAL

Regulation 1. Application

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

  • 1.1.1 Unless expressly provided otherwise, parts B, B-1, B-2 and B-4 of this chapter shall only apply to ships:

    • .1 for which the building contract is placed on or after 1 January 2020; or

    • .2 in the absence of a building contract, the keel of which is laid or which are at a similar stage of construction on or after 1 July 2020; or

    • .3 the delivery of which is on or after 1 January 2024.

  • 1.1.2 Unless expressly provided otherwise, for ships not subject to the provisions of sub-paragraph 1.1.1 but constructed on or after 1 January 2009, the Administration shall:

    • .1 ensure that the requirements for parts B, B-1, B-2 and B-4 which are applicable under chapter II-1 of the International Convention for the Safety of Life at Sea, 1974, as amended by resolutions MSC.216(82), MSC.269(85) and MSC.325(90) are complied with; and

    • .2 ensure that the requirements of regulations 8-1.3 and 19-1 are complied with.

  • 1.1.1 Unless expressly provided otherwise, parts B, B-1, B-2 and B-4 of this chapter shall only apply to ships:

    • .1 for which the building contract is placed on or after 1 January 2020; or

    • .2 in the absence of a building contract, the keel of which is laid or which are at a similar stage of construction on or after 1 July 2020; or

    • .3 the delivery of which is on or after 1 January 2024.

  • 1.1.2 Unless expressly provided otherwise, for ships not subject to the provisions of subparagraph 1.1.1 but constructed on or after 1 January 2009, the Administration shall:

    • .1 ensure that the requirements in parts B, B-1, B-2 and B-4 which are applicable under chapter II-1 of the International Convention for the Safety of Life at Sea, 1974, as amended by resolutions MSC.216(82), MSC.269(85) and MSC.325(90) are complied with; and

    • .2 ensure that the requirements of regulation 19-1 are complied with.

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

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

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

  • 1.3 For the purpose of this chapter:

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

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

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

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

  • 2 Unless expressly provided otherwise, for ships constructed before 1 January 2009, the Administration shall:

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

    • .2 ensure that the requirements of regulations 8-1.3 and 19-1 are complied with.

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

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

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

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

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

Regulation 2. Definitions

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

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

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

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

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

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

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

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

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

  • 9. Draught (d) is the vertical distance from the keel line at:

    • .1 amidships, for ships subject to the provisions of regulation II-1/1.1.1.1; and

    • .2 the mid-point of the subdivision length (Ls), for ships not subject to the provisions of regulation II-1/1.1.1.1 but constructed on or after 1 January 2009;

    to the waterline in question.

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

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

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

  • 13. Trim is the difference between the draught forward and the draught aft, where the draughts are measured at the forward and aft:

    • .1 perpendiculars respectively, as defined in the International Convention on Load Lines in force, for ships subject to the provisions of regulation II-1/1.1.1.1; and

    • .2 terminals respectively, for ships not subject to the provisions of regulation II-1/1.1.1.1 but constructed on or after 1 January 2009;

    disregarding any rake of keel.

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

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

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

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

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

  • 19. Bulkhead deck in a passenger ship means the uppermost deck:

    • .1 to which the main bulkheads and the ship's shell are carried watertight, for ships subject to the provisions of regulation II-1/1.1.1.1; and

    • .2 at any point in the subdivision length (Ls) to which the main bulkheads and the ship's shell are carried watertight and the lowermost deck from which passenger and crew evacuation will not be impeded by water in any stage of flooding for damage cases defined in regulation 8 and in part B-2 of this chapter, for ships not subject to the provisions of regulation II-1/1.1.1.1 but constructed on or after 1 January 2009.

    The bulkhead deck may be a stepped deck. In a cargo ship not subject to the provisions of regulation II-1/1.1.1.1 but constructed on or after 1 January 2009, the freeboard deck may be taken as the bulkhead deck.

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

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

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

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

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

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

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

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

  • 26. 2008 IS Code means the International Code on Intact Stability, 2008, consisting of an introduction, part A (the provisions of which shall be treated as mandatory) and part B (the provisions of which shall be treated as recommendatory), as adopted by resolution MSC.267(85), provided that:

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

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

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

  • 28. IGF Code means the International Code of safety for ships using gases or other low-flashpoint fuels as adopted by the Maritime Safety Committee of the Organization by resolution MSC.391(95), 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.

