1998L0018 — EN — 30.07.2003 — 004.001 — 1
This document is meant purely as a documentation tool and the institutions do not assume any liability for its contents
►B COUNCILDIRECTIVE98/18/EC
of17March1998
onsafetyrulesandstandardsforpassengerships
(OJ L 144, 15.5.1998, p. 1)
Amended by:
Official Journal
No page date
►M1Commission Directive 2002/25/EC of 5 March2002 L 98 1 15.4.2002
►M2Directive 2002/84/EC of the European Parliament and of the Council of
5 November 2002L 324 53 29.11.2002
►M3Directive 2003/24/EC of the European Parliament and of the Council of
14 April 2003L 123 18 17.5.2003
►M4Commission Directive 2003/75/EC of 29 July 2003 L 190 6 30.7.2003
Corrected by:
►C1Corrigendum, OJ L 113, 12.5.2000, p. 55 (98/18/EC)
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COUNCILDIRECTIVE98/18/EC
of17March1998
onsafetyrulesandstandardsforpassengerships
THE COUNCIL OF THE EUROPEAN UNION,
Having regard to the Treaty establishing the European Community, and
in particular Article 84(2) thereof,
Having regard to the proposal from the Commission(1),
Having regard to the opinion of the Economic and Social
Committee(2),
Acting in accordance withth e procedure laid down in Article 189c of
the Treaty(3),
(1)Whereas within the framework of the common transport policy
further measures must be adopted to enhance safety in maritimetransport;
(2)Whereas the Community is seriously concerned about the latestshipping casualties in which passenger ships were involvedresulting in a massive loss of life; whereas persons using
passenger ships and high speed passenger craft throughout the
Community have the right to expect and to rely on an appro-priate level of safety on board;
(3)Whereas work equipment and personal protective equipment ofworkers are not covered by this Directive, because the provisionsof Council Directive 89/391/EEC of 12 June 1989 on the intro-
duction of measures to encourage improvements in the safety
and health of workers at work(
4) and the relevant provisions of
its relevant individual directives are applicable to the use of suchequipment on passenger ships engaged on domestic voyages;
(4)Whereas the provision of maritime passenger transport servicesbetween Member States has already been liberalised by Regula-
tion (EEC) No 4055/86(
5); whereas the application of the
principle of freedom to provide services to maritime transportwithin Member States (maritime cabotage), provided for byRegulation (EEC) No 3577/92(
6), will be completed throughout
the Community within the next few years;
(5)Whereas to attain a high level of safety, and to remove barriersto trade, it is necessary to establishh armonised safety standards
at an appropriate level for passenger ships and craft operating
domestic services; whereas standards for vessels operating inter-national voyages are being developed within the InternationalMaritime Organisation (IMO); whereas this Directive introducesprocedures to request action at IMO in order to bring in line the
standards for international voyages with the standards of this
Directive;
(6)Whereas, as proposed by the Commission in its communication‘A Common Policy on Safe Seas’, the Council, in its Resolutionof 8 June 1993 on a common policy on safe seas(
7), and the
European Parliament, inter alia in its Resolution on safety atsea
of 27 October 1994(8), urged the Commission to submit as soon1998L0018 — EN — 30.07.2003 — 004.001 — 2
(1) OJ C 238, 16.8.1996, p. 1.
(2) OJ C 212, 22.7.1996, p. 21.
(3) Opinion of the European Parliament of 5 September 1996 (OJ C 277,
23.9.1996, p. 19), Council Common Position of 17 June 1997 (OJ C 293,
26.9.1997, p. 1) and Decision of the European Parliament of 6 November
1997 (OJ C 358, 24.11.1997, p. 27).
(4) OJ L 183, 29.6.1989, p. 1.
(5) OJ L 378, 31.12.1986, p. 1.
(6) OJ L 364, 12.12.1992, p. 7.
(7) OJ C 271, 7.10.1993, p. 1.
(8) OJ C 323, 21.11.1994, p. 176.
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as possible formal proposals concerning safety rules for
passenger ships when engaged on domestic voyages;
(7)Whereas, in view, in particular, of the internal market dimensionof maritime passenger transport, action at Community level isthe only possible way to establish a common level of safety forships throughout the Community;
(8)Whereas, in view of the proportionality principle, a Council
Directive is the appropriate legal instrument as it provides a
framework for a uniform and compulsory application of thesafety standards by Member States, while leaving to eachMember State the right to decide the implementation tools thatbest fit its internal system;
(9)Whereas in the interests of improving safety and avoiding distor-
tions of competition the common safety requirements should
apply to passenger ships and high speed passenger craft engagedon domestic voyages in the Community, irrespective of the flagthey fly; whereas it is however necessary to exclude some cate-gories of ships for which the rules of this Directive are
technically unsuitable or economically unviable;
(10)Whereas passenger ships should be divided into different classes
depending upon the range and conditions of the sea areas inwhich they operate; whereas high speed passenger craft shouldbe categorised in accordance with the provisions of the HighSpeed Craft Code established by the IMO;
(11)Whereas the main reference framework for the safety standardsshould be the 1974 Safety of Life at Sea Convention, asamended, which encompasses internationally agreed standardsfor passenger ships and high speed passenger craft engaged oninternational voyages, as well as appropriate Resolutions by the
IMO and other measures complementing and interpreting this
Convention;
(12)Whereas the various classes of both new and existing passengerships require a different approach for establishing safety require-ments guaranteeing an equivalent safety level in view of the
specific needs and limitations of these various classes; whereas
it is appropriate to make distinctions in the safety requirementsto be respected between new and existing ships since imposingthe rules for new ships on existing ships would imply suchextensive structural changes as to make them economically unvi-able;
(13)Whereas the financial and technical implications arising from theupgrading of existing ships to the standards provided for by theDirective justify certain transitional periods; whereas in the lightof the very significant number of islands in Greece, and the needto maintain constant frequent maritime connections between
them and the serious effect on such transport operations and
related employment which would arise by immediate applicationof major upgrading requirements to existing ships of more than27 years of age on 1 October 2000, it is appropriate to providefor derogations from these requirements for such vessels oper-
ating exclusively between ports in Greece, the operation of
which will cease on all domestic voyages in the Communitynot later than on the date on which they reach the age of 35years;
(14)Whereas in view of the substantial differences in conception,construction and use of high speed passenger craft compared to
traditional passenger ships, such craft should be required to
respect special rules;
(15)Whereas shipborne marine equipment, complying with the provi-sions of Council Directive 96/98/EC of 20 December 1996 onmarine equipment(
1), when installed on board a passenger ship,1998L0018 — EN — 30.07.2003 — 004.001 — 3
(1) OJ L 46, 17.2.1997, p. 25.
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should not be subject to additional tests since such equipment is
already subject to the standards and procedures of that Directive;
(16)Whereas in order to ensure full application of this Directive,Member States should lay down a system of penalties forbreaching the national provisions adopted pursuant to this Direc-tive and may control the compliance with the provisions of thisDirective based on those envisaged in Council Directive 95/21/EC of 19 June 1995 concerning the enforcement, in respect of
shipping using Community ports and sailing in the waters under
jurisdiction of the Member States, of international standards forship safety, pollution prevention and shipboard living andworking conditions (port State control)(
1);
(17)Whereas, subject to control under the Committee procedure,
Member States may adopt additional safety requirements if justi-
fied by local circumstances, permit the use of equivalentstandards, or adopt exemptions from the provisions of this Direc-tive under certain operating conditions, or adopt safeguardmeasures in exceptional dangerous circumstances;
(18)Whereas it is necessary for a Committee composed of the repre-sentatives of the Member States to assist the Commission in theeffective application of this Directive; whereas the Committeeset up in Article 12 of Council Directive 93/75/EC of 13September 1993 concerning minimum requirements for vesselsbound for or leaving Community ports and carrying dangerous
or polluting goods(
2) can assume this function;
(19)Whereas certain provisions of this Directive, as well as Annex I,
may be adapted through this Committee to take account ofdevelopments at international level and specifically amendmentsto International Conventions;
(20)Whereas for the control of the effective implementation andenforcement of this Directive, surveys are to be carried out onnew and existing passenger ships and craft; whereas compliancewith this Directive has to be certified by or on behalf of theadministration of the flag State,
HAS ADOPTED THIS DIRECTIVE:
Article 1
Purpose
The purpose of this Directive is to introduce a uniform level of safety
of life and property on new and existing passenger ships and high
speed passenger craft, when both categories of ships and craft are
engaged on domestic voyages, and to lay down procedures for negotia-tion at international level with a view to a harmonisation of the rulesfor passenger ships engaged on international voyages.
Article 2
Definitions
For the purpose of this Directive and its Annexes,
(a) ‘International Conventions’ means the 1974 International
Convention for the Safety of Life at Sea (the 1974 Solas Conven-tion), and the 1966 International Convention on Load Lines,together with Protocols and amendments thereto, in their up-to-
date versions;
(b) ‘Intact Stability Code’ means the ‘Code on Intact Stability for all
types of ships covered by IMO Instruments’ contained in IMO1998L0018 — EN — 30.07.2003 — 004.001 — 4
(1) OJ L 157, 7.7.1995, p. 1.
(2) OJ L 247, 5.10.1993, p. 19.▼M2
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Assembly Resolution A.749(18) of 4 November 1993, in its up-
to-date version;
(c) ‘HighSpeed Craft Code’ means th e ‘International Code for
Safety of HighSpeed Craft’ contained in IMO Maritime Safety
Committee Resolution MSC 36 (63) of 20 May 1994, in its up-to-date version;
(d) ‘GMDSS’ means the Global Maritime Distress and Safety
System as laid down in Chapter IV of the 1974 Solas Conven-tion, in its up-to-date version;
(e) ‘a passenger ship’ means a ship which carries more than 12
passengers;
(ea) ‘ro-ro passenger ship’ means a ship carrying more than 12
passengers, having ro-ro cargo spaces or special category spaces,as defined in regulation II-2/A/2 contained in Annex I;
(f) ‘a high speed passenger craft’ means a high speed craft as
defined in Regulation X/1 of the 1974 Solas Convention, in its
up-to-date version, which carries more than 12 passengers;
passenger ships engaged on domestic voyages in sea areas ofClass B, C or D shall not be considered as high speed passengercraft when:
— their displacement corresponding to the design waterline is
less than 500 m
3, and
— their maximum speed, as defined in paragraph 1.4.30 of the
HighSpeed Craft Code, is less th an 20 knots;
(g) ‘a new ship’ means a ship the keel of which is laid or which is at
a similar stage of construction on or after the date established byArticle 14(1). A similar stage of construction means the stage atwhich:
(i) construction identifiable witha specific sh ip begins; and
(ii) assembly of that ship has commenced comprising at least 50
tonnes or 1 % of the estimated mass of all structural mate-rial, whichever is less;
(h) ‘an existing ship’ means a ship which is not a new ship;
(ha) ‘age’ means the age of the ship, expressed in number of years
after the date of its delivery;
(i) ‘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;
(j) ‘length of a ship’ unless expressly provided otherwise, means
96 % of the total length on a water line at 85 % of the least
moulded depth measured from the top of the keel, or the length
from the fore side of the stem to the axis of the rudder stock onthat waterline, if that be greater. In ships designed with a rake ofkeel the waterline on which this length is measured shall beparallel to the designed waterline;
(k) ‘bow height’ means the bow height defined in Regulation 39 of
the 1966 International Convention on Load Lines as the vertical
distance at the forward perpendicular between the waterlinecorresponding to the assigned summer freeboard and thedesigned trim and the top of the exposed deck at side;
(l) ‘ship with a full deck’ means a ship that is provided with a
complete deck, exposed to weather and sea, which has permanentmeans of closing all openings in the weatherpart thereof and1998L0018 — EN — 30.07.2003 — 004.001 — 5
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below which all openings in the sides of the ship are fitted with
permanent means of at least weathertight closing.
The complete deck may be a watertight deck or equivalent struc-
ture consisting of a non-watertight deck completely covered by aweathertight structure of adequate strength to maintain the weath-
ertight integrity and fitted with weathertight closing appliances;
(m) ‘international voyage’ means a voyage by sea from a port of a
Member State to a port outside that Member State, or conversely;
(n) ‘domestic voyage’ means a voyage in sea areas from a port of a
Member State to the same or another port within that Member
State;
(o) ‘sea area’ means an area as established pursuant to the provision
of Article 4(2).
However, for the application of the provisions on radiocommuni-
cation the definitions of sea areas will be those defined in
Regulation 2, Chapter IV of the 1974 Solas Convention;
(p) ‘port area’ means an area other than a sea area, as defined by the
Member States, extending to the outermost permanent harbour
works forming an integral part of the harbour system, or to the
limits defined by natural geographical features protecting anestuary or similar sheltered area;
(q) ‘place of refuge’ means any naturally or artificially sheltered area
which may be used as a shelter by a ship or craft under condi-tions likely to endanger its safety;
(r) ‘administration of the flag State’ means the competent authorities
of the State whose flag the ship or craft is entitled to fly;
(s) ‘host State’ means a Member State to or from whose port(s) a
ship or craft, flying another flag than the flag of that MemberState, is carrying out domestic voyages;
(t) ‘recognised organisation’ means an organisation recognised in
conformity withArticle 4 of Council Directive 94/57/EC of 22November 1994 on common rules and standards for ship inspec-tion and survey organisations and for the relevant activities of
maritime administrations(
1);
(u) ‘a mile’ is 1 852 metres;
(v) ‘significant wave height’ is the average height of the one third
highest observed wave heights over a given period;
(w) ‘persons with reduced mobility’ means anyone who has a parti-
cular difficulty when using public transport, including elderly
persons, disabled persons, persons withsensory impairments andwheelchair users, pregnant women and persons accompanyingsmall children.
Article 3
Scope
1. This Directive applies to:(a) new passenger ships;
(b) existing passenger ships of 24 metres in length and above;(c) high speed passenger craft,
regardless of their flag, when engaged on domestic voyages.
Each Member State, in its capacity as host State, shall ensure that
passenger ships and high speed passenger craft, flying the flag of aState which is not a Member State, fully comply with the requirements1998L0018 — EN — 30.07.2003 — 004.001 — 6
(1) OJ L 319, 12.12.1994, p. 20. Directive as last amended by Commission
Directive 97/58/EC (OJ L 274, 7.10.1997, p. 8).▼M3
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of this Directive, before they may be engaged on domestic voyages in
that Member State.
2. This Directive does not apply to:
(a) passenger ships, which are:
— ships of war and troopships,
— ships not propelled by mechanical means,— vessels constructed in material other than steel or equivalent
and not covered by the standards concerning High Speed
Craft (Resolution MSC 36 (63)) or Dynamically SupportedCraft (Resolution A.373 (X)),
— wooden ships of primitive build,
— original, and individual replicas of, historical passenger ships
designed before 1965, built predominantly withth e originalmaterials,
— pleasure yachts unless they are or will be crewed and
carrying more than 12 passengers for commercial purposes,
— ships exclusively engaged in port areas;
(b) high speed passenger craft, which are:
— craft of war and troopcraft,
— pleasure craft, unless they are or will be crewed and carrying
more than 12 passengers for commercial purposes, and
— craft exclusively engaged in port areas.
Article 4
Classesofpassengerships
1. Passenger ships are divided into the following classes according
to the sea area in which they operate:
‘Class A’ means a passenger ship engaged on domestic voyages
other than voyages covered by Classes B, C and D.
‘Class B’ means a passenger ship engaged on domestic voyages in
the course of which it is at no time more than 20 miles
from the line of coast, where shipwrecked persons canland, corresponding to the medium tide height.
‘Class C’ means a passenger ship engaged on domestic voyages in
sea areas where the probability of exceeding 2,5 m signif-icant wave height is smaller than 10 % over a one-yearperiod for all-year-round operation, or over a specific
restricted period of the year for operation exclusively in
suchperiod (e.g. summer period operation), in th e courseof which it is at no time more than 15 miles from a placeof refuge, nor more than 5 miles from the line of coast,where shipwrecked persons can land, corresponding to
the medium tide height.
‘Class D’ means a passenger ship engaged on domestic voyages in
sea areas where the probability of exceeding 1,5 m signif-icant wave height is smaller than 10 % over a one-yearperiod for all-year-round operation, or over a specificrestricted period of the year for operation exclusively insuchperiod (e.g. summer period operation), in th e course
of which it is at no time more than 6 miles from a place of
refuge, nor more than 3 miles from the line of coast,where shipwrecked persons can land, corresponding tothe medium tide height.
2. EachMember State sh all:
(a) establish, and update, when necessary, a list of sea areas under its
jurisdiction, delimiting the zones for all-year-round operation and,1998L0018 — EN — 30.07.2003 — 004.001 — 7
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where appropriate, restricted periodical operation of the classes of
ships, using the criteria for classes set out in paragraph 1;
(b) publish the list in a public database available on the Internet site
of the competent maritime authority;
(c) notify to the Commission the location of such information, and
when modifications are made to the list.
3. For high speed passenger craft the categories defined in Chapter 1
(1.4.10) and (1.4.11) of the High Speed Craft Code shall apply.
Article 5
Application
1. Both new and existing passenger ships and high speed passenger
craft when engaged on domestic voyages shall comply with the rele-vant safety rules laid down in this Directive.
2. Member States shall not withhold from operation, for reasons
arising from this Directive, passenger ships or high speed passengercraft, when engaged on domestic voyages, which comply with therequirements of this Directive, including any additional requirements
imposed by a Member State in accordance withth e provisions of
Article 7(1).
Each Member State, acting in its capacity as host State, shall recognise
the High Speed Craft Safety Certificate and Permit to Operate issuedby another Member State for high speed passenger craft, when engagedon domestic voyages, or the Passenger Ship Safety Certificate referredto in Article 11 issued by another Member State for passenger shipswhen engaged on domestic voyages.
3. A host State may inspect a passenger ship or a high speed
passenger craft, when engaged on domestic voyages, and audit its
documentation, in accordance withth e provisions of Directive 95/21/
EC.
4. All shipborne marine equipment, as listed in Annex A(1) to
Directive 96/98/EC and complying with the provisions of the latter,will be considered to be in conformity with the provisions of thisDirective, whether or not in Annex I it is required that equipmentmust be approved and subjected to tests to the satisfaction of the
Administration of the flag State.
Article 6
Safetyrequirements
1. Withregard to new and existing passenger sh ips of Classes A, B,
C and D:
(a) the construction and maintenance of hull, main and auxiliary
machinery, electrical and automatic plants shall comply with thestandards specified for classification by the rules of a recognised
organisation, or equivalent rules used by an Administration in
accordance withArticle 14(2) of Directive 94/57/EC;
(b) the provisions of Chapters IV, including the 1988 GMDSS amend-
ments, V and VI of the 1974 Solas Convention, ►
M2in its up-
to-date version ◄, shall apply;
(c) the provisions for shipborne navigational equipment of Regulation
12, Chapter V of the 1974 Solas Convention, ►M2in its up-to-
date version ◄, shall apply. Shipborne navigational equipment, as
listed in Annex A(1) to Directive 96/98/EC and complying withthe provisions of the latter, is considered to be in conformitywithth e type approval requirements of Solas regulation V/12(r).1998L0018 — EN — 30.07.2003 — 004.001 — 8
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2. Withregard to new passenger sh ips:
(a) general requirements:
(i) new passenger ships of Class A shall comply entirely with
the requirements of the 1974 Solas Convention, ►M2in its
up-to-date version ◄, and withth e specific relevant require-
ments specified in this Directive and its Annex I. For thoseregulations, for which Solas leaves the interpretation to thediscretion of the Administration, the Administration of theflag State shall apply the interpretations as contained inAnnex I;
(ii) new passenger ships of Classes B, C, and D shall comply
with the specific relevant requirements specified in thisDirective and its Annex I;
(b) load line requirements:
(i) all new passenger ships of 24 metres in length and above
shall comply with the 1966 International Convention onLoad Lines;
(ii) criteria with a level of safety equivalent to those of the 1966
International Convention on Load Lines shall be applied in
relation to lengthand Class, to new passenger sh ips of lessthan 24 metres in length;
(iii) notwithstanding paragraphs (i) and (ii), new passenger ships
of Class D are exempted from the minimum bow height
requirement laid down in the 1966 International Conventionon Load Lines;
(iv) new passenger ships of Classes A, B, C, and D shall have a
full deck.