  • 29. Low-flashpoint fuel means gaseous or liquid fuel having a flashpoint lower than otherwise permitted under regulation II-2/4.2.1.1.

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; or

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

PART A-1. STRUCTURE OF SHIPS

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

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

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

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

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

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

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

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

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

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

Regulation 3–3. Safe access to tanker bows

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

Regulation 3–4. Emergency towing arrangements and procedures

  • 1 Emergency towing arrangements on tankers

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

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

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

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

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

  • 2 Emergency towing procedures on ships

    • 2.1 This paragraph applies to:

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

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

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

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

    • 2.3 The procedure shall include:

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

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

      • .3 means and methods of communication; and

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

Regulation 3-5. New installation of materials containing asbestos

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

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

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

  • 1 Application

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

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

  • 2 Means of access to cargo and other spaces

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

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

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

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

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

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

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

  • 4 Ship structure access manual

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

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

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

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

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

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

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

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

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

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

  • 5 General technical specifications

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

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

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

Regulation 3-8. Towing and mooring equipment

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

Regulation 3-12. Protection against noise

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

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

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

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

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

  • 2 On ships delivered before 1 July 2018 and:

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

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

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

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

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

PART B. SUBDIVISION AND STABILITY

Regulation 4. General

  • 1 Unless expressly provided otherwise, the requirements in parts B-1 to B-4 shall apply to passenger ships.

  • 2 For cargo ships, the requirements in parts B-1 to B-4 shall apply as follows:

    • 2.1 In part B-1:

      • .1 Unless expressly provided otherwise, regulation 5 shall apply to cargo ships and regulation 5-1 shall apply to cargo ships other than tankers, as defined in regulation I/2(h);

      • .2 Regulation 6 to regulation 7-3 shall apply to cargo ships having a length (L) of 80 m and upwards, but may exclude those ships subject to the following instruments and shown to comply with the subdivision and damage stability requirements of that instrument:

        • .1 Annex I to MARPOL, except that combination carriers (as defined in SOLAS regulation II-2/3.14) with type B freeboards shall be in compliance with regulation 6 to regulation 7-3; or

        • .2 the International Code for the Construction and Equipment of Ships Carrying Dangerous Chemicals in Bulk (IBC Code); or

      • .3 the International Code for the Construction and Equipment of Ships Carrying Liquefied Gases in Bulk (IGC Code); or

      • .4 the damage stability requirements of regulation 27 of the 1966 Load Lines Convention as applied in compliance with resolutions A.320(IX) and A.514(13), provided that in the case of cargo ships to which regulation 27(9) applies, main transverse watertight bulkheads, to be considered effective, are spaced according to paragraph (12)(f) of resolution A.320(IX), except that ships intended for the carriage of deck cargo shall be in compliance with regulation 6 to regulation 7-3; or

      • .5 the damage stability requirements of regulation 27 of the 1988 Load Lines Protocol, except that ships intended for the carriage of deck cargo shall be in compliance with regulation 6 to regulation 7-3; or

      • .6 the subdivision and damage stability standards in other instruments developed by the Organization.

    • 2.2 Unless expressly provided otherwise, the requirements in parts B-2 and B-4 shall apply to cargo ships.

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

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

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

PART B-1. STABILITY

Regulation 5. Intact stability

  • 1 Every passenger ship, regardless of size, and every cargo ship having a length (L) of 24 m and upwards, shall be inclined upon its completion. The lightship displacement and the longitudinal, transverse and vertical position of its centre of gravity shall be determined. In addition to any other applicable requirements of the present regulations, ships having a length of 24 m and upwards shall as a minimum comply with the requirements of part A of the 2008 IS Code.

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

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

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

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

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

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

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

  • 2 The information should include:

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

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

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

  • 3 The intact and damage stability information required by regulation 5-1.2 shall be presented as consolidated data and encompass the full operating range of draught and trim. Applied trim values shall coincide in all stability information intended for use on board. Information not required for determination of stability and trim limits should be excluded from this information.