3. Withregard to existing passenger sh ips:
(a) existing passenger ships of Class A shall comply with the regula-
tions for existing passenger ships defined in the 1974 SolasConvention, ►
M2in its up-to-date version ◄, and withth e
specific relevant requirements of this Directive and Annex I. For
those regulations, for which Solas leaves the interpretation to thediscretion of the Administration, the Administration of the flagState shall apply the interpretations as contained in Annex I;
(b) existing passenger ships of Class B shall comply with the specific
relevant requirements of this Directive and Annex I;
(c) existing passenger ships of Classes C and D shall comply with the
specific relevant requirements of this Directive and Chapter III of
Annex I and in respect of matters not covered by suchrequire-ments with the rules of the Administration of the flag State. Suchrules shall provide an equivalent level of safety to that of ChaptersII-1 and II-2 of Annex I, while taking into account the specific
local operational conditions related to the sea areas in which ships
of suchclasses may operate.
Before existing passenger ships of Classes C and D can be
engaged on regular domestic voyages in a host State, the Admin-istration of the flag State shall obtain concurrence of the hostState on suchrules;
(d) where a Member State is of the view that rules required by the
Administration of the host State pursuant to paragraph (c) are
unreasonable, it shall immediately notify the Commission thereof.The Commission shall initiate proceedings in order to take a deci-sion in accordance withth e procedure laid down in Article 9;
(e) repairs, alterations and modifications of a major character and
outfitting related thereto shall be in compliance with the require-
ments for new ships as prescribed in paragraph 2(a). Alterations
made to an existing ship which are intended solely to achieve ahigher survivability standard, shall not be regarded as modifica-tions of a major character;
(f) the provisions of paragraph (a), unless earlier dates are specified
in the 1974 Solas Convention and the provisions of paragraphs1998L0018 — EN — 30.07.2003 — 004.001 — 9
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(b) and (c), unless earlier dates are specified in Annex I, shall not
be applied in relation to a ship whose keel was laid or which wasat a similar stage of construction:
(i) before 1 January 1940: until 1 July 2006;
(ii) on or after 1 January 1940, but before 31 December 1962:
until 1 July 2007;
(iii) on or after 1 January 1963, but before 31 December 1974:
until 1 July 2008;
(iv) on or after 1 January 1975, but before 31 December 1984:
until 1 July 2009;
(v) on or after 1 January 1985, but before the date in Article
14(1): until 1 July 2010;
(g) by way of derogation, existing Class A and B passenger ships
operating before 1 January 1996 exclusively on domestic voyages
between ports situated in Greece, may be exempted from compli-ance withth e requirements of regulations II-1/B/8-1, II-1/B/8-2 ofthe 1974 Solas Convention or of Annex I to this Directive andfrom II-2/B/16 of Annex I to this Directive provided they meet
eachof th e following conditions:
(i) on 1 October 2000, their age, calculated from the date on
which their keel was laid or on which they were at a similarstage of construction as defined in Article 2(g), will be more
than 27 years,
(ii) their operation will remain limited to domestic voyages
between ports situated in Greece only; and
(iii) their operation on domestic voyages will cease not later than
on the date on which they reach the age of 35 years.
In addition, Class A and B passenger ships flying the flag of Greece
and transferred to domestic voyages between ports situated in Greecebefore the date of entry into force of this Directive may also be
exempted provided that at the time when they are transferred, they
comply fully withapplicable international standards and provided th atthey meet conditions (i), (ii) and (iii).
For the purpose of this derogation, Greece will forward to the Commis-
sion not later than three months after the date of adoption of thisDirective, a complete list of all existing Class A and B passenger shipscomplying with the above conditions, including for each ship fulldetails on the ship's name, distinctive numbers or letters, port of
registry, passenger capacity, IMO number (if any), class and the date
of keel laying or on which the ship was at a similar stage of construc-tion. This list shall be published in the Official Journal of the European
Communities .
The derogation granted to such ships shall be explicitly mentioned on
their Passenger Ship Safety Certificate.
4. Withregard to h ighspeed passenger craft:(a) high speed passenger craft constructed or subjected to repairs,
alterations or modifications of a major character, on or after 1January 1996, shall comply with the requirements of RegulationX/3 of the 1974 Solas Convention, unless
— their keel was laid or was at a similar stage of construction
not later than the date of entry into force of this Directive,and
— delivery and commissioning is to take place not later than the
six months following entry into force of this Directive, and
— they fully comply with the requirements of the Code of
Safety for Dynamically Supported Craft (DSC Code)contained in IMO Assembly Resolution A.373(X) of 14November 1977, as amended by Maritime Safety CommitteeResolution MSC 37(63) of 19 May 1994;1998L0018 — EN — 30.07.2003 — 004.001 — 10
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(b) high speed passenger craft constructed before 1 January 1996 and
complying with the requirements of the High Speed Craft Codeshall continue operation certified under this Code.
Highspeed passenger craft constructed before 1 January 1996 and
not complying with the requirements of the High Speed CraftCode may not be engaged on domestic voyages, unless they were
already in operation on domestic voyages in a Member State at
the date of entry into force of this Directive, in which case theymay be allowed to continue their domestic operation in thatMember State. Such craft shall comply with the requirements ofthe DSC Code as amended;
(c) the construction and maintenance of high speed passenger craft
and its equipment shall comply with the rules for the classificationof high speed craft of a recognised organisation, or equivalentrules used by an Administration in accordance withArticle 14(2)of Directive 94/57/EC.
Article 6a
Stabilityrequirementsandphasing-outofro-ro passengerships
1. All ro-ro passenger ships of Classes A, B, and C, the keel of
which is laid or which are at a similar stage of construction on or after1 October 2004 shall comply with Articles 6, 8 and 9 of Directive2003/25/EC of the European Parliament and of the Council of 14 April
2003 on specific stability requirements for ro-ro passenger ships(
1).
2. All ro-ro passenger ships of Classes A and B, the keel of which is
laid or which are at a similar stage of construction before 1 October
2004 shall comply with Articles 6, 8 and 9 of Directive 2003/25/ECby 1 October 2010, unless they are phased out on that date or on a laterdate on which they reach the age of 30 years but in any case not laterthan 1 October 2015.
Article 6b
Safetyrequirementsforpersonswithreducedmobility
1. Member States shall ensure that appropriate measures are taken,
based, where practicable, on the guidelines in Annex III to enablepersons withreduced mobility to h ave safe access to all passengerships of Classes A, B, C and D and to all high-speed passenger craft,
used for public transport, the keel of which is laid or which are at a
similar stage of construction on or after 1 October 2004.
2. Member States shall cooperate with and consult organisations
representing persons withreduced mobility on th e implementation ofthe guidelines included in Annex III.
3. For the purpose of modification of passenger ships of Classes A,
B, C and D and high-speed passenger craft, used for public transport,the keel of which is laid or which are at a similar stage of constructionbefore 1 October 2004, Member States shall apply the guidelines in
Annex III as far as reasonable and practicable in economic terms.
Member States shall draw up a national action plan on how the guide-
lines shall be applied to such ships and craft. They shall forward that
plan to the Commission not later than 17 May 2005.
4. Member States shall report to the Commission on the implemen-
tation of this Article as regards all passenger ships referred to inparagraph1, passenger sh ips referred to in paragraph3 certified tocarry more than 400 passengers and all high-speed passenger craft,not later than 17 May 2006.1998L0018 — EN — 30.07.2003 — 004.001 — 11
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Article 7
Additional safety requirements, equivalents, exemptions and safe-
guardmeasures
1. Additional safety requirements:
If a Member State or group of Member States consider that the applic-
able safety requirements should be improved in certain situations due
to specific local circumstances and if the need therefor is demonstrated,
they may, subject to the procedure laid down in paragraph 4, adoptmeasures to improve the safety requirements.
2. Equivalents:
A Member State may, subject to the procedure laid down in paragraph
4, adopt measures allowing equivalents for the regulations contained in
Annex I, provided that such equivalents are at least as effective as suchregulations.
3. Exemptions:
Provided there is no reduction in the level of safety and subject to the
procedure laid down in paragraph4, a Member State may adopt
measures to exempt ships from certain specific requirements of this
Directive for domestic voyages to be carried out in that State includingin its archipelagic sea areas sheltered from open sea effects undercertain operating conditions, such as smaller significant wave height,restricted year period, voyages only during daylight time or undersuitable climatic or weather conditions, or restricted trip duration, or
proximity of rescue services.
4. A Member State which avails itself of the provisions of para-
graphs 1, 2 or 3 shall proceed as follows:
(a) the Member State shall notify the Commission of the measures
which it intends to adopt, including particulars to the extent neces-sary to confirm that the level of safety is adequately maintained;
(b) if, within a period of six months from the notification, it is
decided, in accordance withth e procedure laid down in Article 9,that the proposed measures are not justified, the said MemberState shall be required to amend or not to adopt the proposedmeasures;
(c) the adopted measures shall be specified in the relevant national
legislation and communicated to the Commission, which shall
inform the other Member States of all particulars thereof;
(d) any of such measures shall be applied to all passenger ships of the
same Class or to craft when operating under the same specifiedconditions, without discrimination with regard to their flag or tothe nationality or place of establishment of their operator;
(e) the measures referred to in paragraph 3 shall only apply as long as
the ship or craft operates under the specified conditions.
5. Safeguard measures:Where a Member State considers that a passenger ship or craft oper-
ating on a domestic voyage within that State, notwithstanding the factthat it is complying with the provisions of this Directive, creates a riskof serious danger to safety of life or property, or environment, the
operation of that ship or craft may be suspended or additional safety
measures may be imposed, until suchtime as th e danger is removed.
In the above circumstances the following procedure shall apply:
(a) the Member State shall inform the Commission and the other
Member States of its decision without delay, giving substantiated
reasons therefor;
(b) the Commission shall examine whether the suspension or the addi-
tional measures are justified for reasons of serious danger tosafety and the environment;
(c) it will be decided, in accordance withth e procedure laid down in
Article 9, whether or not the decision of the Member State to1998L0018 — EN — 30.07.2003 — 004.001 — 12
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suspend the operation of such ship or craft or to impose the addi-
tional measures is justified for reasons of serious danger to safetyof life or property, or the environment and, if the suspension or
the measures are not justified, that the Member State concerned
will be required to withdraw the suspension or the measures.
Article 8
Adaptations
In accordance withth e procedure laid down in Article 9(2):
(a) (i) the definitions in Article 2(a), (b), (c), (d) and (t); and
(ii) the provisions relating to procedures and guidelines for
surveys referred to in Article 10;
(iii) the provisions concerning the Solas Convention and the
International Code of Safety of HighSpeed Craft, andincluding its subsequent amendments laid down in Articles4.3, 6.4, 10.3 and 11.3; and
(iv) the specific references to the ‘International Conventions’
and IMO resolutions referred to in Articles 2(f), (k) and(o), 3.2(a), 6.1(b) and (c), 6.2(b) and 11.3,
may be adapted in order to take account of developments at inter-
national level, in particular within IMO;
(b) Annexes may be amended in order to:
(i) apply, for the purpose of this Directive, amendments made to
international conventions;
(ii) improve the technical specifications thereof, in the light of
experience.
The amendments to the international instruments referred to in Article
2 may be excluded from the scope of this Directive, pursuant to Article
5 of Regulation (EC) No 2099/2002 of the European Parliament and of
the Council of 5 November 2002 establishing a Committee on SafeSeas and the Prevention of Pollution from Ships (COSS)(
1).
Article 9
Committee
1. The Commission shall be assisted by the Committee on Safe Seas
and the Prevention of Pollution from Ships (COSS) created by Article3 of Regulation (EC) No 2099/2002.
2. Where reference is made to this paragraph, Articles 5 and 7 of
Council Decision 1999/468/EC of 28 June 1999 laying down the proce-dures for the exercise of implementing powers conferred on theCommission(
2) shall apply, having regard to the provisions of Article
8 thereof.
The period laid down in Article 5(6) of Decision 1999/468/EC shall be
set at two months.
3. The Committee shall adopt its rules of procedure.
Article 10
Surveys
1. Each new passenger ship shall be subjected by the Administration
of the flag State to the surveys specified below:
(a) a survey before the ship is put into service;
(b) a periodical survey once every 12 months;1998L0018 — EN — 30.07.2003 — 004.001 — 13
(1) OJ L 324, 29.11.2002, p. 1.
(2) OJ L 184, 17.7.1999, p. 23.▼M2
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(c) additional surveys, as the occasion arises.
2. Each existing passenger ship shall be subjected by the Adminis-
tration of the flag State to the surveys specified below:
(a) an initial survey, before the ship is put into service on domestic
voyages in a host State, or within 12 months after the implemen-tation date of this Directive as established in Article 14(1), forexisting ships engaged on domestic voyages in the Member Statethe flag of which they are entitled to fly;
(b) a periodical survey once every 12 months;
(c) additional surveys, as the occasion arises.
3. Each high speed passenger craft having to comply, in accordance
with the provisions of Article 6(4), with the requirements of the HSC
Code, shall be subject by the Administration of the flag State to the
surveys required in the High Speed Craft Code.
High speed passenger craft, having to comply, in accordance with the
provisions of Article 6(4), with the requirements of the DSC Code asamended, shall be subject by the Administration of the flag State ofthe surveys required in the DSC Code.
4. The relevant procedures and guidelines for surveys for the
Passenger Ship Safety Certificate specified in IMO Assembly Resolu-tion A.746(18) of 4 November 1993 on survey guidelines under theharmonised system of survey and certification, as they are at the timeof adoption of this Directive or procedures designed to achieve the
same goal, shall be followed.
5. The surveys mentioned in paragraphs 1, 2 and 3 shall be carried
out by the exclusive surveyors of the Administration of the flag State
itself, of a recognised organisation or of the Member State authorisedby the flag State to carry out surveys, with the purpose of ensuringthat all applicable requirements of this Directive are complied with.
Article 11
Certificates
1. All new and existing passenger ships shall be provided with a
Passenger Ship Safety Certificate in compliance with this Directive.The certificate shall have a format as laid down in Annex II. This certi-
ficate shall be issued by the Administration of the flag State after an
initial survey, as described in Article 10(1)(a) and (2)(a), has beencarried out.
2. The Passenger Ship Safety Certificate shall be issued for a period
not exceeding 12 months. The period of validity of the certificate maybe extended by the Administration of the flag State for a period ofgrace of up to one month from the date of expiry stated on it. Whenan extension has been granted, the new period of validity of the certi-ficate starts from the expiry date of the existing certificate before its
extension.
Renewal of the Passenger Ship Safety Certificate shall be issued after a
periodical survey, as described in Article 10(1)(b) and (2)(b), has been
carried out.
3. For high speed passenger craft complying with the requirements
of the High Speed Craft Code, a High Speed Craft Safety Certificate
and a Permit to Operate High Speed Craft shall be issued by theAdministration of the flag State, in accordance with the provisions ofthe High Speed Craft Code.
For high speed passenger craft complying with the requirements of the
DSC Code as amended, a DSC Construction and Equipment Certificateand a DSC Permit to operate shall be issued by the Administration ofthe flag State, in accordance with the provisions of the DSC Code.
Before issuing the Permit to Operate for high speed passenger craft
engaged on domestic voyages in a host State, the Administration ofthe flag State shall concur with the host State on any operational condi-1998L0018 — EN — 30.07.2003 — 004.001 — 14
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tions associated with operation of the craft in that State. Any such
conditions shall be shown by the Administration of the flag State onthe Permit to Operate.
4. Exemptions granted to ships or craft under and in accordance
with the provisions of Article 7(3) shall be noted on the ship's or the
craft's certificate.
Article 12
SolasConventionRegulations
Withregard to passenger sh ips engaged on international voyages:1. upon entry into force of this Directive, the Community shall submit
a request to the IMO to:
(a) expedite the on-going work within the IMO to revise the regu-
lations of the 1974 Solas Convention Chapters II-1, II-2 andIII containing issues left to the discretion of the Administra-tion, to establish harmonised interpretations for these
regulations and to adopt amendments to the latter accordingly;
(b) adopt measures for mandatory application of the principles
underlying the provisions of MSC Circular 606 on Port StateConcurrence withSolas Exemptions;
2. the request referred to in paragraph 1 shall be made by the Presi-
dency of the Council and the Commission, on the basis of theharmonised regulations laid down in Annex I to this Directive. AllMember States shall do their utmost to ensure that IMO undertakethe development of the said regulations and measures expedi-
tiously.
Article 13
Penalties
Member States shall lay down the system of penalties for breaching the
national provisions adopted pursuant to this Directive and shall take all
the measures necessary to ensure that those penalties are applied. Thepenalties thus provided for shall be effective, proportionate and dissua-sive.
Article 14
Implementation
1. Member States shall bring into force the laws, regulations and
administrative provisions necessary to comply withth is Directive notlater than 1 July 1998.
2. When Member States adopt these measures, they shall contain a
reference to this Directive or shall be accompanied by such reference
on the occasion of their official publication. The methods of makingsucha reference sh all be laid down by Member States.
3. The Member States shall immediately notify to the Commission
all provisions of domestic law which they adopt in the field governedby this Directive. The Commission shall inform the other MemberStates thereof.