  • 4 If the damage stability is calculated in accordance with regulation 6 to regulation 7-3 and, if applicable, with regulations 8 and 9.8, a stability limit curve is to be determined using linear interpolation between the minimum required GM assumed for each of the three draughts ds, dp and dl. When additional subdivision indices are calculated for different trims, a single envelope curve based on the minimum values from these calculations shall be presented. When it is intended to develop curves of maximum permissible KG it shall be ensured that the resulting maximum KG curves correspond with a linear variation of GM.

  • 5 As an alternative to a single envelope curve, the calculations for additional trims may be carried out with one common GM for all of the trims assumed at each subdivision draught. The lowest values of each partial index As, Ap and Al across these trims shall then be used in the summation of the attained subdivision index A according to regulation 7.1. This will result in one GM limit curve based on the GM used at each draught. A trim limit diagram showing the assumed trim range shall be developed.

  • 6 When curves or tables of minimum operational metacentric height (GM) or maximum allowable KG versus draught are not provided, the master shall ensure that the operating condition does not deviate from approved loading conditions, or verify by calculation that the stability requirements are satisfied for this loading condition.

Regulation 6. Required subdivision index R

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

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

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

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

      Bijlage 10000053192.png

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

    • .3. In the case of passenger ships:

      Persons on board

      R

      N < 400

      R = 0.722

      400 ≤ N ≤ 1,350

      R = N / 7,580 + 0.66923

      1,350 < N ≤ 6,000

      R = 0.0369 × Ln (N + 89.048) + 0.579

      N > 6,000

      R = 1 – (852.5 + 0.03875 × N) / (N + 5,000)

      Where:

      N = total number of persons on board.

Regulation 7. Attained subdivision index A

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

    A = 0.4As + 0.4Ap + 0.2Al

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

    A = Σpisi

    where:

    i represents each compartment or group of compartments under consideration,

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

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

  • 2 As a minimum, the calculation of A shall be carried out at the level trim for the deepest subdivision draught ds and the partial subdivision draught dp. The estimated service trim may be used for the light service draught dl. If, in any anticipated service condition within the draught range from ds to dl, the trim variation in comparison with the calculated trims is greater than 0.5% of L, one or more additional calculations of A are to be performed for the same draughts but including sufficient trims to ensure that, for all intended service conditions, the difference in trim in comparison with the reference trim used for one calculation will be not more than 0.5% of L. Each additional calculation of A shall comply with regulation 6.1.

  • 3 When determining the positive righting lever (GZ) of the residual stability curve in the intermediate and final equilibrium stages of flooding, the displacement used should be that of the intact loading condition. All calculations should be done with the ship freely trimming.

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

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

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

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

Regulation 7-1. Calculation of the factor pi

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

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

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

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

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

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

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

    If the damage involves a single zone only:

    Bijlage 10000053233.png

    If the damage involves two adjacent zones:

    Bijlage 10000053234.png

    If the damage involves three or more adjacent zones:

    Bijlage 10000053235.png

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

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

      Overall normalized max damage length: Jmax = 10/33

      Knuckle point in the distribution: Jkn = 5/33

      Cumulative probability at Jkn: pk = 11/12

      Maximum absolute damage length: lmax = 60 m

      Length where normalized distribution ends: L* = 260 m

      Probability density at J = 0:

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

      The non-dimensional damage length:

      Bijlage 10000053243.png

      The normalized length of a compartment or group of compartments:

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

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

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

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

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

      Bijlage 10000053249.png

      where:

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

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

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

        Bijlage 10000053253.png

Regulation 7-2. Calculation of the factor si

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

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

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

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

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

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

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

      si = minimum { sintermediate,i or sfinal,i · smom,i }

      where:

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

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

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

  • 2 For passenger ships, and cargo ships fitted with cross-flooding devices, the factor sintermediate,i is taken as the least of the s-factors obtained from all flooding stages including the stage before equalization, if any, and is to be calculated as follows:

    Bijlage 10000057221.png

    where GZmax is not to be taken as more than 0.05 m and Range as not more than 7°. sintermediate,i = 0, if the intermediate heel angle exceeds 15° for passenger ships and 30° for cargo ships.

    For cargo ships not fitted with cross-flooding devices the factor sintermediate,i is taken as unity, except if the Administration considers that the stability in intermediate stages of flooding may be insufficient, it should require further investigation thereof.

    For passenger and cargo ships, where cross-flooding devices are fitted, the time for shall not exceed 10 min.