Article 15
Entryintoforce
This Directive shall enter into force on the 20th day following its
publication in the Official Journal of the European Communities .1998L0018 — EN — 30.07.2003 — 004.001 — 15
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Article 16
Addressees
This Directive is addressed to the Member States.1998L0018 — EN — 30.07.2003 — 004.001 — 16
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ANNEX I
SAFETYREQUIREMENTSFORNEWANDEXISTINGPASSENGERSHIPSENGAGEDON
DOMESTICVOYAGES
Tableofcontents
CHAPTER I — GENERAL PROVISIONS
CHAPTER II-1 — CONSTRUCTION — SUBDIVISION AND STABILITY, MACHINERY AND
ELECTRICAL INSTALLATIONS
PARTA—GENERAL
1. Definitions relating to Part B (R 2)
2. Definitions relating to Parts C, D, and E (R 3)
PARTB—INTACTSTABILITY,SUBDIVISIONANDDAMAGESTABILITY
1. Intact stability Resolution A.749 (18)
2. Watertight subdivision3. Floodable length(R 4)4. Permissible lengthof compartments (R 6)5. Permeability (R 5)6. Subdivision factor
7. Special requirements concerning ship subdivision (R 7)
8. Stability in damaged conditions (R 8)8-1. Stability of ro-ro passenger ships in damaged conditions (R 8-1)8-2. Special requirements for ro-ro passenger ships carrying 400 persons or more (R 8-2)8-3. Special requirements for passenger ships, other than Ro-Ro passenger ships, carrying
400 persons or more
9. Peak and machinery space bulkheads (R 10)10. Double bottoms (R 12)11. Assigning, marking and recording of subdivision load lines (R 13)12. Construction and initial testing of watertight bulkheads, etc. (R 14)13. Openings in watertight bulkheads (R 15)
14. Ships carrying goods vehicles and accompanying personnel (R 16)
15. Openings in the shell plating below the margin line (R 17)16. Watertight integrity of passenger ships above the margin line (R 20)17. Closure of cargo loading doors (R 20-1)17-1. Watertight integrity from the ro-ro deck (bulkhead deck) to spaces below (R 20-2)17-2. Access to ro-ro decks (R 20-3)17-3. Closure of bulkheads on the ro-ro deck (R 20-4)18. Stability information (R 22)19. Damage control plans (R 23)20. Integrity of the hull and superstructure, damage prevention and control (R 23-2)21. Marking, periodical operation and inspection of watertight doors, etc. (R 24)22. Entries in log (R 25)23. Hoistable car platforms and ramps24. Railings
PARTC—MACHINERY
1. General (R 26)
2. Internal combustion engines (R 27)3. Bilge pumping arrangement (R 21)4. Number and type of bilge pumps (R 21)5. Means of going astern (R 28)6. Steering gear (R 29)7. Additional requirements for electric and electro-hydraulic steering gear (R 30)8. Ventilating systems in machinery spaces (R 35)9. Communication between the navigating bridge and machinery space (R 37)1998L0018 — EN — 30.07.2003 — 004.001 — 17
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10. Engineers' alarm (R 38)
11. Location of emergency installations (R 39)
12. Machinery controls (R 31)
13. Steam pipe systems (R 33)14. Air pressure systems (R 34)15. Protection against noise (R 36)16. Lifts
PARTD—ELECTRICALINSTALLATIONS
1. General (R 40)
2. Main source of electrical power and lighting (R 41)
3. Emergency source of electrical power (R 42)4. Supplementary emergency lighting for ro-ro ships (R 42-1)5. Precautions against shock, fire and other hazards of electrical origin (R 45)
PART E — ADDITIONAL REQUIREMENTS FOR PERIODICALLY UNATTENDED
MACHINERYSPACES
Special consideration (R 54)
1. General (R 46)
2. Fire precautions (R 47)3. Protection against flooding (R 48)4. Control of propulsion machinery from the navigating bridge (R 49)5. Communication (R 50)6. Alarm system (R 51)7. Safety systems (R 52)8. Special requirements for machinery, boiler and electrical installations (R 53)9. Automatic control and alarm system (R 53.4)
CHAPTER II-2 — FIRE PROTECTION, FIRE DETECTION AND FIRE EXTINCTIONPARTA—GENERAL
1. Basic principles (R 2)
2. Definitions (R 3)3. Fire pumps, fire mains, hydrants, hoses and nozzles (R 4)4. Fixed fire-extinguishing systems (R 5 + 8 + 9 + 10)5. Portable fire extinguishers (R 6)6. Fire-extinguishing arrangements in machinery spaces (R 7)7. Special arrangements in machinery spaces (R 11)8. Automatic sprinkler, fire detection and fire alarm systems (R 12)9. Fixed fire detection and fire alarm systems (R 13)10. Arrangements for oil fuel, lubricating oil and other flammable oils (R 15)11. Firefighter's outfit (R 17)
12. Miscellaneous items (R 18)
13. Fire control plans (R 20)14. Operational readiness and maintenance.15. Instructions, on-board training and drills16. Operations
PARTB—FIRESAFETYMEASURES
1. Structure (R 23)
2. Main vertical zones and horizontal zones (R 24)
3. Bulkheads within a main vertical zone (R 25)
4. Fire integrity of bulkheads and decks in new ships carrying more than 36 passengers (R 26)5. Fire integrity of bulkheads and decks in new ships carrying not more than 36 passengers and
existing CLASS B ships carrying more than 36 passengers (R 27)
6. Means of escape (R 28)6-1. Escape routes on ro-ro passenger ships (R 28-1)7. Penetrations and openings in ‘A’ and ‘B’ class divisions (R 30, 31)1998L0018 — EN — 30.07.2003 — 004.001 — 18
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8. Protection of stairways and lifts in accommodation and service spaces (R 29)
9. Ventilation systems (R 32)
10. Windows and sidescuttles (R 33)
11. Restricted use of combustible material (R 34)12. Details of construction (R 35)13. Fixed fire detection and fire alarm systems and automatic sprinkler, fire detection and fire
alarm system (R 14) (R 36)
14. Protection of special category spaces (R 37)
15. Fire patrols, detection, alarms and public address systems (R 40)
16. Upgrading of existing Class B ships carrying more than 36 passengers (R 41-1)17. Special requirements for ships carrying dangerous goods (R 41)18. Special requirements for helicopter facilities.
CHAPTER III — LIFE SAVING APPLIANCES
1. Definitions (R 3)
2. Communication, survival craft and rescue boats, personal life-saving appliances
(R 6 + 7 + 18 + 21 + 22 )
3. Emergency alarm, operating instructions, training manual, assembly lists and emergency
instructions (R 6 + 8 + 9 +19 + 20)
4. Manning of survival craft and supervision (R 10)
5. Survival craft assembly and embarkation arrangements (R 11 + 23+ 25)5-1. Requirements for ro-ro passenger ships (R 26)5-2. Helicopter landing and pick-up areas (R 28)5-3. Decision support system for masters (R 29)6. Launching stations (R 12)7. Stowage of survival craft (R 13 + 24)8. Stowage of rescue boats (R 14)8a. Stowage of marine evacuation systems (R 15)9. Survival craft launching and recovering arrangements (R 16)10. Rescue boat embarkation, launching and recovery arrangements (R 17)11. Emergency instructions (R 19)
12. Operational readiness, maintenance and inspections (R 20)
13. Abandon ship training and drills (R 19 + R 30)1998L0018 — EN — 30.07.2003 — 004.001 — 19
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CHAPTER I
GENERALPROVISIONS
Where expressly provided, the regulations of this Annex are applicable to new
and existing passenger ships of class A, B, C and D, engaged on domestic
voyages.
New class B, C and D ships having a length of less than 24 metres have to
comply withth e requirements of regulations II-1/B/2 to II-1/B/8 and II-1/B/10
of this Annex, unless the Administration of a flag State, whose flag such ships
are entitled to fly, ensures that they comply with the flag State's national rules
and that such rules guarantee an equivalent level of safety.
Where regulations of this Annex do not apply to new ships of less than
24 metres in length, the Administration of the flag State shall ensure that an
equivalent safety level for such ships is provided through compliance with
national rules.
Existing class C and D ships do not have to comply with the regulations of
Chapters II-1 and II-2 of this Annex, provided that the Administration of a flag
State, which flag such ships are entitled to fly, ensures that they comply with the
flag State's national rules and that such rules guarantee an equivalent level of
safety.
Wherever the application of an IMO resolution is required in this Annex for
existing ships, ships constructed until two years after the date of adoption by
IMO of suchresolution need not comply withsuchresolution provided th ey
comply withth e applicable previous resolution(s), if any.
Under repairs, alterations and modifications of a ‘major character’ is understood,
by way of example:
— any change that substantially alters the dimensions of a ship,
example: lengthening by adding new midbody,
— any change that substantially alters the passenger-carrying capacity of a
ship,
example: vehicle deck converted to passenger accommodation,
— any change that substantially increases a ship's service life,
example: renewal of passenger accommodation on one entire deck.
The indication ‘(R…)’ that follows several titles of regulations in this Annex
refers to the regulations of the 1974 Solas Convention, as amended, on which
the regulations of this Annex have been based.1998L0018 — EN — 30.07.2003 — 004.001 — 20
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CHAPTER II-1
CONSTRUCTION — SUBDIVISION AND STABILITY, MACHINERY
ANDELECTRICALINSTALLATIONS
PART A
GENERAL
1 Definitionsrelating toPartB(R2)
NEW CLASS B, C AND D AND EXISTING CLASS B SHIPS:
.1 .1 Subdivision load line is the waterline used in determining the subdi-
vision of the ship.
.2Deepest subdivision load line is the waterline which corresponds to
the greatest draught permitted by the subdivision requirements which
are applicable.
.2Length of the ship is the length measured between perpendiculars taken
at the extremities of the deepest subdivision load line.
.3Breadth of the ship is the extreme width from outside of frame to outside
of frame at or below the deepest subdivision load line.
.4Draughtis the vertical distance from the moulded base line amidships to
the subdivision load line in question.
.5Deadweight is the difference in tonnes between the displacement of a
ship in water of a specific gravity of 1,025 at the load waterline corre-
sponding to the assigned summer freeboard and the lightweight of the
ship.
.6Lightweight is the displacement of a ship in tonnes without cargo, fuel,
lubricating oil, ballast water, freshwater and feedwater in tanks, consum-
able stores, and passengers and crew and their effects.
.7Bulkhead deck is the uppermost deck up to which the transverse water-
tight bulkheads are carried.
.8Margin line is a line drawn at least 76 mm below the upper surface of
the bulkhead deck at side.
.9Permeability of a space is the percentage of that space which can be
occupied by water. The volume of a space which extends above the
margin line shall be measured only to the height of that line.
.10Machinery space is to be taken as extending from the moulded base line
to the margin line and between the extreme main transverse watertight
bulkheads, bounding the spaces containing the main and auxiliary propul-
sion machinery, and boilers serving the needs of propulsion.
.11Passenger spaces are those spaces which are provided for the accommo-
dation and use of passengers, excluding baggage, store, provision and
mail rooms.
.12Watertight in relation to structure means capable of preventing the
passage of water through the structure in any direction under the head
of water likely to occur in the intact or damage condition.
.13Weathertight means that water will not penetrate into the ship in any sea
conditions.
.14Ro-ro passenger ship means a passenger ship with ro-ro cargo spaces or
special category spaces as defined in regulation II-2/A/2.
2 Definitionsrelating toPartsC,D,andE(R3)
NEW CLASS B, C AND D AND EXISTING CLASS B SHIPS:
.1 .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 control-
lers, piping and cables.
.2Main 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.1998L0018 — EN — 30.07.2003 — 004.001 — 21
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.2Steering gear power unit is:
.1 in the case of electric steering gear, an electric motor and its asso-
ciated electrical equipment;
.2 in the case of electrohydraulic steering gear, an electric motor and its
associated electrical equipment and connected pump;
.3 in the case of other hydraulic steering gear, a driving engine and
connected pump.
.3Auxiliary 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.
.4Normal 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.
.5Emergency 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.
.6Main 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 condition.
.7Dead ship condition is the condition under which the main propulsion
plant, boilers and auxiliaries are not in operation due to the absence of
power.
.8Main generating station is the space in which the main source of elec-
trical power is situated.
.9Main 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.
.10Emergency switchboard is a switchboard which in the event of failure of
the main electrical power supply system is directly supplied by the emer-
gency source of electrical power or the transitional source of emergency
power and is intended to distribute electrical energy to the emergency
services.
.11Emergency source of electrical power is a source of electrical power,
intended to supply the emergency switchboard in the event of failure of
the supply from the main source of electrical power.
.12Maximum ahead service speed is the greatest speed which the ship is
designed to maintain in service at sea at the deepest seagoing draught.
.13Maximum astern speed is the speed which it is estimated the ship can
attain at the designed maximum astern power at the deepest seagoing
draught.
.14(a)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, stabilising, ventilation and
air conditioning machinery, and similar spaces, and trunks to such
spaces.
.14(b)Machinery spaces of category A are those spaces and trunks to such
spaces which contain:
.1 internal combustion machinery used for main propulsion; or
.2 internal combustion machinery used for purposes other than main
propulsion where such machinery has in the aggregate a total power
output of not less than 375 kW; or
.3 any oil-fired boiler or oil fuel unit.
.15Power actuating system is the hydraulic equipment provided for
supplying power to turn the rudderstock, 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 compo-
nents serving the same purpose.
.16Control stations are those spaces in which the ship's radio or main navi-
gating equipment or the emergency source of power is located or where
the fire recording or fire control equipment is centralised.1998L0018 — EN — 30.07.2003 — 004.001 — 22
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PART B
INTACT STABILITY, SUBDIVISION AND DAMAGE STABILITY
1 IntactstabilityResolutionA.749(18)
NEW CLASS A, B, C AND D SHIPS OF 24 METRES IN LENGTH AND
ABOVE:
All classes of new ships of 24 metres in length and above shall comply with the
relevant provisions for passenger ships of the Code on Intact Stability as
adopted on 4 November 1993 by the IMO at the 18th session of its Assembly
through Resolution A.749 (18).
Where Member States consider the application of the Severe Wind and Rolling
Criterion of IMO Resolution A.749 (18) inappropriate, an alternative approach
ensuring satisfactory stability may be applied. This should be supported by
evidence to the Commission which confirms that an equivalent level of safety
is achieved.
EXISTING CLASS A AND B SHIPS OF 24 METRES IN LENGTH AND
ABOVE:
All existing class A and B ships shall, in all loading conditions, satisfy the
following stability criteria after due correction for the effect of free surface of
liquids in tanks in accordance withth e assumptions of paragraph3.3 of IMO
Resolution A.749 (18), or equivalent.
(a) The area under the curve of righting lever (GZ curve) shall not be less
than:
(i) 0,055 metre-radians up to an angle of heel of 30º;
(ii) 0,09 metre-radians up to an angle of heel of either 40º or the angle
of flooding, i.e. the angle of heel at which the lower edges of any
openings in the hull, superstructures or deckhouses, being openings
that can not be closed weathertight, are immersed, if that angle be
less than 40º;
(iii) 0,03 metre-radians between the angles of heel of 30º and 40º or
between 30º and the angle of flooding if this angle is less than 40º;
(b) The righting lever GZ shall be at least 0,20 metre at an angle of heel equal
to or greater than 30º.
(c) The maximum righting lever GZ shall occur at an angle of heel preferably
exceeding 30º but not less than 25º.
(d) The initial transverse metacentric height shall not be less than 0,15 metre.
The loading conditions to be considered in order to verify the compliance with
the above stability criteria shall include at least those listed in paragraph 3.5.1.1
of IMO Resolution A.749 (18).
All existing ships of classes A and B having a length of 24 metres and over
shall also comply with the additional criteria as given in IMO
Resolution A.749(18), paragraph3.1.2.6 (additional criteria for passenger sh ips)
and paragraph3.2 (Severe Wind and Rolling Criterion).
Where Member States consider the application of the Severe Wind and Rolling
Criterion of A.749 (18) inappropriate, an alternative approachto ensuring satis-
factory stability may be applied. This should be supported by evidence to the
Commission which confirms that an equivalent level of safety is achieved.
2 Watertightsubdivision
NEW CLASS B, C AND D AND EXISTING CLASS B SHIPS:
Every ship shall be subdivided by bulkheads, which shall be watertight up to the
bulkhead deck, into watertight compartments the maximum length of which
shall be calculated according to the specific requirements given below.
Instead of those requirements, the regulations on subdivision and stability of
passenger ships as an equivalent to Part B of Chapter II of the International
Convention for the Safety of Life at Sea, 1960, as given in IMO
Resolution A.265 (VIII) may be used, if applied in their entirety.
Every other portion of the internal structure which affects the efficiency of the
subdivision of the ship shall be watertight.1998L0018 — EN — 30.07.2003 — 004.001 — 23
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3 Floodablelength(R4)
NEW CLASS B, C AND D AND EXISTING CLASS B SHIPS:
.1 The floodable length at a given point is the maximum portion of the
length of the ship, having its centre at the point in question, which can
be flooded, under the assumption for permeability given below, without
the ship being submerged beyond the margin line.
.2 In case of a ship not having a continuous bulkhead deck, the floodable
lengthat any point may be determined to an assumed continuous margin
line which at no point is less than 76 mm below the top of the deck at
side to which the bulkheads concerned and the shell are carried water-
tight.
.3 Where a portion of an assumed margin line is appreciably below the
deck to which bulkheads are carried, the Administration of the flag State
may permit a limited relaxation in the watertightness of those portions of
the bulkheads which are above the margin line and immediately under
the higher deck.
4 Permissiblelengthofcompartments(R6)
NEW CLASS B, C AND D AND EXISTING CLASS B SHIPS:
The maximum permissible length of a compartment having its centre at any
point in the ship's length is obtained from the floodable length by multiplying
the latter by an appropriate factor called factor of subdivision.
5 Permeability (R5)
NEW CLASS B, C AND D AND EXISTING CLASS B SHIPS:
The definite assumptions referred to in regulation 3 relate to the permeability of
the spaces below the margin line.
In determining the floodable length, the assumed average permeability of the
spaces below the margin line shall be as indicated in the table in regulation 8.3.
6 Subdivisionfactor
The factor of subdivision shall be:
FOR NEW CLASS B, C AND D SHIPS AND EXISTING CLASS B RO-RO
PASSENGER SHIPS:
1,0 when the number of persons the ship is certified to carry is less than 400,
and
0,5 when the number of persons the ship is certified to carry is 400 or more.Existing class B ro-ro passenger ships have to comply with this requirement not
later than the date of compliance laid down in regulation II-1/B/8-2, paragraph 2.
FOR EXISTING CLASS B NON RO-RO PASSENGER SHIPS: 1,07 Specialrequirementsconcerningshipsubdivision(R7)
NEW CLASS B, C AND D AND EXISTING CLASS B SHIPS:
.1 Where in a portion or portions of a ship the watertight bulkheads are
carried to a higher deck than in the remainder of the ship and it is desired
to take advantage of this higher extension of the bulkheads in calculating
the floodable length, separate margin lines may be used for each such
portion of the ship provided that:
.1 the sides of the ship are extended throughout the ship's length to the
deck corresponding to the upper margin line and all openings in the
shell plating below this deck throughout the length of the ship are
treated as being below a margin line, for the purpose of
regulation 15; and
.2 the two compartments adjacent to the ‘step’ in the bulkhead deck are
each within the permissible length corresponding to their respective
margin lines, and, in addition, their combined length does not exceed
twice the permissible length based on the lower margin line.
.2 A compartment may exceed the permissible length determined by the
rules of regulation 4 provided the combined length of each pair of adja-1998L0018 — EN — 30.07.2003 — 004.001 — 24
▼M1
cent compartments to which the compartment in question is common
does not exceed either the floodable length or twice the permissible
length, whichever is less.
.3 A main transverse bulkhead may be recessed provided that all parts of
the recess lie inboard of vertical surfaces on both sides of the ship, situ-
ated at a distance from the shell plating equal to one fifth of the breadth
of the ship, and measured at right angles to the centreline at the level of
the deepest subdivision load line. Any part of a recess which lies outside
these limits shall be dealt with as a step in accordance with paragraph 6.
.4 Where a main transverse bulkhead is recessed or stepped, an equivalent
plane bulkhead shall be used in determining the subdivision.
.5 Where a main transverse watertight compartment contains local subdivi-
sion and the Administration of the flag State is satisfied that, after any
assumed side damage extending over a lengthof 3,0 metres plus 3 % of
the length of the ship or 11 metres, or 10 % of the length of the ship
whichever is the less, the whole volume of the main compartment will
not be flooded, a proportionate allowance may be made in the permis-
sible lengthoth erwise required for suchcompartment. In sucha case
the volume of the effective buoyancy assumed on the undamaged side
shall not be greater than that assumed on the damaged side.
Allowance under this paragraph will only be made if such allowance is
not likely to prevent compliance withregulation 8.
NEW CLASS B, C AND D SHIPS:
.6 A main transverse bulkhead may be stepped provided that it meets one of
the following conditions:
.1 the combined length of the two compartments, separated by the bulk-
head in question, does not exceed either 90 % of the floodable length
or twice the permissible length, except that, in ships having a subdi-
vision factor equal to 1, the combined length of the two
compartments in question shall not exceed the permissible length;
.2 additional subdivision is provided in way of the step to maintain the
same level of safety as that secured by a plane bulkhead;
.3 the compartment over which the step extends does not exceed the
permissible lengthcorresponding to a margin line taken 76 mm
below the step.
.7 In ships of 100 metres in length and upwards, one of the main transverse
bulkheads abaft the forepeak shall be fitted at a distance from the
forward perpendicular which is not greater than the permissible length.
.8 If the distance between two adjacent main transverse bulkheads, or their
equivalent plank bulkheads, or the distance between the transverse planes
passing through the nearest stepped portions of the bulkheads, is less
than 3,0 metres plus 3 % of the length of the ship, or 11,0 metres, or
10 % of the length of the ship, whichever is less, only one of these bulk-
heads shall be regarded as forming part of the subdivision of the ship.
.9 Where the required subdivision factor is 0,50, the combined length of
any two adjacent compartments shall not exceed the floodable length.
8 Stabilityindamagedconditions(R8)
NEW CLASS B, C AND D AND EXISTING CLASS B SHIPS:
.1.1 Sufficient intact stability shall be provided in all service conditions so as
to enable the ship to withstand the final stage of flooding of any one
main compartment which is required to be within the floodable length.
.1.2 Where two adjacent main compartments are separated by a bulkhead
which is stepped under the conditions of regulation 7.6.1, the intact stabi-
lity shall be adequate to withstand the flooding of those two adjacent
compartments.
.1.3 Where the required factor of subdivision is 0,50, the intact stability shall
be adequate to withstand the flooding of any two adjacent compartments.
.2.1 The requirements of subparagraph .1 shall be determined by calculations
which are in accordance with paragraphs .3, .4 and .6 and which take
into consideration the proportions and design characteristics of the ship
and the arrangement and configuration of the damaged compartments.