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

    Bijlage 10000057222.png

    where:

    GZ max is not to be taken as more than TGZmax;

    Range is not to be taken as more than TRange;

    TGZ max = 0.20 m, for ro-ro passenger ships each damage case that involves a ro-ro space,

    TGZ max = 0.12 m, otherwise;

    T Range = 20°, for ro-ro passenger ships each damage case that involves a ro-ro space,

    T Range = 16°, otherwise;

    K = 1 if θe θmin

    K = 0 if θe θmax

    K =

    Bijlage 10000057224.png

    where:

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

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

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

    Bijlage 10000057223.png

    where:

    Displacement is the intact displacement at the respective draught (ds, dpor dl).

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

    s mom, i ≤ 1

    • 4.1 The heeling moment Mheel is to be calculated as follows:

      M heel = maximum (Mpassenger or Mwind or Msurvivalcraft)

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

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

        where:

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

        B is the breadth of the ship as defined in regulation 2.8.

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

      • 4.1.2 M wind is te maximum assumed wind moment acting in a damage situation:

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

        where:

        P = 120 N/m2;

        A = projected lateral area above waterline;

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

        T = respective draught (ds, dpor dl).

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

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

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

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

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

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

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

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

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

      • .1. the lower edge of openings through which progressive flooding may take place and such flooding is not accounted for in the calculation of factor si.

        Such openings shall include air-pipes, ventilators and openings which are closed by means of weathertight doors or hatch covers; and

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

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

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

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

      • .3 immersion of any part of piping or ventilation ducts located within the assumed extent of damage and carried through a watertight boundary if this can lead to the progressive flooding of compartments not assumed as flooded.

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

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

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

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

      Bijlage 10000053227.png

      where:

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

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

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

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

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

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

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

        Bijlage 10000053228.png
        Bijlage 10000053229.png

        where:

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

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

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

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

      Bijlage 10000053230.png

      where:

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

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

Regulation 7-3. Permeability

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

    Spaces

    Permeability

    Appropriated to stores

    Occupied by accommodation

    Occupied by machinery

    Void spaces

    Intended for liquids

    0.60

    0.95

    0.85

    0.95

    0 or 0.951)

    1) Whichever results in the more severe requirement.

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

    Spaces

    Permeability at draught ds

    Permeability at draught dp

    Permeability at draught dl

    Dry cargo spaces

    Container spaces

    Ro-ro spaces

    Cargo liquids

    0.70

    0.70

    0.90

    0.70

    0.80

    0.80

    0.90

    0.80

    0.95

    0.95

    0.95

    0.95

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

Regulation 8. Special requirements concerning passenger ship stability

  • 1 A passenger ship intended to carry 400 or more persons shall have watertight subdivision abaft the collision bulkhead so that si = 1 for a damage involving all the compartments within 0.08L measured from the forward perpendicular for the three loading conditions used to calculate the attained subdivision index A. If the attained subdivision index A is calculated for different trims, this requirement shall also be satisfied for those loading conditions.

  • 2 A passenger ship intended to carry 36 or more persons is to be capable of withstanding damage along the side shell to an extent specified in paragraph 3. Compliance with this regulation is to be achieved by demonstrating that si, as defined in regulation 7-2, is not less than 0.9 for the three loading conditions used to calculate the attained subdivision index A. If the attained subdivision index A is calculated for different trims, this requirement shall also be satisfied for those loading conditions.

  • 3 The damage extent to be assumed when demonstrating compliance with paragraph 2, is to be dependent on the total number of persons carried, and L, such that:

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

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

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

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

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

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

  • 1 Application

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

  • 2 Availability of essential systems in case of flooding damage

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

  • 3 Operational information after a flooding casualty

    • 3.1 For the purpose of providing operational information to the master for safe return to port after a flooding casualty, passenger ships, as specified in paragraph 1, shall have:

      • .1 an onboard stability computer; or

      • .2 shore-based support,

        based on the guidelines developed by the Organization.

    • 3.2 Passenger ships constructed before 1 January 2014 shall comply with the provisions in paragraph 3.1 not later than the first renewal survey after 1 January 2025.