In making these calculations the ship is to be assumed in the worst
anticipated service condition as regards stability.1998L0018 — EN — 30.07.2003 — 004.001 — 25
▼M1
.2.2 Where it is proposed to fit decks, inner skins or longitudinal bulkheads of
sufficient tightness to seriously restrict the flow of water, proper consid-
eration is to be given to suchrestrictions in th e calculations.
NEW CLASS B, C AND D SHIPS AND EXISTING CLASS B RO-RO
PASSENGER SHIPS AND EXISTING CLASS B NON RO-RO PASSENGER
SHIPS, CONSTRUCTED ON OR AFTER 29 APRIL 1990:
.2.3 The stability required in the final condition after damage, and after
equalisation where provided, shall be determined as follows:
.2.3.1 The positive residual righting lever curve shall have a minimum
range of 15º beyond the angle of equilibrium. This range may be
reduced to a minimum of 10º, in the case where the area under
the righting lever curve is that specified in subparagraph .2.3.2
multiplied by the ratio 15/range, where range is expressed in
degrees.
.2.3.2 The area under the righting lever curve shall be at least 0,015 m-
rad, measured from the angle of equilibrium to the lesser of:
.1 the angle at which progressive flooding occurs;
.2 22º (measured from upright) in the case of one-compartment
flooding, or 27º (measured from the upright) in the case of
the simultaneous flooding of two adjacent compartments.
.2.3.3 A residual righting lever is to be obtained within the range of
positive stability, taking into account the greatest of the
following heeling moments:
.1 the crowding of all passengers towards one side;
.2 the launching of all fully loaded davit-launched survival craft
on one side;
.3 due to wind pressure;as calculated by the formula:
GZ metresðÞ ¼heeling moment
displacementþ0;04
However, in no case is the righting lever to be less than 0,10
metres.
.2.3.4 For the purpose of calculating the heeling moments in
paragraph .2.3.3 the following assumptions shall be made:
.1 Moment due to crowding of passengers:
.1.1 four persons per square metre;
.1.2 a mass of 75 kg for eachpassenger;.1.3 passengers shall be distributed on available deck areas
towards one side of the ship on the decks where
assembly stations are located and in sucha way th at
they produce the most adverse heeling moment.
.2 Moment due to launching of all fully loaded davit-launched
survival craft on one side:
.2.1 all lifeboats and rescue boats fitted on the side to
which the ship has heeled after having sustained
damage shall be assumed to be swung out fully loaded
and ready for lowering;
.2.2 for lifeboats which are arranged to be launched fully
loaded from the stowed position, the maximum heeling
moment during launching shall be taken;
.2.3 a fully loaded davit-launched life-raft attached to each
davit on the side to which the ship has heeled after
having sustained damage shall be assumed to be
swung out ready for lowering;
.2.4 persons not in the life-saving appliances which are
swung out shall not provide either additional heeling
or righting moment;
.2.5 life-saving appliances on the side of the ship opposite
to the side to which the ship has heeled shall be
assumed to be in a stowed position.1998L0018 — EN — 30.07.2003 — 004.001 — 26
▼M1
.3 Moments due to wind pressure:
.3.1 class B: a wind pressure of 120 N/m2to be applied;
classes C and D: a wind pressure of 80 N/m2to be
applied;
.3.2 the area applicable shall be the projected lateral area of
the ship above the waterline corresponding to the
intact condition;
.3.3 the moment arm shall be the vertical distance from a
point at one half of the mean draught corresponding
to the intact condition to the centre of gravity of the
lateral area.
.2.4 When major progressive flooding occurs, that is when it causes a rapid
reduction in the righting lever of 0,04 metres or more, the righting lever
curve is to be considered as terminated at the angle the progressive
flooding occurs and the range and the area referred to in .2.3.1 and
.2.3.2 should be measured to that angle.
.2.5 In cases where the progressive flooding is of limited nature that does not
continue unabated and causes an acceptably slow reduction in righting
lever of less than 0,04 metres, the remainder of the curve shall be
partially truncated by assuming that the progressively flooded space is
so flooded from the beginning.
.2.6 In intermediate stages of flooding, the maximum righting lever shall be
at least 0,05 metres and the range of positive righting levers shall be at
least 7. In all cases, only one breach in the hull and only one free surface
need be assumed.
NEW CLASS B, C AND D AND EXISTING CLASS B SHIPS:
.3 For the purpose of making damaged stability calculations the volume and
surface permeabilities shall be as follows:
SpacesPermeability
(%)
Appropriated to cargo or stores 60
Occupied by accommodations 95
Occupied by machineries 85
Intended for liquids 0 or 95(*)
(*) Whichever results in more severe requirements.
Higher surface permeabilities are to be assumed in respect of spaces
which, in the vicinity of the damaged waterplane, contain no substantial
quantity of accommodation or machinery and spaces which are not
generally occupied by any substantial quantity of cargo or stores.
.4 Assumed extent of damage shall be as follows:
.1 longitudinal extent: 3,0 metres plus 3 % of the length of the ship, or
11,0 metres or 10 % of the length of the ship, whichever is less;
.2 transverse extent (measured inboard from the ship's side, at right
angles to the centreline at the level of the deepest subdivision load
line): a distance of one fifth of the breadth of the ship; and
.3 vertical extent: from the base line upwards without limit;
.4 if any damage of lesser extent than that indicated in .4.1, .4.2, .4.3
would result in a more severe condition regarding heel or loss of
metacentric height, such damage shall be assumed in the calcula-
tions.
.5 Unsymmetrical flooding is to be kept to a minimum consistent witheffi-
cient arrangements. Where it is necessary to correct large angles of heel,
the means adopted shall, where practicable, be self-acting, but in any
case where controls to cross-flooding fittings are provided they shall be
operable from above the bulkhead deck. For new class B, C and D ships
the maximum angle of heel after flooding but before equalisation shall
not exceed 15º. Where cross-flooding fittings are required the time for
equalisation shall not exceed 15 minutes. Suitable information
concerning the use of cross-flooding fittings shall be supplied to the
master of the ship.1998L0018 — EN — 30.07.2003 — 004.001 — 27
▼M1
.6 The final conditions of the ship after damage and, in the case of unsym-
metrical flooding, after equalisation measures have been taken shall be as
follows:
.1 in the case of symmetrical flooding there shall be a positive resi-
dual metacentric height of at least 50 mm as calculated by the
constant displacement method;
.2a unless provided otherwise in paragraph 6.2b, in the case of unsym-
metrical flooding the angle of heel for one-compartment flooding
shall not exceed 7º for class B ships (new and existing) and 12º
for classes C and D ships (new).
For the simultaneous flooding of two adjacent compartments, a heel
of 12º may be permitted for existing and new class B ships,
provided that the factor of subdivision is nowhere greater than
0,50 in that part of the ship that is flooded;
.2b for existing class B non ro-ro passenger ships, constructed before
29 April 1990, in the case of unsymmetrical flooding, the angle
shall not exceed 7º, except that in exceptional cases the Administra-
tion may allow additional heel due to the unsymmetrical moment,
but in no case the final heel shall exceed 15º.
.3 in no case shall the margin line be submerged in the final stage of
flooding. If it is considered that the margin line may become
submerged during an intermediate stage of flooding, the Adminis-
tration of the flag State may require such investigations and
arrangements as it considers necessary for the safety of the ship.
.7 The master of the ship shall be supplied with the data necessary to main-
tain sufficient intact stability under service conditions to enable the ship
to withstand the critical damage. In the case of ships requiring cross-
flooding, the master of the ship shall be informed of the conditions of
stability on which the calculations of heel are based and be warned that
excessive heeling might result should the ship sustain damage when in a
less favourable condition.
.8 The data referred to in paragraph .7 to enable the master to maintain
sufficient intact stability shall include information which indicates the
maximum permissible height of the ship's centre of gravity above keel
(KG), or alternatively the minimum permissible metacentric height
(GM), for a range of draughts or displacements sufficient to include all
service conditions. The information shall show the influence of various
trims taking into account the operational limits.
.9 Each ship shall have scales of draughts marked clearly at the bow and
stern. In the case where the draught marks are not located where they
are easily readable, or operational constraints for a particular trade make
it difficult to read the draught marks, then the ship shall also be fitted
with a reliable draught indicating system by which the bow and stern
draughts can be determined.
.10 On completion of loading of the ship and prior to its departure, the
master shall determine the ship's trim and stability and also ascertain
and record that the ship is in compliance with stability criteria in the
relevant regulations. The determination of the ship's stability shall always
be made by calculation. An electronic loading and stability computer or
equivalent means may be used for this purpose.
.11 No relaxation from the requirements for damage stability may be consid-
ered by the Administration of the flag State unless it is shown that the
intact metacentric height in any service condition necessary to meet these
requirements is excessive for the service intended.
.12 Relaxations from the requirements for damage stability shall be permitted
only in exceptional cases and subject to the condition that the Adminis-
tration of the Flag State is to be satisfied that the proportions,
arrangements and other characteristics of the ship are the most favourable
to stability after damage which can practically and reasonably be adopted
in the particular circumstances.
8-1Stabilityofro-ropassengershipsindamagedconditions(R8-1)
EXISTING CLASS B RO-RO PASSENGER SHIPS:
.1 Existing class B ro-ro passenger ships shall comply with regulation 8, not
later than the date of the first periodical survey after the date of compli-
ance prescribed below, according to the value of A/Amax as defined in
the Annex of the Calculation Procedure to Assess the Survivability Char-
acteristics of Existing Ro-Ro Passenger Ships When Using a Simplified1998L0018 — EN — 30.07.2003 — 004.001 — 28
▼M1
Method Based Upon Resolution A.265 (VIII), developed by the Maritime
Safety Committee at its 59thsession in June 1991 (MSC/Circ. 574):
Value of A/Amax: Date of compliance:
less than 85 % 1 October 1998
85 % or more but less than 90 % 1 October 2000
90 % or more but less than 95 % 1 October 2002
95 % or more but less than 97,5 % 1 October 2004
97,5 % or more 1 October 2005
8-2Special requirements for ro-ro passenger ships carrying 400 persons
ormore(R8-2)
NEW CLASS B, C AND D AND EXISTING CLASS B RO-RO PASSENGER
SHIPS:
Notwithstanding the provisions of regulation II-1/B/8 and II-1/B/8-1:
.1 new ro-ro passenger ships certified to carry 400 persons or more shall
comply withth e provisions of paragraph.2.3 of regulation II-1/B/8,
assuming the damage applied anywhere within the ship's length L; and
.2 existing ro-ro passenger ships certified to carry 400 persons or more shall
comply with the requirements of paragraph 1 not later than the date of
the first periodical survey after the date of compliance prescribed in
subparagraph .2.1, .2.2 or .2.3 which occurs the latest:
.2.1Value of A/Amax: Date of compliance:
less than 85 % 1 October 1998
85 % or more but less than 90 % 1 October 2000
90 % or more but less than 95 % 1 October 2002
95 % or more but less than 97,5 % 1 October 2004
97,5 % or more 1 October 2010
.2.2Number of persons permitted to be carried:
1 500 or more 1 October 2002
1 000 or more but less than 1 500 1 October 2006
600 or more but less than 1 000 1 October 2008
400 or more but less than 600 1 October 2010
.2.3Age of the ship equal or greater than 20 years:
where the age of the ship means the time counted from the date on
which the keel was laid or the date on which it was at a similarstage of construction or from the date on which the ship was
converted to a ro-ro passenger ship .
8-3Special requirements for passenger ships, other than ro-ro passenger
ships,carrying400personsormore
CLASS B, C AND D SHIPS, CONSTRUCTED ON OR AFTER 1 JANUARY
2003, OTHER THAN RO-RO PASSENGER SHIPS.
Notwithstanding the provisions of regulation II-I/B/8 passenger ships, other than
ro-ro passenger ships, certified to carry more than 400 persons shall comply
with the provisions of paragraphs 2.3 and 2.6 of regulation II-1/B/8, assuming
the damage applied anywhere within the ship's length L.
9 Peakandmachineryspacebulkheads(R10)
NEW CLASS B, C AND D AND EXISTING CLASS B SHIPS:
.1 A forepeak or collision bulkhead shall be fitted which shall be watertight
up to the bulkhead deck. This bulkhead shall be located at a distance
from the forward perpendicular of not less than 5 % of the length of the
ship and not more than 3 metres plus 5 % of the length of the ship.
.2 Where any part of the ship below the waterline extends forward of the
forward perpendicular, e. g. a bulbous bow, the distances stipulated in
paragraph 1 shall be measured from a point either:
.1 at the mid-length of such extension; or
.2 at a distance 1,5 % of the length of the ship forward of the forward
perpendicular; or1998L0018 — EN — 30.07.2003 — 004.001 — 29
▼M1
.3 at a distance 3 metres forward of the forward perpendicular, which-
ever gives the smallest measurement.
.3 Where a long forward superstructure is fitted, the forepeak or collision
bulkhead shall be extended weathertight to the next full deck above the
bulkhead deck. The extension shall be so arranged as to preclude the
possibility of the bow door causing damage to it in the case of damage
to, or detachment of, a bow door.
.4 The extension required in paragraph 3 need not be fitted directly above
the bulkhead below provided all parts of the extension are not located
forward of the forward limit specified in paragraph 1 or in paragraph 2.
However in existing class B ships:.1 where a sloping loading ramp forms part of the extension of the
collision bulkhead above the bulkhead deck, the part of the ramp
which is more than 2,3 metres above the bulkhead deck may extend
no more than 1,0 metre forward of the forward limits specified in
paragraphs .1 and .2;
.2 where the existing ramp does not comply with the requirements for
acceptance as an extension to the collision bulkhead and the position
of the ramp prevents the siting of such extension within the limits
specified in paragraph.1 or paragraph.2, th e extension may be sited
within a limited distance aft of the aft limit specified in paragraph .1
or paragraph .2. The limited distance aft should be nor more than is
necessary to ensure non-interference with the ramp. The extension to
the collision bulkhead shall open forward and comply with the
requirements of paragraph.3 and sh all be so arranged as to preclude
the possibility of the ramp causing damage to it in the case of
damage to, or detachment of, the ramp.
.5 Ramps not meeting the above requirements shall be disregarded as an
extension to the collision bulkhead.
.6 In existing class B ships, the requirements of paragraph .3 and .4 shall
apply not later than the date of the first periodical survey after the date
referred to in Article 14(1) of this Directive.
.7 An afterpeak bulkhead, and bulkheads dividing the machinery space,
from the cargo and passenger spaces forward and aft, shall also be fitted
and made watertight up to the bulkhead deck. The afterpeak bulkhead
may, however, be stepped below the bulkhead deck, provided the degree
of safety of the ship as regards subdivision is not thereby diminished.
.8 In all cases stern tubes shall be enclosed in watertight spaces. The stern
gland shall be situated in a watertight shaft tunnel or other watertight
space separate from the stern tube compartment and of such volume
that, if flooded by leakage through the stern gland, the margin line will
not be submerged.
10 Doublebottoms(R12)
NEW CLASS B, C AND D AND EXISTING CLASS B SHIPS, AND NEW
SHIPS CONSTRUCTED ON OR AFTER 1 JANUARY 2003 WITH A
LENGTH OF 24 METRES AND ABOVE.
.1 In new class B, C and D and existing class B ships, and new ships
constructed on or after 1 January 2003 witha lengthof 24 metres and
above, a double bottom shall be fitted extending from the forepeak bulk-
head to the afterpeak bulkhead as far as this is practicable and
compatible with the design and proper working of the ship.
.1 In ships of 50 metres and upwards but less than 61 metres in length,
a double bottom shall be fitted at least from the machinery space to
the forepeak bulkhead, or as near thereto as practicable.
.2 In ships of 61 metres and upwards but less than 76 metres in length,
a double bottom shall be fitted at least outside the machinery space
and shall extend to the fore and after peak bulkheads or as near
thereto as practicable.
.3 In ships of 76 metres in length and upwards, a double bottom shall
be fitted admidships and shall extend to the fore and after peak bulk-
head or as near as practicable.
.2 Where a double bottom is required to be fitted its depth shall comply
with the standards of a recognised organisation and the inner bottom
shall be continued out to the ship's sides in such a manner as to protect
the bottom to the turn of the bilge. Such protection will be deemed satis-
factory if the line of intersection of the outer edge of the margin plate1998L0018 — EN — 30.07.2003 — 004.001 — 30
▼M1
with the bilge plating is not lower at any part than a horizontal plane
passing through the point of intersection with the frame line amidships
of a transverse diagonal line inclined at 25º to the base line and cutting
it at a point one half of the ship's moulded breadth from the middle line.
.3 Small wells constructed in the double bottom in connection with drainage
arrangements of holds, etc., shall not extend downwards more than
necessary. The depth of the well shall in no case be more than the depth
less 460 mm of the double bottom at the centreline, nor shall the well
extend below the horizontal plane referred to in paragraph .2. A well
extending to the outer bottom is, however, permitted at the after end of
the shaft tunnel. Other wells (e.g. for lubricating oil under main engines)
may be permitted by the Administration of the flag State if satisfied that
the arrangements give protection equivalent to that afforded by a double
bottom complying withth is regulation.
.4 A double bottom need not be fitted in way of watertight compartments of
moderate size used exclusively for the carriage of liquids, provided the
safety of the ship, in the event of bottom or side damage, is not, in the
opinion of the Administration of the flag State, thereby impaired.
.5 Notwithstanding paragraph .1 of this regulation 10, the Administration of
the flag State may permit a double bottom to be dispensed with in any
part of the ship which is subdivided by a factor not exceeding 0,5, 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.
11 Assigning,markingandrecordingofsubdivisionloadlines(R13)
NEW CLASS B, C AND D AND EXISTING CLASS B 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 amidships. A ship having spaces
which are specially adapted for the accommodation of passengers and the
carriage of cargo alternatively may, if owners desire, have one or more
additional load lines assigned and marked to correspond withth e subdi-
vision draughts which the Administration of the flag State may approve
for alternative service conditions.
.2 The subdivision load lines assigned and marked shall be recorded in the
Passenger Ship Safety Certificate, and shall be identified by the
notation C.1 if there is only one subdivision load line.
If there is more than one subdivision load line, the alternative conditions
shall be identified by the notations C.2, C.3, C.4 etc.(1).
.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 free-
boards determined in accordance withth e International Convention on
Load Lines in force.
.4 The freeboard corresponding to each approved subdivision load line and
the conditions of service for which it is approved, shall be clearly indi-
cated 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 appro-
priate 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 the subdivision load line mark
appropriate to the particular voyage and condition of service is
submerged.1998L0018 — EN — 30.07.2003 — 004.001 — 31
(1) The arabic numerals following the letter ‘C’ in the subdivision load line notations may
be replaced by roman numerals or letters if the Administration of the flag Stateconsiders this necessary to make the distinction with the international subdivision load
line notations.
▼M1
12 Constructionandinitialtestingofwatertightbulkheads,etc.(R14)
NEW CLASS B, C AND D AND EXISTING CLASS B SHIPS:
.1 Each watertight subdivision bulkhead, whether transverse or longitudinal,
shall be constructed in such a manner that it shall be capable of
supporting, with a proper margin of resistance, the pressure due to the
maximum head of water which it might have to sustain in the event of
damage to the ship but at least the pressure due to a head of water up
to the margin line. The construction of these bulkheads shall be in accor-
dance withth e standards of a recognised organisation.
.2.1 Steps and recesses in bulkheads shall be watertight and as strong as the
bulkhead at the place where each occurs.
.2.2 Where frames or beams pass through a watertight deck or bulkhead, such
deck or bulkhead shall be made structurally watertight without the use of
wood or cement.
.3 Testing main compartments by filling them with water is not compul-
sory. 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 out fitting items, it may be replaced by a careful
visual examination of welded connections, supported where deemed
necessary by means suchas a dye penetrant test or ultrasonic leak test
or an equivalent test. In any case, a thorough inspection of the watertight
bulkheads shall be carried out.
.4 The forepeak, double bottoms (including duct keels) and inner skins shall
be tested with water to a head corresponding to the requirements of
paragraph.1.
.5 Tanks which are intended to hold liquids, and which form part of the
subdivision of the ship, shall be tested for tightness with water to a
head up to the deepest subdivision load line or to a head corresponding
to two thirds of the depth from the top of keel to the margin line in way
of the tanks, whichever is the greater, provided that in no case shall the
test head be less than 0,9 metres above the top of the tank; if testing by
water is impracticable, air leak testing while the tanks are subjected to an
air pressure of not more than 0,14 bar may be accepted.
.6 The tests referred to in paragraphs .4 and .5 are for the purpose of
ensuring that the subdivision structural arrangements are watertight and
are not to be regarded as a test of the fitness of any compartment for
the storage of oil fuel or for other special purposes for which a test of asuperior character may be required depending on the height to which the
liquid has access in the tank or its connections.
13 Openingsinwatertightbulkheads(R15)
NEW CLASS B, C AND D AND EXISTING CLASS B 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, electrical cables, etc., are carried through water-
tight subdivision bulkheads, arrangements shall be made to ensure the
watertight integrity of the bulkheads.
.2.2 Valves not forming part of a piping system shall not be permitted in
watertight subdivision bulkheads.
.2.3 Lead or other heat sensitive materials shall not be used in systems which
penetrate watertight subdivision bulkheads, where deterioration of such
systems in the event of fire would impair the watertight integrity of the
bulkheads.
.3.1 No doors, manholes, or access openings are permitted:
.1 in the collision bulkhead below the margin line;
.2 in watertight transverse bulkheads dividing a cargo space from an
adjoining cargo space, except as provided for in paragraph.10.1
and in regulation 14.
.3.2 Except as provided in paragraph .3.3, the collision bulkhead may be
pierced below the margin line by no more than one pipe for dealing
with fluid in the fore peak tank, provided that the pipe is fitted with a
screw-down valve capable of being operated from above the bulkhead1998L0018 — EN — 30.07.2003 — 004.001 — 32
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deck, the valve chest being secured inside the fore peak to the collision
bulkhead. However the fitting of this valve on the afterside of the colli-
sion bulkhead may be accepted provided that the valve is readily
accessible under all service conditions and the space in which it is
located is not a cargo space.
.3.3 If the fore peak is divided to hold two different kinds of liquids, the
collision bulkhead may be pierced below the margin line by two pipes
each of which is fitted as required by paragraph .3.1, provided there is
no practical alternative to the fitting of such a second pipe and that,
having regard to the additional subdivision provided in the forepeak, the
safety of the ship is maintained.
.4 Within spaces containing the main and auxiliary propulsion machinery
including boilers serving the needs of propulsion not more than one
door apart from the doors to shaft tunnels may be fitted in each main
transverse bulkhead. 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 EXISTING CLASS B SHIPS AND NEW CLASS B, C AND D SHIPS
OF LESS THAN 24 METRES IN LENGTH:
Watertight doors shall be sliding doors or hinged doors or doors of an
equivalent type. Plate doors secured only by bolts and doors required to
be closed by dropping or by the action of a dropping weight are not
permitted.
NEW CLASS B, C AND D SHIPS OF 24 METRES IN LENGTH AND
OVER:
Watertight doors, except as provided in paragraph .10.1 or regulation 14,
shall be power-operated sliding doors complying with the requirements
of paragraph7 capable of being closed simultaneously from th e central
operating console at the navigating bridge in not more than 60 seconds
with the ship in upright position.
.5.2 EXISTING CLASS B SHIPS AND NEW CLASS B, C AND D SHIPS
OF LESS THAN 24 METRES IN LENGTH:
Sliding doors may be either:
— hand-operated only, or
— power-operated as well as hand-operated.
NEW CLASS B, C AND D SHIPS OF 24 METRES IN LENGTH AND
OVER:
In ships where the total number of watertight doors is not more than two
and these doors are situated in the machinery space or in the bulkheads
bounding such space, the Administration of the flag State may allow
these two doors to be hand-operated only. Where hand-operated sliding
doors are fitted, suchdoors are to be closed before th e vessel leaves its
berthon a passenger carrying voyage and sh all be kept closed during
navigation.
NEW CLASS B, C AND D SHIPS AND EXISTING CLASS B SHIPS:
.5.3 The means of operation whether by power or by hand of any sliding
watertight door whether power-operated or not shall be capable of
closing the door with the ship listed to 15º either way. Consideration
shall also be given to the forces which may act on either side of the
doors as may be experienced when water is flowing through the openingapplying a static head equivalent to a water height of at least 1 metre
above the sill on the centreline of the door.
NEW CLASS B, C AND D SHIPS OF 24 METRES IN LENGTH AND OVER:
.5.4 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 minimise 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, such distance being measured
at right angles to the centreline at the level of the deepest subdivision1998L0018 — EN — 30.07.2003 — 004.001 — 33
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load line, the operation of the watertight doors clear of the damaged
portion of the ship is not impaired.
.5.5 All power-operated and hand-operated sliding watertight doors shall be
provided with means of indication which will show at all remote oper-
ating positions whether the doors are open or closed. Remote operating
positions shall only be at the navigating bridge as required by
paragraph .7.1.5 and the location where hand operation above the bulk-
head deck is required by paragraph .7.1.4.
EXISTING CLASS B SHIPS AND NEW CLASS B, C AND D SHIPS OF
LESS THAN 24 METRES IN LENGTH:
.5.6 Watertight doors which do not comply with paragraphs .5.1 to .5.5 shall
be closed before the voyage commences, and shall be kept closed during
navigation; the time of opening such doors in port and of closing them
before the ship leaves port shall be entered in the logbook.
NEW CLASS B, C AND D SHIPS OF LESS THAN 24 METRES IN LENGTH
AND EXISTING CLASS B SHIPS:
.6.1 Hand-operated sliding doors may have a horizontal or vertical motion. It
shall be possible to operate the mechanism at the door itself from either
side, and from an accessible position above the bulkhead deck, with an
all round crank motion, or some other movement providing the same
guarantee of safety and of an approved type. When operating a hand
gear the time necessary for the complete closure of the door with the
vessel upright, shall not exceed 90 seconds.
EXISTING CLASS B SHIPS:
.6.2 Power-operated sliding doors may have a vertical or horizontal motion. If
a door is power-operated from a central control, the gearing shall be so
arranged that the door can also be operated by power at the door itself
from bothsides. Local control h andles in connection withth e power
gear shall be provided on each side of the bulkhead 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 closing
mechanism in operation accidentally. Power-operated sliding doors shall
be provided with hand gear workable at the door itself on either side and
from an accessible position above the bulkhead deck, with an all round
crank motion or some other movement providing the same guarantee of
safety and of an approved type. Provision shall be made to give warnings
by sound signal that the door has begun to close and will continue to
sound until it is completely closed. Additionally, in areas of high ambient
noise an audible alarm shall be required to be supplemented by an inter-
mittent visual signal at the door.
NEW CLASS B, C AND D SHIPS OF 24 METRES IN LENGTH AND OVER:
.7.1 Eachpower-operated sliding watertigh t door:
.1 shall have a vertical or horizontal motion;
.2 shall, subject to paragraph .11, be normally limited to a maximum
clear width of 1,2 metres. The Administration of the flag State 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:
.2.1 special consideration shall be given to the strength of the door
and its closing appliances in order to prevent leakages;
.2.2 the door shall be located outside the damage zone B/5;.2.3 the door shall be kept closed when the ship is at sea, except
for limited periods when absolutely necessary as determined
by the Administration of the flag State;
.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 of the flag State;
.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 acces-
sible 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 of the flag State. Direction of rota-
tion or other movement is to be clearly indicated on all operating
positions. The time necessary for the complete closure of the door,1998L0018 — EN — 30.07.2003 — 004.001 — 34
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when operated by hand gear, shall not exceed 90 seconds with the
ship in upright position;
.5 shall be provided with controls for opening and closing the door by
power from both sides of the door and also for closing the door by
power from the central operating console at the navigating bridge;
.6 shall be provided with an audible alarm, distinct from any other
alarm in the area, which will sound whenever the door is closedremotely by power and which shall sound for at least 5 seconds but
no more than 10 seconds before the door begins to move and shall
continue sounding until the door is completely closed. In the case of
remote hand operation it is sufficient for the audible alarm to sound
only when the door is moving. Additionally, in passenger areas and
areas of high ambient noise, the Administration of the flag State may
require the audible alarm to be supplemented by an intermittent
visual signal at the door; and
.7 shall have an approximately uniform rate of closure under power.
The closure time, from the time the door begins to move to the
time it reaches the completely closed position, shall in no case be
less than 20 seconds and no more than 40 seconds with the ship in
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 asso-
ciated 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 automa-
tically supplied by the transitional source of emergency electrical power
in the event of failure of either the main or emergency source of elec-
trical power.
.7.3 Power-operated sliding watertight doors shall have either:
.1 a centralised hydraulic system with two independent power sources
eachconsisting 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 temperature liable to be encountered
by the installation during its service. The power-operating system
shall be designed to minimise the possibility of having a single
failure in the hydraulic piping adversely affect the operation of
more than one door. The hydraulic system shall be provided with a
low-level alarm for hydraulic fluid reservoirs serving the power-
operated system and a low gas pressure alarm or other effective
means of monitoring loss of stored energy in hydraulic accumulators.These alarms are to be audible and visual and shall be situated on
the central operating console at the navigating bridge; or
.2 an independent h ydraulic system for eachdoor witheachpower
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 15º. This operating
cycle shall be capable of being carried out when the accumulators
at the pump cut-in pressure. The fluid used shall be chosen consid-
ering the temperatures liable to be encountered by the installation
during its service. A low gas pressure group alarm or other effective
means of monitoring loss of stored energy in hydraulic accumulators
shall be provided at the central operating console on the navigating
bridge. Loss of stored energy indication at eachlocal operating posi-
tion shall also be provided; or
.3 An independent electrical system and motor for eachdoor witheach
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 in
the event of failure of either the main or emergency source of elec-
trical power and withsufficient capacity to operate th e door at least
three times, i. e. closed-open-closed, against an adverse list of 15º.
For the systems specified in .7.3.1, .7.3.2 and .7.3.3, provision should be
made as follows:
Power systems for power-operated watertight sliding doors shall be sepa-
rate from any other power system. A single failure in the electric or1998L0018 — EN — 30.07.2003 — 004.001 — 35
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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 metres 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. Hydraulic control handles for watertight
doors in accommodation spaces shall, if only one action is required to
start the door's closing movement, be so placed that children cannot
operate them, e. g. behind panel doors with bolts placed at least 170 cm
above deck level.
NEW CLASS B, C AND D SHIPS AND EXISTING CLASS B SHIPS
OF 24 METRES IN LENGTH AND OVER:
On both sides of the doors there shall be a plate with instructions as to
how the door system is to be operated. On both sides of each door there
shall also be a plate with text or pictures warning of the danger of
remaining in the door opening when the door has begun its closing
movement. These plates shall be made of durable material, and shall be
firmly fixed. The text on the instruction or warning plate shall include
information about the closing time of the door in question.
NEW CLASS B, C AND D SHIPS OF 24 METRES IN LENGTH AND OVER:
.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 sucha way th at 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 moni-
tored at a point in the electrical circuit as near as practicable to each of
the motors required by paragraph .7.3. Loss of any such power supply
should activate an audible and visual alarm at the central operating
console at the navigating bridge.
.8.1 The central operating console at the navigating bridge shall have a
‘master mode’ switchwithtwo 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 doors that are open. The ‘doors closed’ mode
shall permit doors to be opened locally and shall automatically re-close
the door upon release of the local control mechanism. The ‘master mode’
switch shall normally be in the ‘local control’ mode. The ‘door closed’
mode shall only be used in an emergency or for testing purposes.
.8.2 The central operating console at the navigating bridge shall be provided
with a diagram showing the location of each door, with visual indicators
to show whether each door is open or closed. A red light shall indicate a
door is fully open and a green light shall indicate a door is fully closed.
When the door is closed remotely the red light shall indicate the inter-
mediate position by flashing. The indicating circuit shall be independent
of the control circuit for each door.
.8.3 It shall not be possible to open any door remotely from the central
control position.
NEW CLASS B, C AND D AND EXISTING CLASS B SHIPS:
.9.1 All watertight doors shall be kept closed during navigation except that
they may be opened during navigation as specified in paragraphs 9.2
and 9.3. Watertight doors of width of more than 1,2 metres permitted
by paragraph11 may only be opened in th e circumstances detailed in1998L0018 — EN — 30.07.2003 — 004.001 — 36
▼M1
that paragraph. Any door which is opened in accordance with this para-
graphsh all be ready to be immediately closed.
.9.2 A watertight door may be opened during navigation to permit the
passage of passengers or crew, or when work in the immediate vicinity
of the door necessitates it being opened. The door must be immediately
closed when transit through the door is complete or when the task which
necessitated it being open is finished.
.9.3 Certain watertight doors may be permitted to remain open during naviga-
tion only if considered absolutely necessary; that is, being open is
determined essential to the safe and effective operation of the ship's
machinery or to permit passengers normally unrestricted access
throughout the passenger area. Such determination shall be made by the
Administration of the flag State only after careful consideration of the
impact on ship operations and survivability. A watertight door permitted
to remain thus open shall be clearly indicated in the ship's stability infor-
mation and shall always be ready to be immediately closed.
NEW CLASS B, C AND D SHIPS:
.10.1 If the Administration of the flag State 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, such distance being measured at right
angles to the centreline at the level of the deepest subdivision load line.
.10.2 Such doors shall be closed before the voyage commences and shall be
kept closed during navigation; the time of opening such doors in port
and of closing them before the ship leaves port shall be entered in the
logbook. Should any of the doors be accessible during the voyage, they
shall be fitted with a device which prevents unauthorised opening. When
it is proposed to fit such doors, the number and the arrangements shall
receive the special consideration of the Administration of the flag State.
.11 Portable plates on bulkheads shall not be permitted except in machinery
spaces. Such plates shall always be in place before the ship leaves port,
and shall not be removed during navigation except in case of urgent
necessity at the discretion of the master. The Administration of the flag
State may permit not more than one power-operated sliding watertight
door in each main transverse bulkhead larger than those specified in
paragraph .7.1.2 to be substituted for these portable plates, provided these
doors are closed before the ship leaves the port and remain closed during
navigation except in case of urgent necessity at the discretion of the
master. These doors need not meet the requirements of paragraph 7.1.4
regarding complete closure by hand-operated gear in 90 seconds. The
time of opening and closing these doors, whether the ship is at sea or in
port, shall be recorded in the logbook.
14 Shipscarrying goodsvehiclesandaccompanyingpersonnel(R16)
NEW CLASS B, C AND D AND EXISTING CLASS B SHIPS:
.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, including persons
accompanying vehicles, does not exceed N = 12 + A/25, where A = total
deck area (square metres) of spaces available for the stowage of goods
vehicles and where the clear height at the stowage position and at the
entrance to such spaces is not less than 4 metres, the provisions of regu-
lation 13, paragraph .10, in respect of watertight doors apply except that
the doors may be fitted at any level in watertight bulkheads dividing
cargo spaces. Additionally, indicators are required on the navigating
bridge to show automatically when each door is closed and all door
fastenings are secured.
.3 When applying the provisions of this chapter to such a ship, N shall be
taken as the maximum number of passengers for which the ship may be
certified in accordance withth is regulation.1998L0018 — EN — 30.07.2003 — 004.001 — 37
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15 Openingsintheshellplatingbelowthemarginline(R17)
NEW CLASS B, C AND D AND EXISTING CLASS B 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 .1The 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.
.2.2 Subject to the requirements of the International Convention of the Load
Line in force, no side scuttles 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 subdivi-
sion load line, or 500 mm, whichever is the greater.
.2.3 All side scuttles the sills of which are below the margin line shall be of
suchconstruction as will effectively prevent any person opening th em
without the consent of the master of the ship.
.2.4 Where in a between-deck, the sills of any of the sidescuttles referred to
in paragraph .2.3 are below a line drawn parallel to the bulkhead deck at
side and having its lowest point 1,4 metres plus 2,5 % of the breadth of
the ship above the water when the ship departs from any port, all the
sidescuttles in that between-deck shall be closed watertight and locked
before the ship leaves port, and they shall not be opened before the ship
arrives at the next port. In the application of this paragraph the appro-
priate allowance for freshwater may be made wh en applicable.
.2.5 Sidescuttles and their deadlights which will not be accessible during
navigation shall be closed and secured before the ship leaves port.
.3 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.
.4 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.
.4.1 Subject to the requirements of the International Convention on Load
Lines in force, and except as provided in paragraph.5, eachseparate
discharge led through the shell plating from spaces below the margin
line shall be provided with either one automatic nonreturn valve fitted
with a positive means of closing it from above the bulkhead deck or
withtwo automatic nonreturn valves with out positive means of closing,
provided that the inboard valve is situated above the deepest subdivision
load line and is always accessible for examination under service condi-
tions.
Where a valve with positive means of closing is fitted, the operating
position above the bulkhead deck shall always be readily accessible and
means shall be provided for indicating whether the valve is open or
closed.
.4.2 The requirements of the International Convention on Load Lines in force
shall apply to discharges led through the shell plating from spaces above
the margin line.
.5 Machinery space main and auxiliary sea inlets and discharges in connec-
tion with the operation of machinery shall be fitted with readily
accessible valves between the pipes and the shell plating or between the
pipes and fabricated boxes attached to the shell plating. The valves may
be controlled locally and shall be provided with indicators showing
whether they are open or closed.
NEW CLASS B, C AND D SHIPS:.1 The handwheels or handles of the sea cocks shall be easily acces-
sible for operation. All valves which are used as seacocks shall
close by clockwise movement of their handwheels.
.2 Discharge taps or valves on the side of the ship for blow-off water
from boilers shall be located in easily accessible locations and not
beneath deck plating. Taps or valves shall be so designed that it is
easy to see whether they are open or closed. Taps shall be provided
with safety screens, so designed that the key cannot be lifted off
when the tap is open.
.3 All valves and taps in pipe systems suchas bilge and ballast
systems, fuel oil and lubricating oil systems, fire extinguishing and1998L0018 — EN — 30.07.2003 — 004.001 — 38
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sluicing systems, cooling water and sanitary systems, etc. shall be
clearly marked as to their functions.
.4 Other outlet pipes shall, if they emerge below the deepest subdivi-
sion load line, be provided with equivalent means of shut-off on the
side of the ship; if they emerge above the deepest subdivision load
line, they shall be provided with an ordinary storm valve. In both
cases the valves may be omitted if pipes are used of the same thick-
ness as the plating indirect outlets from toilets and wash-basins, and
floor outlets from washrooms etc. provided with deadlights or other-
wise protected against water shock. The wall thickness of such pipes
need not, however, be greater than 14 mm.
.5 If a valve with a direct closing mechanism is fitted, the place from
which it may be operated shall always be easily accessible, and there
shall be a means of indicating whether the valve is open or closed.
.6 When valves with direct closing mechanisms are placed in
machinery spaces, it is sufficient that they be operable from where
they are located, provided that this place is easily accessible under
all conditions.
.6 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 of the flag State.
.7 Gangway, and cargo ports fitted below the margin line shall be of suffi-
cient strength. They shall be effectively closed and secured watertightbefore the ship leaves port, and shall be kept closed during navigation.
.8 Such ports shall in no case be so fitted as to have their lowest point
below the deepest subdivision load line.
16 Watertightintegrityofpassengershipsabovethemarginline(R20)
NEW CLASS B, C AND D AND EXISTING CLASS B SHIPS:
.1 All reasonable and practicable measures shall be taken to limit the entry
and spread of water above the bulkhead deck. Such measures may
include partial bulkheads or webs. When partial watertight bulkheads
and webs are fitted on the bulkhead deck, above or in the immediate
vicinity of main subdivision bulkheads, they shall have watertight shell
and bulkhead deck 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.
.2 The bulkhead deck or a deck above it shall be weathertight. All openings
in the exposed weather deck shall have coamings of ample height and
strengthand sh all be provided withefficient means for expeditiously
closing them weathertight. Freeing ports, open rails and scuppers shall
be fitted as necessary for rapidly clearing the weather deck of water
under all weather conditions.