PART B-2. SUBDIVISION, WATERTIGHT AND WEATHERTIGHT INTEGRITY

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

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

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

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

    h = B/20

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

  • 3.1 Small wells constructed in the double bottom in connection with drainage arrangements shall not extend downward more than necessary. The vertical distance from the bottom of such a well to a plane coinciding with the keel line shall not be less than h/2 or 500 mm, whichever is greater, or compliance with paragraph 8 of this regulation shall be shown for that part of the ship.

  • 3.2 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.

    • 3.2.1 For a cargo ship of 80 m in length and upwards or for a passenger ship, proof of equivalent protection is to be shown by demonstrating that the ship is capable of withstanding bottom damages as specified in paragraph 8. Alternatively, wells for lubricating oil below main engines may protrude into the double bottom below the boundary line defined by the distance h provided that the vertical distance between the well bottom and a plane coinciding with the keel line is not less than h/2 or 500 mm, whichever is greater.

    • 3.2.2 For cargo ships of less than 80 m in length the arrangements shall provide a level of safety to the satisfaction of the Administration.

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

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

  • 6 Any part of a cargo ship of 80 m in length and upwards or of a passenger ship that is not fitted with a double bottom in accordance with paragraphs 1, 4 or 5, as specified in paragraph 2, shall be capable of withstanding bottom damages, as specified in paragraph 8, in that part of the ship. For cargo ships of less than 80 m in length the alternative arrangements shall provide a level of safety to the satisfaction of the Administration.

  • 7 In the case of unusual bottom arrangements in a cargo ship of 80 m in length and upwards or a passenger ship, it shall be demonstrated that the ship is capable of withstanding bottom damages as specified in paragraph 8. For cargo ships of less than 80 m in length the alternative arrangements shall provide a level of safety to the satisfaction of the Administration.

  • 8 Compliance with paragraphs 3.1, 3.2.1, 6 or 7 is to be achieved by demonstrating that si, when calculated in accordance with regulation 7-2, is not less than 1 for all service conditions when subject to bottom damage with an extent specified in subparagraph .2 below for any position in the affected part of the ship:

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

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

       

      For 0.3 L from the forward perpendicular of the ship

      Any other part of the ship

      Longitudinal extent

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

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

      Transverse extent

      B/6 or 10 m, whichever is less

      B/6 or 5 m, whichever is less

      Vertical extent, measured from the keel line

      B/20, to be taken not less than 0.76 m and not more than 2 m

      B/20, to be taken not less than 0.76 m and not more than 2 m

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

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

Regulation 10. Construction of watertight bulkheads

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

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

Regulation 11. Initial testing of watertight bulkheads, etc.

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

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

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

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

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

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

  • 2 The ship shall be so designed that si calculated in accordance with regulation 7-2 will not be less than 1 at the deepest subdivision draught loading condition, level trim or any forward trim loading conditions, if any part of the ship forward of the collision bulkhead is flooded without vertical limits.

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

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

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

    • .3 at a distance 3 m forward of the forward perpendicular,

    whichever gives the smallest measurement.

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

  • 5 No doors, manholes, access openings, ventilation ducts or any other openings shall be fitted in the collision bulkhead below the bulkhead deck of passenger ships and the freeboard deck of cargo ships.

  • 6.1 Except as provided in paragraph 6.2, the collision bulkhead may be pierced below the bulkhead deck of passenger ships and the freeboard deck of cargo ships by not more than one pipe for dealing with fluid in the forepeak tank, provided that the pipe is fitted with a screw-down valve capable of being operated from above the bulkhead deck of passenger ships and the freeboard deck of cargo ships, the valve being located inside the forepeak at 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. Alternatively, for cargo ships, the pipe may be fitted with a butterfly valve suitably supported by a seat or flanges and capable of being operated from above the freeboard deck. All valves shall be of steel, bronze or other approved ductile material. Valves of ordinary cast iron or similar material are not acceptable.

  • 6.2 If the forepeak is divided to hold two different kinds of liquids the Administration may allow the collision bulkhead to be pierced below the bulkhead deck of passenger ships and the freeboard deck of cargo ships by two pipes, each of which is fitted as required by paragraph 6.1, provided the Administration is satisfied that there is no practical alternative to the fitting of such a second pipe and that, having regard to the additional subdivision provided in the forepeak, the safety of the ship is maintained.