.3 In existing class B ships, the open end of air pipes terminating within a
superstructure shall be at least 1 metre above the waterline when the ship
heels to an angle of 15 ºC, or the maximum angle of heel during inter-
mediate stages of flooding, as determined by direct calculation,
whichever is the greater. Alternatively, air pipes from tanks other than
oil tanks may discharge through the side of the superstructure. The provi-
sions of this paragraph are without prejudice to the provisions of the
International Convention on Load Lines in force.
.4 Sidescuttles, gangway, cargo ports and the other means for closing open-
ings in the shell plating above the margin line shall be of efficient design
and construction and of sufficient strength having regard to the spaces in
which they are fitted and their positions relative to the deepest subdivi-
sion load line.
.5 Efficient inside deadlights, so arranged that they can be easily and effec-
tively closed and secured watertight, shall be provided for all sidescuttles
to spaces below the first deck above the bulkhead deck.1998L0018 — EN — 30.07.2003 — 004.001 — 39
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17 Closureofcargoloadingdoors(R20-1)
NEW CLASS B, C AND D AND EXISTING CLASS B SHIPS:
.1 The following doors, located above the margin line, shall be closed and
locked before the ship proceeds on any voyage, and shall remain closed
and locked until the ship is at its next berth:
.1 cargo loading doors in the shell or the boundaries of enclosed super-
structures;
.2 bow visors fitted in positions, as indicated in paragraph.1.1;.3 cargo loading doors in the collision bulkhead;.4 weathertight ramps forming an alternative closure to those defined in
paragraphs .1.1 to .1.3 inclusive. Provided that where a door cannot
be opened or closed while the ship is at the berth, such a door may
be opened or left open while the ship approaches or draws away
from the berth, but only so far as may be necessary to enable the
door to be immediately operated. In any case, the inner bow door
must be kept closed.
.2 Notwithstanding the requirements of paragraph .1.1 and .1.4, the Admin-
istration of the flag State may authorise 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.
.3 The master shall ensure that an effective system of supervision and
reporting of the closing and opening of the doors referred to in
paragraph.1 is implemented.
.4 The master shall ensure, before the ship proceeds on any voyage, that an
entry in the logbook, as required in regulation 22, is made of the time of
the last closing of the doors specified in paragraph .1 and the time of any
opening of particular doors in accordance withparagraph.2.
17-1Watertight integrity from the ro-ro deck (bulkhead deck) to spaces
below(R20-2)
NEW CLASS B, C AND D 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 metres 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 of the flag State 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. movement of machinery and
stores, subject to suchaccesses being made watertigh t, alarmed and indi-
cated to the navigation bridge;
.1.4 the accesses referred to in paragraphs .1.2 and .1.3 shall be closed before
the ship leaves the berth on any voyage and shall remain closed until the
ship is at its next berth;
.1.5 the master shall ensure that an effective system of supervision and
reporting of the closing and opening of such accesses referred to in
paragraphs .1.2 and .1.3 is implemented; and
.1.6 the master shall ensure, before the ship leaves the berth on any voyage,
that an entry in the logbook, as required by regulation II-1/B/22, is made
of the time of the last closing of the accesses referred to in
paragraphs .1.2 and .1.3;
.1.7 new class C ro-ro passenger ships of less than 40 metres in length and
new class D ro-ro passenger ships may, instead of complying with
paragraphs .1.1 to .1.6, comply with paragraphs .2.1 to .2.4, provided
that coaming and sill heights are at least 600 mm on open ro-ro cargo
decks and at least 380 mm on enclosed ro-ro cargo decks.1998L0018 — EN — 30.07.2003 — 004.001 — 40
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EXISTING CLASS B RO-RO PASSENGER SHIPS:
.2.1 All accesses from the ro-ro deck that lead to spaces below the bulkhead
deck shall be made weathertight and means shall be provided on the
navigation bridge, indicating whether the access is open or closed;
.2.2 all such accesses shall be closed before the ship leaves the berth on any
voyage and shall remain closed until the ship is at its next berth;
.2.3 notwithstanding the requirements of paragraph .2.2, the Administration of
the flag State may permit some accesses to be opened during the voyage
but only for a period sufficient to permit through passage and, if
required, for the essential working of the ship; and
.2.4 the requirements of paragraph .2.1 shall apply not later than the date of
the first periodical survey after the date referred to in paragraph 1 of
Article 14 of this Directive.
17-2Accesstoro-rodecks(R20-3)
ALL RO-RO PASSANGER SHIPS:
The master, or the designated officer shall ensure that, without the expressed
consent of the master or the designated officer, no passengers are allowed access
to an enclosed ro-ro deck when the ship is underway.
17-3Closureofbulkheadsonthero-rodeck(R20-4)
NEW CLASS B, C AND D AND EXISTING CLASS B RO-RO PASSENGER
SHIPS:
.1 All transverse and longitudinal bulkheads which are taken into account as
effective to confine the seawater accumulated on the ro-ro deck shall be
in place and secured before the ship leaves the berth and remain in place
and secured until the ship is at its next berth.
.2 Nothwithstanding the requirements of paragraph .1, the Administration of
the flag State may permit some accesses within such bulkheads to be
opened during the voyage but only for sufficient time to permit through
passage and, if required, for the essential working of the ship.
18 Stabilityinformation(R22)NEW CLASS B, C AND D AND EXISTING CLASS B SHIPS:
.1 Every passenger ship, shall be inclined upon its completion and the
elements of its stability determined. The master shall be supplied with
such information, approved by the Administration of the flag State, 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.
.2 Where any alterations are made to a ship so as to affect materially the
stability information supplied to the master, amended stability informa-
tion shall be provided. If necessary the ship shall be re-inclined.
.3 At periodical intervals not exceeding five years, a lightweight survey
shall be carried out to verify any changes in the light ship displacement
and longitudinal centre of gravity. The ship shall be re-inclined when-
ever, in comparison withth e approved stability information, a deviation
from the lightship displacement exceeding 2 % or a deviation of the
longitudinal centre of gravity exceeding 1 % of the length of the ship is
found or anticipated.
.4 The Administration of the flag State may allow the inclining test of an
individual 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 of the flag State that reliable stability
information for the exempted ship can be obtained from such basic data.
19 Damagecontrolplans(R23)
NEW CLASS B, C AND D AND EXISTING CLASS B SHIPS:
There shall be permanently exhibited, for the guidance of the officer in charge
of the ship, plans showing clearly for each deck and hold the boundaries of the
watertight compartments, the openings therein with the means of closure and
position of any controls thereof, and the arrangements for the correction of any1998L0018 — EN — 30.07.2003 — 004.001 — 41
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list due to flooding. In addition, booklets containing the aforementioned infor-
mation shall be made available to the officers of the ship.
20 Integrity of the hull and superstructure, damage prevention and
control(R23-2)
This regulation applies to all ro-ro passenger ships, except that for existing
ships paragraph .2 shall apply not later than the date of the first periodical
survey after the date referred to in Article 14 (1) of this Directive .
.1 Indicators shall be provided on the navigating bridge for all shell doors,
loading doors and other closing appliances which, if left open or not
properly secured, could lead to flooding of a special category space or
ro-ro cargo space. The indicator system shall be designed on the fail-
safe principle and shall show by visual alarms if the door is not fully
closed or if any of the securing arrangements are not in place and fully
locked and by audible alarms if suchdoor or closing appliances become
open or the securing arrangements become unsecured. The indicator
panel on the navigating 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 shell doors not closed or any closing
device not in correct position. The power supply for the indicator system
shall be independent of the power supply for operating and securing the
doors. Indicator systems, approved by the Administration of the flag
State, which were installed on board existing ships, need not be changed.
.2 Television surveillance and a water leakage detection system shall be
arranged to provide an indication to the navigation bridge and to the
engine control station of any leakage through inner and outer bow doors,
stern doors or any other shell doors which could lead to flooding of
special category spaces or ro-ro cargo spaces.
.3 Special category spaces and ro-ro cargo spaces shall be continuously
patrolled or monitored by effective means, suchas television surveil-
lance, so that any movement of vehicles in adverse weather conditions
and unauthorised access by passengers thereto can be detected whilst
the ship is underway.
.4 Documented operating procedures for closing and securing all shell
doors, loading doors and other closing appliances which, if left open or
not properly secured, could lead to flooding of a special category space
or ro-ro cargo space, shall be kept on board and posted at an appropriate
place.
21 Marking, periodical operation and inspection of watertight doors, etc.
(R24)
NEW CLASS B, C AND D AND EXISTING CLASS B SHIPS:
.1 Drills for the operating of the watertight doors, sidescuttles, valves and
closing mechanisms of scuppers shall take place weekly.
.2 All watertight doors in main transverse bulkheads, in use at sea, shall be
operated daily.
.3 The watertight doors and all mechanisms and indicators connected here-
with, all valves, the closing of which is necessary to make a
compartment watertight, and all valves the operation of which is neces-
sary for damage control cross-connections shall be periodically inspected
at sea at least once a week.
.4 Such valves, doors and mechanisms shall be suitably marked to ensue
that they may be properly used to provide maximum safety.
22 Entriesinlog(R25)NEW CLASS B, C AND D AND EXISTING CLASS B SHIPS:
.1 Hinged doors, portable plates, sidescuttles, gangway and cargo ports and
other openings, which are required by these regulations to be kept closed
during navigation, shall be closed before the ship leaves the port. The
time of closing and the time of opening (if permissible under these regu-
lations) shall be recorded in the logbook.
.2 A record of all drills and inspections required by regulation 21 shall be
entered in the logbook with an explicit record of any defects which may
be disclosed.1998L0018 — EN — 30.07.2003 — 004.001 — 42
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23 Hoistablecarplatformsandramps
NEW CLASS A, B, C AND D AND EXISTING CLASS B SHIPS:
On ships fitted with suspended decks for transport of passenger vehicles, the
construction, installation and operation shall be carried out in accordance with
measures imposed by the Administration of the flag State. With regard to the
construction, the relevant rules of a recognised organisation shall be used.
24 RailingsNEW CLASS A, B, C AND D SHIPS CONSTRUCTED ON OR AFTER
1 JANUARY 2003:
1. On external decks to which passengers are permitted access, and where
there is no bulwark of adequate height provided, railings shall be
provided of a height of minimum 1 100 mm above the deck and of such
design and construction as to prevent any passenger from climbing on
these railings and from accidentally falling from that deck.
2. Stairs and landings on suchexternal decks sh all be provided withrailings
of equivalent construction.
PART C
MACHINERY
1 General (R26)
NEW CLASS B, C AND D AND EXISTING CLASS B SHIPS:
.1 The machinery, boilers and other pressure vessels, associated piping
systems and fittings shall be so installed and protected as to reduce to a
minimum any danger to persons on board, due regard being paid to
moving parts, hot surfaces and other hazards.
.2 Means shall be provided whereby normal operation of propulsion
machinery can be sustained or restored even though one of the essential
auxiliaries becomes inoperative.
.3 Means shall be provided to ensure that the machinery can be brought into
operation from the dead ship condition without external aid.
NEW CLASS B AND C SHIPS:
.4 Main propulsion machinery and all auxiliary machinery essential to the
propulsion and the safety of the ship shall, as fitted in the ship, be
designed to operate when the ship is upright and when inclined at any
angle of list up to and including 15º either way under static conditions
and 22,5º under dynamic conditions (rolling) either way and simulta-
neously inclined dynamically (pitching) 7,5º by bow or stern.
NEW CLASS A, B, C AND D SHIPS AND EXISTING CLASS B SHIPS:
.5 Means shall be provided for the propulsion machinery and the propeller
to be stopped in cases of emergencies from relevant positions outside of
the engine room/engine control room, e.g. open deck or the wheel house.
CLASS B, C AND D SHIPS, CONSTRUCTED ON OR AFTER 1 JANUARY
2003:
.6 Location and arrangement of vent pipes for fuel oil service, settling and
lubricating oil tanks shall be such that in the event of a broken vent pipe
this shall not directly lead to the risk of ingress of seawater splashes or
rainwater. Two fuel oil service tanks for eachtype of fuel used on board
necessary for propulsion and vital systems or equivalent arrangements
shall be provided on each ship, with a capacity of at least 8 hours for
class B ships and at least 4 hours for class C and D ships, at maximum
continuous rating of the propulsion plant and normal operating load at
sea of the generator plant.1998L0018 — EN — 30.07.2003 — 004.001 — 43
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2 Internalcombustionengines(R27)
NEW CLASS B, C AND D AND EXISTING CLASS B SHIPS:
.1 Internal combustion engines of a cylinder diameter of 200 mm, or a
crankcase volume of 0,6 m3and above shall be provided with crankcase
explosion relief valves of a suitable type withsufficient relief area. Th e
relief valves shall be arranged or provided with means to ensure that
discharge from them is so directed as to minimise the possibility of
injury to personnel.
3 Bilgepumpingarrangement(R21)
NEW CLASS B, C AND D AND EXISTING CLASS B SHIPS:
.1.1 An efficient bilge pumping system shall be provided, capable of pumping
from and draining any watertight compartment other than a space perma-
nently appropriated for the carriage of fresh water, water ballast, oil fuel
or liquid cargo and for which other efficient means of pumping are
provided, under all practical conditions. Efficient means shall be
provided for draining water from insulated holds.
.1.2 Sanitary, ballast and general service pumps may be accepted as indepen-
dent power bilge pumps if fitted with the necessary connections to the
bilge pumping system.
.1.3 All bilge pipes used in or under fuel storage tanks or in boiler or
machinery spaces, including spaces in which oil-settling tanks or oil
fuel pumping units are situated, shall be of steel or other suitable mate-
rial.
.1.4 The arrangement of the bilge and ballast pumping system shall be such
as to prevent the possibility of water passing from the sea and from water
ballast spaces into the cargo and machinery spaces, or from one compart-
ment to another. Provision shall be made to prevent any deep tank
having bilge and ballast connections being inadvertently flooded from
the sea when containing cargo, or being discharged through a bilge
pump when containing water ballast.
.1.5 All distribution boxes and manually operated valves in connection with
the bilge pumping arrangements shall be in positions which are acces-
sible under ordinary circumstances.
NEW CLASS B, C AND D SHIPS:
.1.6 Provision shall be made for the drainage of enclosed cargo spaces situ-
ated on the bulkhead deck.
.1.6.1 Where the freeboard to the bulkhead deck is such that the deck
edge is immersed when the ship heels more than 5º, the drainage
shall be by means of a sufficient number of scuppers of suitable
size discharging directly overboard, fitted in accordance with the
requirements of regulation 15.
.1.6.2 Where the freeboard is such that the edge of the bulkhead deck is
immersed when the ship heels 5º or less, the drainage of the
enclosed cargo spaces on the bulkhead deck shall be led to a
suitable space, or spaces, of adequate capacity, having high water
level alarm and provided withsuitable arrangements for
discharge overboard. In addition it will be ensured that:
.1 the number, size and disposition of the scuppers are such as
to prevent unreasonable accumulation of free water;
.2 the pumping arrangements required by this regulation take
account of the requirements for any fixed pressure water
spraying fire-extinguishing system;
.3 water contaminated withpetrol or oth er dangerous
substances is not drained to machinery spaces or other spaces
where sources of ignition may be present; and
.4 where the enclosed cargo space is protected by a carbon
dioxide fire-extinguishing system the deck scuppers are fittedwith means to prevent the escape of the smothering gas.
NEW CLASS A, B, C AND D SHIPS:.1.6.3 The drainage from ro-ro decks and car decks shall be of suffi-
cient capacity that the scuppers, wash ports etc. on the starboard
and the port side shall be able to cope with a quantity of water1998L0018 — EN — 30.07.2003 — 004.001 — 44
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originating from drencher and fire pumps, taking into account the
ship's conditions of heel and trim.
.1.6.4 When provided with sprinkler installations and hydrants,
passenger and crew lounges shall have an adequate number of
scuppers, sufficient to cope withth e quantity of water originating
from fire extinguishing by the room's sprinkler heads and from
two fire hoses with jets. The scuppers shall be located in the
most effective positions, e.g. in eachcorner.
NEW CLASS B, C AND D AND EXISTING CLASS B SHIPS:
.2.1 The bilge pumping system required by paragraph .1.1 shall be capable of
operation under all practicable conditions after a casualty whether the
ship is upright or listed. For this purpose wing suctions shall generally
be fitted except in narrow compartments at the end of the ship where
one suction may be sufficient. In compartments of unusual form, addi-
tional suctions may be required. Arrangements shall be made whereby
water in the compartment may find its way to the suction pipes.
.2.2 Where practicable, the power bilge pumps shall be placed in separate
watertight compartments and so arranged or situated that these compart-
ments will not be flooded by the same damage. If the main propulsion
machinery, auxiliary machinery and boilers are in two or more watertight
compartments, the pumps available for bilge service shall be distributed
as far as is possible throughout these compartments.
.2.3 With the exception of additional pumps which may be provided for peak
compartments only, eachrequired bilge pump sh all be so arranged as to
draw water from any space required to be drained by paragraph.1.1.
.2.4 Each power bilge pump shall be capable of pumping water through the
required main bilge pipe at a speed of not less than 2 m/sec. Independent
power bilge pumps situated in machinery spaces shall have direct
suctions from these spaces, except that not more than two such suctions
shall be required in any one space. Where two or more such suctions are
provided there shall be at least one on each side of the ship. Direct
suctions shall be suitably arranged and those in a machinery space shall
be of a diameter not less than that required for the bilge main.
.2.5 In addition to the direct bilge suction or suctions required by
paragraph.2.4 a direct emergency bilge suction fitted witha non-return
valve shall be led from the largest available independent power driven
pump to the drainage level of the machinery space; the suction shall be
of the same diameter as the main inlet to the pumps used.
.2.6 The spindles of the sea inlet and direct suction valves shall extend well
above the engine-room platform.
.2.7 All bilge suction piping up to the connection to the pumps shall be inde-
pendent of other piping.
.2.8 The diameter ‘d’ of the main and branch bilge suction pipes shall be
calculated according to the following formulae. However, the actual
internal diameter may be rounded off to the nearest standard size accep-
table to the Administration of the flag State: main bilge suction pipe:
d¼25þ1;68ﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃ
LB þD ðÞp
branchbilge suction pipes between collecting boxes and suctions:
d¼25þ2;15ﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃ ﬃ
L1 B þD ðÞp
where:
d is the internal diameter of the bilge main (millimetres),
L and B are the length and the breadth of the ship (metres),
L1is the length of the compartment, and1998L0018 — EN — 30.07.2003 — 004.001 — 45
▼M1
D is the moulded depth of the ship to bulkhead deck (metres)
provided that, in a ship having an enclosed cargo space on
the bulkhead deck which is internally drained in accordancewith the requirements of paragraph 1.6.2 and which extends
for the full length of the ship, D shall be measured to the
next deck above the bulkhead deck. Where the enclosed
cargo spaces cover a lesser length, D shall be taken as the
mouled depth to the bulkhead deck plus lh/L where l and h
are the aggregate length and height respectively of the
enclosed cargo spaces.
.2.9 Provision shall be made to prevent the compartment served by any bilge
suction pipe being flooded in the event of the pipe being severed or
otherwise damaged by collision or grounding in any other compartment.
For this purpose, where the pipe is at any part situated nearer the side of
the ship than one fifth of the breadth of the ship (measured at right
angles to the centreline at the level of the deepest subdivision load
line), or is in a duct keel, a non-return valve shall be fitted to the pipe
in the compartment containing the open end.
.2.10 Distribution boxes, cocks and valves in connection withth e bilge
pumping system shall be so arranged that, in the event of flooding, one
of the bilge pumps may be operative on any compartment; in addition,
damage to a pump or its pipe connecting to the bilge main outboard of
a line drawn at one fifth of the breadth of the ship shall not put the bilge
system out of action. If there is only one system of pipes common to all
the pumps, the necessary valves for controlling the bilge suctions must
be capable of being operated from above the bulkheads deck. Where in
addition to the main bilge pumping system an emergency bilge pumping
system is provided, it shall be independent of the main system and so
arranged that a pump is capable of operating on any compartment under
flooding condition as specified in paragraph .2.1; in the case only the
valves necessary for the operation of the emergency system need be
capable of being operated from above the bulkhead deck.
.2.11 All cocks and valves referred to in paragraph.2.10 wh ichcan be oper-
ated from above the bulkhead deck shall have their controls at their
place of operation clearly marked and shall be provided with means to
indicate whether they are open or closed.
4 Numberandtypeofbilgepumps(R21)
NEW CLASS B, C AND D AND EXISTING CLASS B SHIPS:up to 250 passengers: one main engine pump and one independent power
pump, located and powered outside the engine room,
over 250 passengers: one main engine pump and two independent power
pumps, one of which has to be located and powered
outside the engine room.
The main engine pump may be replaced by one independent power pump.
The drainage of very small compartments may be dealt with movable hand
pumps.
5 Meansofgoingastern(R28)
NEW CLASS B, C AND D AND EXISTING CLASS B SHIPS:
.1 Sufficient power for going astern shall be provided to secure proper
control of the ship in all normal circumstances.
.2 The ability of the machinery to reverse the direction of thrust of the
propeller in sufficient time, and so to bring the ship to rest within a
reasonable distance from maximum ahead service speed, shall be demon-
strated and recorded.
.3 The stopping times, ship headings and distances recorded on trials,
together with the results of trials to determine the ability of ships having
multiple propellers to navigate and manoeuvre withone or more propel-
lers inoperative, shall be available on board for use of the master or
designated personnel.1998L0018 — EN — 30.07.2003 — 004.001 — 46
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6 Steeringgear(R29)
NEW CLASS B, C AND D AND EXISTING CLASS B SHIPS:
.1 Every ship shall be provided with an efficient main and auxiliary steering
system. The main steering system and the auxiliary steering system shall
be so arranged that the failure of one of them will not render the other
one inoperative.
.2 The main steering gear and rudder stock where fitted shall be:
.2.1 of adequate strength, and capable to steer the ship at maximum
service speed ahead, and so designed that they will not be damaged
at maximum speed astern;
.2.2 capable of putting the rudder over from 35º on one side to 35º on
the other side with the ship at its deepest seagoing draught and
running ahead at maximum ahead service speed and, under the
same conditions from 35º on either side to 30º on the other side
in not more than 28 seconds;
.2.3 operated by power where necessary to meet the requirements of
paragraph.2.2.2 and in any case wh en a rudder stock over
120 mm in diameter in way of the tiller, excluding strengthening
for navigation in ice, is required in order to comply with
paragraph.2.2.1.
.3 If fitted, the auxiliary steering gear shall be:
.1 of adequate strength and capable of steering the ship at navigable
speed and of being brought speedily into action in an emergency;
.2 capable of putting the rudder over from 15º on one side to 15º on the
other side in not more than 60 seconds with the ship at its deepest
seagoing draught and running ahead at one half of the maximum
ahead service speed or 7 knots, whichever is the greater; and
.3 operated by power where necessary to meet the requirements of
paragraph .3.2 and in any case where a rudder stock is more than
230 mm in diameter in way of the tiller, excluding strengthening
for navigation in ice.
NEW CLASS B, C AND D SHIPS:
.4 Steering power units shall be:
.1 arranged to restart automatically when power is restored after a
power failure; and
.2 capable of being brought into operation from a position on the navi-
gating bridge. In the event of a power failure to any of the steering
power units, an audible and visual alarm shall be given on the navi-
gating bridge.
NEW CLASS B, C AND D AND EXISTING CLASS B SHIPS:
.5 Where the main steering gear comprises two or more identical power
units, an auxiliary steering gear need not be fitted, provided that:
.1 the main steering gear is capable of operating the rudder as required
by paragraph .2.2 while any one of the power unit is out of opera-
tion;
.2 the main steering gear is so arranged that after a single failure in its
piping system or in one of the power units the defect can be isolated
so that the steering capability can be maintained or speedily
regained.
NEW CLASS B, C AND D SHIPS:
.6 Steering gear control shall be provided:
.1 for the main steering gear, both on the navigating bridge and in the
steering compartment;
.2 when the main steering gear is arranged in accordance with
paragraph.4, by two independent control systems, bothoperable
from the navigating bridge. This does not require duplication of the
steering wheel or steering lever. Where the control system consists
of an hydraulic telemotor, a second independent system need not be
fitted;
.3 for the auxiliary steering gear, in the steering gear compartment and,
if power operated, it shall also be operable from the navigating1998L0018 — EN — 30.07.2003 — 004.001 — 47
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bridge and shall be independent of the control system for the main
steering gear.
.7 Any main and auxiliary steering gear control system operable from the
navigating bridge shall comply with the following:
.1 if electric, it shall be served by its own separate circuit supplied from
a steering gear power circuit from a point within the steering gear
compartment, or directly from switchboard busbars supplying that
steering gear power circuit at a point on the switchboard adjacent to
the supply to the steering gear power circuit;
.2 means shall be provided in the steering gear compartment for discon-
necting any control system operable from the navigating bridge from
the steering gear it serves;
.3 the system shall be capable of being brought into operation from a
position on the navigating bridge;
.4 in the event of a failure in the electrical power supply to the control
system, an audible and visual alarm shall be given in the navigating
bridge; and
.5 short circuit protection only shall be provided for steering gear
control supply circuits.
.8 The electrical power circuits and the steering gear control systems with
their associated components, cables and pipes required by this regulation
and by regulation 7 shall be separated as far as is practicable throughout
their length.
.9 A means of communication shall be provided between the navigating
bridge and the steering gear compartment or alternative steering position.
.10 The angular position of the rudder(s) shall:
.1 if the main steering gear is power operated, be indicated on the navi-
gating bridge. The rudder angle indication shall be independent of
the steering gear control system;
.2 be recognisable in the steering gear compartment.
.11 Hydraulic power-operated steering gear shall be provided with the
following:
.1 arrangements to maintain the cleanliness of the hydraulic fluid taking
into consideration the type and design of the hydraulic system;
.2 a low-level alarm for each hydraulic fluid reservoir to give the
earliest practical indication of hydraulic fluid leakage. Audible and
visual alarms shall be given on the navigating bridge and in the
machinery space where they can be readily observed; and
.3 a fixed storage tank having sufficient capacity to recharge at least
one power actuating system including the reservoir, where the main
steering gear is required to be power-operated. The storage tank shall
be permanently connected by piping in such manner that the
hydraulic systems can be readily recharged from a position within
the steering gear compartment and shall be provided with a contents
gauge.
.12 The steering gear compartments shall be:
.1 readily accessible and, as far as practicable, separated from
machinery spaces; and
.2 provided withsuitable arrangements to ensure working access to
steering gear machinery and controls. These arrangements shall
include handrails and gratings or other nonslip surfaces to ensure
suitable working conditions in the event of hydraulic fluid leakage.
7 Additional requirements for electric andelectro-hydraulic steering gear
(R30)
NEW CLASS B, C AND D AND EXISTING CLASS B SHIPS:
.1 Means for indicating that the motors of electric and electro-hydraulic
steering gears are running shall be installed on the navigating bridge
and at a suitable main machinery control position.
NEW CLASS B, C AND D SHIPS:
.2 Eachelectric or electro-h ydraulic steering system comprising one or
more power units shall be served by at least two exclusive circuits fed
directly from the main switchboard; however, one of the circuits may1998L0018 — EN — 30.07.2003 — 004.001 — 48
▼M1
be supplied through the emergency switchboard. An auxiliary electric or
electro-hydraulic steering system associated with a main electric or
electro-hydraulic steering system may be connected to one of the circuits
supplying this main steering system. The circuits supplying an electric or
electro-hydraulic steering system shall have adequate rating for supplying
all motors which can be simultaneously connected to them and may be
required to operate simultaneously.
NEW CLASS B, C AND D AND EXISTING CLASS B SHIPS:
.3 Short circuit protection and an overload alarm shall be provided for
steering gear electric and electro-hydraulic circuits and motors. Protec-
tion against excess current, including starting current, if provided, shall
be for not less than twice the full load current of the motor or circuit so
protected, and shall be arranged to permit the passage of the appropriate
starting currents.
NEW CLASS B, C AND D SHIPS:
The alarms required in this paragraph shall be both audible and visual
and shall be situated in a conspicuous position in the main machinery
space or control room from which the main machinery is normally
controlled and as may be required by regulation 6 of Part E of this
chapter.
.4 When an auxiliary steering gear required by regulation 6.3.3 to be oper-
ated by power is not electrically powered or is powered by an electric
motor primarily intended for other services, the main steering system
may be fed by one circuit from the main switchboard. Where such an
electric motor primarily intended for other services is arranged to power
suchan auxiliary steering system, th e requirements of paragraph.3 may
be waived by the Administration of the flag State, if satisfied with the
protection arrangement together with the requirements of regulation
6.4.1 and .4.2 applicable to auxiliary steering systems.
8 Ventilatingsystemsinmachineryspaces(R35)NEW CLASS B, C AND D AND EXISTING CLASS B SHIPS:
Machinery spaces of category A shall be adequately ventilated so as to ensure
that when machinery or boilers therein are operating at full power in all weather
conditions including heavy weather, an adequate supply of air is maintained to
the spaces for the safety and comfort of personnel and the operation of the
machinery.
9 Communication between the navigating bridge andmachinery space (R
37)
NEW CLASS B, C AND D AND EXISTING CLASS B SHIPS:
At least two independent means of communication shall be provided for
communication orders from the navigating bridge to the position in the
machinery space or in the control room from which the speed and direction of
thrust of the propellers are normally controlled: one of these shall be an engine-
room telegraph which provides visual indication of the orders and responses
both in the machinery space and on the navigating bridge. Appropriate means
of communication shall be provided to any other position from which the speed
or direction of thrust of the propellers may be controlled.
10 Engineers'alarm(R38)NEW CLASS B, C AND D AND EXISTING CLASS B SHIPS:
An engineers' alarm shall be provided to be operated from the engine control
room or at a manoeuvering platform as appropriate, and shall be clearly audible
in the engineers' accommodation, and/or navigating bridge as appropriate.
11 Locationofemergency installations(R39)NEW CLASS B, C AND D AND EXISTING CLASS B SHIPS:
Emergency sources of electrical power, fire pumps, bilge pumps except those
specifically serving the spaces forward of the collision bulkhead, and fixed
fire-extinguishing system required by Chapter II-2 and other emergency installa-
tions which are essential for the safety of the ship, except anchor windlasses,
shall not be installed forward of the collision bulkhead.1998L0018 — EN — 30.07.2003 — 004.001 — 49
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12 Machinerycontrols(R31)
NEW CLASS B, C AND D SHIPS:
.1 Main and auxiliary machinery essential for the propulsion and the safety
of the ship shall be provided with effective means for its operation and
control.
.2 Where remote control of propulsion machinery from the navigating
bridge is provided and the machinery spaces are intended to be manned,
the following shall apply:
.1 the speed, direction of thrust and, if applicable, the pitch of the
propeller shall be fully controllable from the navigating bridge under
all sailing conditions, including manoeuvring;
.2 the remote control shall be performed, for each independent
propeller, by a control device so designed and constructed that its
operation does not require particular attention to the operational
details of the machinery. Where multiple propellers are designed to
operate simultaneously, they may be controlled by one control
device.
.3 the main propulsion machinery shall be provided with an emergency
stopping device on the navigating bridge which shall be independent
of the navigating bridge control system;
.4 propulsion machinery orders from the navigating bridge shall be
indicated in the main machinery control room or at the manoeuvring
platform as appropriate;
.5 remote control of the propulsion machinery shall be possible only
from one location at a time; at suchlocations interconnected control
positions are permitted. At each location there shall be an indicator
showing which location is in control of the propulsion machinery.
The transfer of control between the navigating bridge and machinery
spaces shall be possible only in the main machinery space or the
main machinery control room. This system shall include means to
prevent the propelling thrust from altering significantly when trans-
ferring control from one location to another;
.6 it shall be possible to control the propulsion machinery locally, even
in the case of failure in any part of the remote control system;
.7 the design of the remote control system shall be such that in case of
its failure an alarm will be given. The pre-set speed and direction of
thrust of the propellers shall be maintained until local control is in
operation;
.8 indicators shall be fitted on the navigating bridge for:
.1 propeller speed and direction of rotation in the case of fixed
pitchpropellers;
.2 propeller speed and pitchposition in th e case of controllable
pitchpropellers;
.9 an alarm shall be provided on the navigating bridge and in the
machinery space to indicate low starting air pressure which shall be
set at a level to permit further main engine starting operations. If the
remote control system of the propulsion machinery is designed for
automatic starting, the number of automatic consecutive attempts
which fail to produce a start shall be limited in order to safeguard
sufficient starting air pressure for starting locally.
.3 Where the main propulsion and associated machinery, including sources
of main electrical power supply, are provided withvarious degrees of
automatic and remote control and are under continuous manual supervi-
sion from a control room the arrangements and controls shall be so
designed, equipped and installed that the machinery operation will be as
safe and effective as if it were under direct supervision; for this purpose
regulations II-1/E/1 to II-1/E/5 shall apply as appropriate. Particular
consideration shall be given to protect such spaces against fire and
flooding.
.4 In general, automatic starting, operational and control systems shall
include provisions for manually overriding the automatic controls.
Failure of any part of such systems shall not prevent the use of the
manual override.1998L0018 — EN — 30.07.2003 — 004.001 — 50
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CLASS B, C AND D SHIPS, CONSTRUCTED ON OR AFTER 1 JANUARY
2003:
.5 The ships shall comply with the requirements of paragraphs .1 to .4 with
the following modifications:
.1 paragraph1 is replaced by th e following:
‘1. Main and auxiliary machinery essential for the propulsion,
control and safety shall be provided with effective means for its
operation and control. All control systems essential for the
propulsion, control and safety of the ship shall be independent
or designed suchth at failure of one system does not degrade
the performance of another system’
.2 in the first and second lines of paragraph 2, the words ‘and the
machinery spaces are intended to be manned’ are deleted.
.3 the first sentence of paragraph 2.2 is replaced by the following:
‘.2 the control shall be performed by a single control device for each
independent propeller withautomatic performance of all asso-
ciated services including, where necessary, means of preventingoverload of the propulsion machinery’.
.4 paragraph2.4 is replaced by th e following:
‘.4 propulsion machinery orders from the navigation bridge shall be
indicated in the main machinery control room and at the
manoeuvring platform’.
.5 a new sentence is added at the end of paragraph 2.6 to read as
follows:
‘It shall also be possible to control the auxiliary machinery, essential
for the propulsion and safety of the ship, at or near the machinery
concerned’; and
.6 paragraphs 2.8, 2.8.1 and 2.8.2 are replaced by the following:
‘.8 indicators shall be fitted in the navigation bridge, the main
machinery control room and at the manoeuvring platform for:
.8.1 propeller speed and direction of rotation in the case of
fixed pitchpropellers, and
.8.2 propeller speed and pitchposition in th e case of control-
lable pitchpropellers.’
13 Steampipesystems(R33)NEW CLASS B, C AND D SHIPS:
.1 Every steam pipe and every fitting connected thereto through which
steam may pass shall be so designed, constructed and installed as to
withstand the maximum working stresses to which it may be subjected.
.2 Means shall be provided for draining every steam pipe in which
dangerous water hammer action might otherwise occur.
.3 If a steam pipe or fitting may receive steam from any source at a higher
pressure than that for which it is designed a suitable reducing valve,
relief valve and pressure gauge shall be fitted.
14 Airpressuresystems(R34)NEW CLASS B, C AND D SHIPS:
.1 Means shall be provided to prevent overpressure in any part of
compressed air systems and wherever water jackets or casings of air
compressors and coolers might be subjected to dangerous overpressure
due to leakage into them from air pressure parts. Suitable pressure relief
arrangements shall be provided for all systems.
.2 The main starting air arrangements for main propulsion internal combus-
tion engines shall be adequately protected against the effects of
backfiring and internal explosion in the starting air pipes.
.3 All discharge pipes from starting air compressors shall lead directly to
the starting air receivers, and all starting pipes from the air receivers to
main and auxiliary engines shall be entirely separate from the compressor
discharge pipe system.1998L0018 — EN — 30.07.2003 — 004.001 — 51
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.4 Provision shall be made to reduce to a minimum the entry of oil into the
air pressure systems and to drain these systems.
15 Protection againstnoise(R36) (1)
NEW CLASS B, C AND D SHIPS:
Measures shall be taken to reduce machinery noise in machinery spaces to
acceptable levels. 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 suchspaces.
16 Lifts
NEW CLASS A, B, C AND D SHIPS:
.1 Passenger and goods lifts shall, in respect of dimensioning, layout,
number of passengers and/or quantity of goods, comply withth e provi-
sions laid down by the Administration of the flag State in each
individual case or for eachtype of plant.
.2 Installation drawings and maintenance instructions, including provisions
governing periodical inspections, shall be approved by the Administra-
tion of the flag State, which shall inspect and approve the plant before
it is taken into use.
.3 Following approval, the Administration of the flag State will issue a
certificate which is to be kept on board.
.4 The Administration of the flag State may permit the periodical inspec-
tions to be carried out by an expert authorised by the Administration, or
by a recognised organisation.
PART D
ELECTRICAL INSTALLATIONS
1 General (R40)
NEW CLASS B, C AND D AND EXISTING CLASS B SHIPS:
.1 Electrical installations shall be such that:
.1 all electrical auxiliary services necessary for maintaining the ship in
normal operational and habitable conditions will be ensured without
recourse to the emergency source of electrical power;
.2 electrical services essential for safety will be ensured under various
emergency conditions; and
.3 the safety of passengers, crew and ship from electrical hazards will
be ensured.
.2 The Administration of the flag State shall take appropriate steps to
ensure uniformity of implementation and application of the provision of
this part in respect of electrical installations(2).
2 Mainsourceofelectrical powerandlighting(R41)
NEW CLASS B, C AND D AND EXISTING CLASS B SHIPS:
.1 New ships of class C and D in which the electrical power is the only
power for maintaining the auxiliary services essential for the safety of
the ship, and new and existing ships of class B in which the electrical
power is the only power for maintaining the auxiliary services essential
for the safety and the propulsion of the ship, shall be provided with two
or more main generating sets of such power that the aforesaid services
can be operated when any one sets is out of service.
In new class C and D ships of less than 24 metres in length, one of the
main generating sets may be main propulsion engine driven, provided it1998L0018 — EN — 30.07.2003 — 004.001 — 52
(1) Refer to the Code on Noise levels on Board Ships, adopted by IMO Assembly Resolu-
tion A.468 (XII).
(2) Reference is made to the recommendations published by the International Electrotech-
nical Commission and, in particular, Publication 92 — Electrical Installations in Ships.
▼M1
is of such power that the aforesaid services can be operated when any
one other set is out of service.
.2.1 A main electric lighting system which shall provide illumination
throughout those parts of the ship normally accessible to and used by
passengers or crew shall be supplied from the main source of electrical
power.
.2.2 The arrangement of the main electric lighting system shall be such that a
fire or other casualty in spaces containing the main source of electrical
power, associated transforming equipment, if any, the main switchboard
and the main lighting switchboard, will not render the emergency
lighting system, required by regulation 3, inoperative.
.2.3 The arrangement of the emergency electric lighting system shall be such
that a fire or other casualty in spaces containing the emergency source of
electrical power, associated transforming equipment, if any, the emer-
gency switchboard and the emergency lighting switchboard will not
render the main electric lighting system required by this regulation inop-
erative.
.3 The main switchboard shall be so placed relative to one main generating
station that, as far as is practicable, the integrity of the normal electrical
supply may be affected only by a fire or other casualty in the space
where the generating set and the switchboard are installed.
3 Emergencysourceofelectrical power(R42)NEW CLASS B, C AND D AND EXISTING CLASS B SHIPS:
.1 Every ship shall be provided with a self-contained emergency source of
electrical power with emergency switchboard located above the bulkhead
deck, in a readily accessible space which shall not be contiguous to the
boundaries of machinery spaces of category A or of those spaces
containing the main source of electrical power or main switchboard.