  • 7 Where a long forward superstructure is fitted, the collision bulkhead shall be extended weathertight to the deck next above the bulkhead deck of passenger ships and the freeboard deck of cargo ships. The extension need not be fitted directly above the bulkhead below provided that all parts of the extension, including any part of the ramp attached to it are located within the limits prescribed in paragraph 1 or 3, with the exception permitted by paragraph 8 and that the part of the deck which forms the step is made effectively weathertight. The extension shall be so arranged as to preclude the possibility of the bow door or ramp, where fitted, causing damage to it in the case of damage to, or detachment of, a bow door or any part of the ramp.

  • 8 Where bow doors are fitted and a sloping loading ramp forms part of the extension of the collision bulkhead above the bulkhead deck of passenger ships and the freeboard deck of cargo ships the ramp shall be weathertight over its complete length. In cargo ships the part of the ramp which is more than 2.3 m above the freeboard deck may extend forward of the limit specified in paragraph 1 or 3. Ramps not meeting the above requirements shall be disregarded as an extension of the collision bulkhead.

  • 9 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.

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

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

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

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

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

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

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

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

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

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

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

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

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

  • 7.1 Each power-operated sliding watertight door:

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

Regulation 14. Passenger ships carrying goods vehicles and accompanying personnel

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

Regulation 15-1. External openings in cargo ships

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

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

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

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

Regulation 16. Construction and initial tests of watertight closures

  • 1.1 The design, materials and construction of all watertight closures such as doors, hatches, sidescuttles, gangway and cargo ports, valves, pipes, ash-chutes and rubbish-chutes referred to in these regulations shall be to the satisfaction of the Administration.

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

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

  • 2 Watertight doors and hatches shall be tested by water pressure to the maximum head of water they might sustain in a final or intermediate stage of flooding. For cargo ships not covered by damage stability requirements, watertight doors and hatches shall be tested by water pressure to a head of water measured from the lower edge of the opening to one metre above the freeboard deck. Where testing of individual doors and hatches is not carried out because of possible damage to insulation or outfitting items, testing of individual doors and hatches may be replaced by a prototype pressure test of each type and size of door or hatch with a test pressure corresponding at least to the head required for the individual location. The prototype test shall be carried out before the door or hatch is fitted. The installation method and procedure for fitting the door or hatch on board shall correspond to that of the prototype test. When fitted on board, each door or hatch shall be checked for proper seating between the bulkhead, the frame and the door or between deck, the coaming and the hatch.

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

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

  • 2 In passenger ships, where a ventilation trunk passing through a structure penetrates a watertight area of 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 during flooding, in accordance with regulation 7-2.

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

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

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

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

  • 3 Air pipes terminating within a superstructure which are not fitted with watertight means of closure shall be considered as unprotected openings when applying regulation 7-2.6.1.1.

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

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

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

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

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

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

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

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

PART B-3. SUBDIVISION LOADLINE ASSIGNMENT FOR PASSENGER SHIPS

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

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

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

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

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

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

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

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

PART B-4. STABILITY MANAGEMENT

Regulation 19. Damage control information

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

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

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

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

Regulation 19-1. Damage control drills for passenger ships

  • 1 This regulation applies to passenger ships constructed before, on or after 1 January 2020.

  • 2 A damage control drill shall take place at least every three months. The entire crew need not participate in every drill, but only those crew members with damage control responsibilities.

  • 3 The damage control drill scenarios shall vary each drill so that emergency conditions are simulated for different damage conditions and shall, as far as practicable, be conducted as if there were an actual emergency.

  • 4 Each damage control drill shall include:

    • .1 for crew members with damage control responsibilities, reporting to stations and preparing for the duties described in the muster list required by regulation III/8;

    • .2 use of the damage control information and the on board damage stability computer, if fitted, to conduct stability assessments for the simulated damage conditions;

    • .3 establishment of the communications link between the ship and shore-based support, if provided;

    • .4 operation of watertight doors and other watertight closures;

    • .5 demonstrating proficiency in the use of the flooding detection system, if fitted, in accordance with muster list duties;

    • .6 demonstrating proficiency in the use of cross-flooding and equalization systems, if fitted, in accordance with muster list duties;

    • .7 operation of bilge pumps and checking of bilge alarms and automatic bilge pump starting systems; and

    • .8 instruction in damage survey and use of the ship's damage control systems.

  • 5 At least one damage control drill each year shall include activation of the shore-based support, if provided in compliance with regulation II-1/8-1.3, to conduct stability assessments for the simulated damage conditions.

  • 6 Every crew member with assigned damage control responsibilities shall be familiarized with their duties and about the damage control information before the voyage begins.

  • 7 A record of each damage control drill shall be maintained in the same manner as prescribed for the other drills in regulation III/19.5.

Regulation 20. Loading of ships

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

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

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

  • 1 Operational tests of watertight doors, sidescuttles, valves and closing mechanisms of scuppers, ash-chutes and rubbish-chutes shall take place weekly. In ships in which the voyage exceeds one week in duration a complete set of operational tests shall be held before the voyage commences, and others thereafter at least once a week during the voyage.

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

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

  • 4 A record of all operational tests and inspections required by this regulation shall be recorded in the logbook with an explicit record of any defects which may be disclosed.

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

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

  • 2 Watertight doors located below the bulkhead deck of passenger ships and the freeboard deck of cargo ships having a maximum clear opening width of more than 1.2 m shall be kept closed during navigation, except for limited periods when absolutely necessary as determined by the Administration.

  • 3 A watertight door may be opened during navigation to permit the passage of passengers or crew, or when work in the immediate vicinity of the door necessitates it being opened. The door must be immediately closed when transit through the door is complete or when the task which necessitated it being open is finished. The Administration shall authorize that such a watertight door may be opened during navigation only after careful consideration of the impact on ship operations and survivability taking into account guidance issued by the Organization. A watertight door permitted to be opened during navigation shall be clearly indicated in the ship’s stability information and shall always be ready to be immediately closed.

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

  • 5 Watertight doors fitted in watertight bulkheads dividing cargo between deck spaces in accordance with regulation 13.9.1 shall be closed before the voyage commences and shall be kept closed during navigation. The time at which such doors are opened or closed shall be recorded in such log-book as may be prescribed by the Administration.

  • 6 Gangway, cargo and fuelling ports fitted below the bulkhead deck of passenger ships and the freeboard deck of cargo ships shall be effectively closed and secured watertight before voyage commences, and shall be kept closed during navigation.

  • 7 The following doors, located above the bulkhead deck of passenger ships and the freeboard deck of cargo ships, shall be closed and locked before the voyage commences 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 7.1;

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

    • .4 ramps forming an alternative closure to those defined in paragraphs 7.1 to 7.3 inclusive.

  • 8 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.

  • 9 Notwithstanding the requirements of paragraphs 7.1 and 7.4, 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.

  • 10 The master shall ensure that an effective system of supervision and reporting of the closing and opening of the doors referred to in paragraph 7 is implemented.

  • 11 The master shall ensure, before any voyage commences, that an entry in such log-book as may be prescribed by the Administration is made of the time the doors specified in paragraph 12 are closed and the time at which particular doors are opened in accordance with paragraph 13.

  • 12 Hinged doors, portable plates, sidescuttles, gangway, cargo and bunkering ports and other openings, which are required by these regulations to be kept closed during navigation, shall be closed before the voyage commences. The time at which such doors are opened and closed (if permissible under these regulations) shall be recorded in such log-book as may be prescribed by the Administration.

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

    • .1 The time at which such sidescuttles are opened in port and closed and locked before the voyage commences shall be recorded in such log-book as may be prescribed by the Administration.

    • .2 For any ship that has one or more sidescuttles so placed that the requirements of paragraph 13 would apply when it was floating at its deepest subdivision draught, the Administration may indicate the limiting mean draught at which these sidescuttles will have their sills above the line drawn parallel to the bulkhead deck at side of passenger ships and the freeboard deck at side of cargo ships, and having its lowest point 1.4 m plus 2.5% of the breadth of the ship above the waterline corresponding to the limiting mean draught, and at which it will therefore be permissible for the voyage to commence without them being closed and locked and to be opened during navigation on the responsibility of the master during navigation. In tropical zones as defined in the International Convention on Load Lines in force, this limiting draught may be increased by 0.3 m.

  • 14 Sidescuttles and their deadlights which will not be accessible during navigation shall be closed and secured before the voyage commences.