.2 The emergency source of electric power may be either an accumulator
battery capable of complying withth e requirements of subparagraph.5,
without being recharged or suffering an excessive voltage drop, or a
generator, capable of complying withth e requirements of paragraph.5,
driven by internal combustion type of machinery with an independent
supply of fuel having a flashpoint of not less than 43 ºC, with automatic
starting arrangements for new ships and approved starting arrangements
for existing ships, and provided with a transitional source of emergency
electrical power according to paragraph.6, unless, in th e case of new
class Ca nd D ships of less than 24 metres in length a suitably located
independent battery arrangement is provided for that particular consumer
for the period of time required for these regulations.
.3 The emergency source of electric power shall be so arranged that it will
operate efficiently when the ship is listed to 22,5º and when the trim of
the ship is 10º from an even keel. Emergency generator set(s) shall be
capable of being readily started in any cold condition likely to be
encountered and, in new ships, capable of being started automatically.
.4 The emergency switchboard shall be situated as near as practicable to the
emergency source of power.
.5 The emergency source of power required by paragraph .1 shall:
.1 be capable of operating in general for a period of:
12 hours for class B ships (new and existing)
6 hours for class C ships (new)3 hours for class D ships (new);
.2 in particular, be capable to operate simultaneously the consumers as
identified within the following services as required for the class of
ships for the times indicated above:
(a) the ship's emergency bilge pump and one of the fire pumps;
(b) emergency lighting:
1. at every assembly or embarkation station and over the
sides;
2. in all alleyways, stairways and exits giving access to the
assembly or embarkation stations;
3. in the machinery spaces, and in the place where the emer-
gency generator is situated;1998L0018 — EN — 30.07.2003 — 004.001 — 53
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4. in the control stations where radio and main navigating
equipment are situated;
5. as required in regulations II-2/B/16.1.3.7 and II-2/B/6.1.7;6. at all stowage positions for firefighter's outfits;7. at the emergency bilge pump and one of the fire pumps,
referred to in subparagraph(a) and at th e starting position
of their motors;
(c) the ship's navigation lights;
(d) 1. all communication equipment,
2. the general alarm system,3. the fire detecting system, and4. all signals which may be required in an emergency, if they
are electrically operated from the ship's main generating
sets;
(e) the ship's sprinkler pump, if any and if it is electrically oper-
ated; and
(f) the ship's daylight signalling lamp, if it is operated by the ship's
main source of electric power;
.3 be capable to operate, for a period of half an hour, the power-oper-
ated watertight doors together with the associated control, indication
and alarm circuits.
.6 The transitional source of emergency electrical power required by
paragraph.2 sh all consist of an accumulator battery suitably located for
the use in an emergency which shall operate without recharging or
suffering an excessive voltage drop for half an hour:
(a) the lighting required by paragraph .2(b)1 of this regulation;
(b) the watertight doors, as required by paragraphs .7.2 and .7.3 of
regulation II-1/B/13, but not necessarily all of them simultaneously,
unless an independent temporary source of stored energy is
provided; and
(c) the control, indication and alarm circuits as required by
paragraph.7.2 of regulation II-1/B/13.
.7 CLASS B, C AND D SHIPS, CONSTRUCTED ON OR AFTER
1 JANUARY 2003:
Where electrical power is necessary to restore propulsion, the capacity
shall be sufficient to restore propulsion to the ship in conjunction with
other machinery, as appropriate, from a dead ship condition within 30
min. after blackout.
4 Supplementaryemergency lightingforro-roships(R42-1)
NEW CLASS B, C AND D AND EXISTING CLASS B SHIPS:
In addition to the emergency lighting required in regulation II-1/D/3.5.2(b), on
every ship with ro-ro cargo spaces or special category spaces:
.1 all passenger public spaces and alleyways shall be provided with supple-
mentary electric lighting that can operate for at least three hours when all
other sources of electrical power have failed and under any condition of
heel. The illumination provided shall be such that the approach to the
means of escape can be readily seen. The source of power for the supple-
mentary lighting shall consist of accumulator batteries located within the
lighting units that are continuously charged, where practicable, from the
emergency switchboard. Alternatively, any other means of lighting which
is at least as effective may be accepted by the Administration of the flag
State. The supplementary lighting shall be such that any failure of the
lamp will be immediately apparent. Any accumulator battery provided
shall be replaced at intervals having regards to the specific service life
in the ambient conditions that they are subject to in service; and
.2 a portable rechargeable battery operated lamp shall be provided in every
crew space alleyway, recreational space and every working space which
is normally occupied unless supplementary emergency lighting, as
required by paragraph.1 is provided.1998L0018 — EN — 30.07.2003 — 004.001 — 54
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5 Precautions against shock, fire and other hazards of electrical origin
(R45)
NEW CLASS B, C AND D AND EXISTING CLASS B SHIPS:
.1 Exposed metal parts of electrical machines or equipment which are not
intended to be live but which are liable under fault conditions to become
live shall be earthed unless the machines or equipment are:
.1 supplied at a voltage not exceeding 50 V direct current or 50 V, root
mean square, between conductors; auto-transformers shall not be
used for the purpose of achieving this voltage; or
.2 supplied at a voltage not exceeding 250 V by safety isolating trans-
formers supplying only one consuming device; or
.3 constructed in accordance withth e principle of double insulation.
.2 All electrical apparatus shall be so constructed and so installed as not to
cause injury when handled or touched in the normal manner.
.3 The sides and the rear and, where necessary, the front of switchboards
shall be suitably guarded. Exposed live parts having voltages to earth
exceeding the voltage specified under 1.1 shall not be installed on the
front of such switchboards. Where necessary, non-conducting mats or
gratings shall be provided at the front and rear of the switchboard.
.4 In distribution systems withno connection to earth , a device capable of
monitoring the insulation level to earth and giving an audible or visual
indication of abnormally low insulation values shall be provided.
.5.1 All metal sheaths and armour of cables shall be electrically continuous
and shall be earthed.
.5.2 All electrical cables and wiring external to equipment shall be at least of
a flame-retarding type and shall be so installed as not to impair their
original flame-retarding properties. Where necessary for particular appli-
cation the Administration of the flag State may permit the use of special
type of cables suchas radio frequency cables, wh ichdo not comply with
the foregoing.
NEW CLASS B, C AND D SHIPS:
.5.3 Cables and wiring serving essential or emergency power, lighting,
internal communications or signals shall so far as practicable be routed
clear of galleys, laundries, machinery spaces of category A and their
casings and other high fire risk areas. In new and existing ro-ro
passenger ships, cabling for emergency alarms and public address
systems installed on or after the date referred to in Article 14(1) of this
Directive shall be approved by the Administration of the flag Statehaving regard to the recommendations developed by the IMO. Cables
connecting fire pumps to the emergency switchboard shall be of a fire-
resistant type where they pass through high fire risk areas. Where prac-
ticable all suchcables sh ould be run in sucha manner as to preclude
their being rendered unserviceable by heating of the bulkheads that may
be caused by a fire in an adjacent space.
.6 Cables and wiring shall be installed and supported in such a manner as to
avoid chafing or other damage. Terminations and joints in all conductors
shall be so made as to retain the original electrical, mechanical flame-
retarding and, where necessary, fire resisting.
NEW CLASS B, C AND D AND EXISTING CLASS B SHIPS:
.7.1 Each separate circuit shall be protected against short circuit and against
overload, except as permitted in regulations II-1/C/6 and II-1/C/7.
NEW CLASS B, C AND D SHIPS:
.7.2 Lighting fittings shall be so arranged as to prevent temperature rises
which could damage the cables and wiring, and to prevent surrounding
material from becoming excessively hot.
.8.1 Accumulator batteries shall be suitably housed, and compartments used
primarily for their accommodation shall be properly constructed and effi-
ciently ventilated.
.8.2 Electrical or other equipment which may constitute a source of ignition
of flammable vapours shall not be permitted in these compartments.
.9 Distribution systems shall be so arranged that fire in any main vertical
zone, as is defined in regulation II-2/A/2.9, will not interfere with1998L0018 — EN — 30.07.2003 — 004.001 — 55
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services essential for safety in any other such zone. This requirement will
be met if main and emergency feeders passing through any such zone are
separated bothvertically and h orizontally as wide as is practicable.
PART E
ADDITIONAL REQUIREMENTS FOR PERIODICALLY UNATTENDED
MACHINERY SPACES
Specialconsideration(R54)
NEW CLASS B, C AND D AND EXISTING CLASS B SHIPS:
All new ships of class B, C and D and existing class B ships shall be specially
considered by the Administration of the flag State as to whether or not their
machinery spaces may be periodically unattended and if so whether additional
requirements to those stipulated in these regulations are necessary to achieve
equivalent safety to that of normally attended machinery spaces.
1 General (R46)NEW CLASS B, C AND D AND EXISTING CLASS B SHIPS:
.1 The arrangements provided shall be such as to ensure that the safety of
the ship in all sailing conditions, including manœuvering, is equivalent to
that of a ship having the machinery spaces manned.
.2 Measures shall be taken to ensure that the equipment is functioning in a
reliable manner and that satisfactory arrangements are made for regular
inspections and routine tests to ensure continuous reliable operation.
.3 Every ship shall be provided with documentary evidence of its fitness to
operate withperiodically unattended mach inery spaces.
2 Fire precautions(R47)NEW CLASS B, C AND D SHIPS:
.1 Means shall be provided to detect and give alarms at an early stage in
case of fires:
.1 in boiler air supply casings and exhausts (uptakes); and
.2 in scavenging air belts of propulsion machinery, unless it is consid-
ered to be unnecessary in a particular case.
.2 Internal combustion engines of 2 250 kW and above or having cylinders
of more than 300 mm bore shall be provided with crankcase oil mist
detectors or engine bearing temperature monitors or equivalent devices.
3 Protection againstflooding(R48)NEW CLASS B, C AND D AND EXISTING CLASS B SHIPS:
.1 Bilge wells in periodically unattended machinery spaces shall be located
and monitored in such a way that the accumulation of liquids is detected
at normal angles of trim and heel, and shall be large enough to accom-
modate easily the normal drainage during the unattended period.
.2 Where the bilge pumps are capable of being started automatically, means
shall be provided to indicate when the influx of liquid is greater than the
pump capacity or when the pump is operating more frequently than
would normally be expected. In these cases, smaller bilge wells to cover
a reasonable period of time may be permitted. Where automaticallycontrolled bilge pumps are provided, special attention shall be given to
oil pollution prevention requirements.
.3 The location of the controls of any valve serving a sea inlet, a discharge
below the waterline or a bilge injection system shall be so sited as to
allow adequate time for operation in case of influx of water to the space,
having regard to the time likely to be required in order to reach and
operate such controls. If the level to which the space could become
flooded with the ship in the fully loaded condition so requires, arrange-
ments shall be made to operate the controls from a position above such
level.1998L0018 — EN — 30.07.2003 — 004.001 — 56
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4 Controlofpropulsionmachineryfromthenavigatingbridge(R49)
NEW CLASS B, C AND D SHIPS:
.1 Under all sailing conditions, including manœuvring, the speed, direction
of thrust and, if applicable, the pitch of the propeller shall be fully
controllable from the navigating bridge.
.1 Suchremote control sh all be performed by a separate control device
for eachindependent propeller, withautomatic performance of all
associated services, including, where necessary, means of preventing
overload of the propulsion machinery.
.2 The main propulsion machinery shall be provided with an emergency
stopping device on the navigating bridge which shall be independent
of the navigating bridge control system.
.2 Propulsion machinery orders from the navigating bridge shall be indi-
cated in the main machinery control room or at the propulsion
machinery control position as appropriate.
.3 Remote control of the propulsion machinery shall be possible only from
one location at a time; at suchlocations interconnected control positions
are permitted. At each location there shall be an indicator showing which
location is in control of the propulsion machinery. The transfer of control
between the navigating bridge and machinery spaces shall be possible
only in the main machinery space or in the main machinery control
room. The system shall include means to prevent the propelling thrustfrom altering significantly when transferring control from one location
to another.
.4 It shall be possible for all machinery essential for the safe operation of
the ship to be controlled from a local position, even in the case of failure
in any part of the automatic or remote control systems.
.5 The design of the remote automatic control system shall be such that in
case of its failure an alarm will be given. Unless it is considered imprac-
ticable, the preset speed and direction of thrust of the propeller shall be
maintained until local control is in operation.
.6 Indicators shall be fitted on the navigating bridge for:
.1 propeller speed and direction of rotation in the case of fixed pitch
propellers; or
.2 propeller speed and pitchposition in th e case of controllable pitch
propellers.
.7 The number of consecutive automatic attempts which fail to produce a
start shall be limited to safeguard sufficient starting air pressure. An
alarm shall be provided to indicate low starting air pressure set at a level
which still permits starting operations of the propulsion machinery.
5 Communication(R50)
NEW AND EXISTING CLASS B SHIPS AND NEW CLASS C AND D SHIPS
OF 24 METRES IN LENGTH AND ABOVE:
A reliable means of vocal communication shall be provided between the main
machinery control room or the propulsion machinery control position as appro-
priate, the navigating bridge and the engineer officers' accommodation.
6 Alarmsystem(R51)
NEW CLASS B, C AND D AND EXISTING CLASS B SHIPS:
.1 An alarm system shall be provided indicating any fault requiring atten-
tion and shall:
.1 be capable of sounding an audible alarm in the main machinery
control room or at the propulsion machinery control position, and
indicate visually eachseparate alarm function at a suitable position;
.2 have a connection to the engineers' public rooms and to each of the
engineers' cabins through a selector switch, to ensure connection to a
least one of those cabins. Alternative arrangements may be permitted
if they are considered to be equivalents;
.3 activate an audible and visual alarm on the navigating bridge for any
situation which requires action by or attention of the officer on
watch;1998L0018 — EN — 30.07.2003 — 004.001 — 57
▼M1
.4 as far as is practicable be designed on the fail-to-safety principle;
and
.5 activate the engineers' alarm required by regulation II-1/C/10, if an
alarm function has not received attention locally within a limited
time.
.2.1 The alarm system shall be continuously powered and shall have an auto-
matic changeover to a stand-by power supply in case of loss of normal
power supply.
.2.2 Failure of the normal power supply of the alarm system shall be indi-
cated by an alarm.
.3.1 The alarm system shall be able to indicate at the same time more than
one fault and the acceptance of any alarm shall not inhibit another alarm.
.3.2 Acceptance at the position referred to in paragraph .1 of any alarm
condition shall be indicated at the positions where it was shown. Alarms
shall be maintained until they are accepted and the visual indications of
individual alarms shall remain until the fault has been corrected, when
the alarm system shall automatically reset to the normal operating condi-
tion.
7 Safetysystems(R52)
NEW CLASS B, C AND D AND EXISTING CLASS B SHIPS:
A safety system shall be provided to ensure that serious malfunction in
machinery or boiler operations, which presents an immediate danger, shall
initiate the automatic shutdown of that part of the plant and that an alarm shall
be given. Shutdown of the propulsion system shall not be automatically acti-
vated except in cases which could lead to serious damage, complete
breakdown, or explosion. Where arrangements for overriding the shutdown of
the main propelling machinery are fitted, these shall be such as to preclude inad-
vertent operation. Visual means shall be provided to indicate when the override
has been activated. Automatic machinery safety shut down and slow down
controls should be separated from the alarm installation.
8 Special requirements for machinery, boiler and electrical installations
(R53)
NEW CLASS B, C AND D AND EXISTING CLASS B SHIPS:
.1 The main source of electrical power shall comply with the following:
.1 where the electrical power can normally be supplied by one
generator, suitable load-shedding arrangements shall be provided to
ensure the integrity of supplies to services required for propulsion
and steering as well as the safety of the ship. In the case of loss of
the generator in operation, adequate provision shall be made for
automatic starting and connecting to the main switchboard of a
stand-by generator of sufficient capacity to permit propulsion and
steering and to ensure the safety of the ship with automatic restarting
of the essential auxiliaries including, where necessary, sequential
operations;
.2 if the electrical power is normally supplied by more than one
generator simultaneously in parallel operation, provision shall be
made, for instance by load shedding, to ensure that, in case of loss
of one of these generating sets, the remaining ones are kept in opera-
tion without overload to permit propulsion and steering, and to
ensure the safety of the ship.
.2 Where stand-by machines are required for other auxiliary machinery
essential to propulsion, automatic changeover devices shall be provided.
9 Automaticcontrolandalarmsystem(R53.4)
NEW CLASS B, C AND D AND EXISTING CLASS B SHIPS:
.1 The control system shall be such that the services needed for the opera-
tion of the main propulsion machinery and its auxiliaries are ensured
through the necessary automatic arrangements.
.2 An alarm shall be given on the automatic changeover.
.3 An alarm system complying withregulation 6 sh all be provided for all
important pressures, temperatures and fluid levels and other essential
parameters.1998L0018 — EN — 30.07.2003 — 004.001 — 58
▼M1
.4 A centralised control position shall be arranged with the necessary alarm
panels and instrumentation indicating any alarm.
.5 Means shall be provided to keep the starting air pressure at the required
level where internal combustion engines essential for main propulsion are
started by compressed air.1998L0018 — EN — 30.07.2003 — 004.001 — 59
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CHAPTER II-2
FIREPROTECTION,FIREDETECTIONANDFIREEXTINCTION
PART A
GENERAL
1 Basicprinciples(R2)
NEW CLASS B, C AND D AND EXISTING CLASS B SHIPS:
.1 The fire safety objectives of this chapter are to:
.1 prevent the occurrence of fire and explosion;
.2 reduce the risk to life caused by fire;.3 reduce the risk of damage caused by fire to the ship, its cargo and
the environment;
.4 contain, control and suppress fire and explosion in the compartment
of origin; and
.5 provide adequate and readily accessible means of escape for passen-
gers and crew.
.2 In order to achieve the fire objectives set out in paragraph .1 the
following basic principles underlie the regulations in this chapter and
are embodied in the regulations as appropriate, having regard to the
type of ships and the potential fire hazard involved:
.1 division of ship into main vertical zones by thermal and structural
boundaries;
.2 separation of accommodation spaces from the remainder of the ship
by thermal and structural boundaries;
.3 restricted use of combustible materials;.4 detection of any fire in the zone of origin;.5 containment and extinction of any fire in the space of origin;
.6 protection of means of escape or access for fire-fighting;
.7 ready availability of fire-extinguishing appliances;.8 minimisation of possible ignition of flammable cargo vapour.
.3 The fire safety objectives set out in paragraph 1 above shall be achieved
by ensuring compliance withth e prescriptive requirements specified in
this chapter or by alternative design and arrangements which comply
with Part F of the revised Chapter II-2 of SOLAS 1974, which applies
to ships constructed on or after 1 January 2003. A ship shall be consid-
ered to meet the functional requirements set out in paragraph .2 and to
achieve the fire safety objectives set out in paragraph .1 when either:
.1 the ship's designs and arrangements, as a whole, complies with the
relevant prescriptive requirements in this chapter;
.2 the ship's designs and arrangements, as a whole, have been reviewed
and approved in accordance with Part F of the revised Chapter II-2
of SOLAS 1974, which applies to ships constructed on or after
1 January 2003;
.3 part(s) of the ship's designs and arrangements have been reviewed
and approved in accordance with the above mentioned Part F of the
revised SOLAS Chapter II-2 and the remaining parts of the ship
comply with the relevant prescriptive requirements of this chapter.
.4 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.
Repairs, alterations and modifications which substantially alter the
dimensions of a ship or the passenger accommodation spaces, or substan-
tially increase a ship's service life and outfitting related thereto shall
meet the latest requirements for new ships in so far as the Administration
of the flag State deems reasonable and practicable.
EXISTING CLASS B SHIPS:
.5 Notwithstanding the provisions of paragraph .4, existing class B ships
carrying more than 36 passengers when undergoing repairs, alterations,1998L0018 — EN — 30.07.2003 — 004.001 — 60
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modifications and outfitting related thereto shall comply with the
following:
.1 all materials introduced to these ships shall comply with the require-
ments withregard to material applicable to new class B sh ips; and
.2 all repairs, alterations, modifications and outfitting related thereto
involving the replacement of material of 50 tonnes or above, other
than that required by regulation II-2/B/16, shall comply with the
requirements applicable to new class B ships.
2 Definitions(R3)NEW CLASS B, C AND D AND EXISTING CLASS B SHIPS:
.1Non-combustible material is a material which neither burns nor gives off
flammable vapours in sufficient quantity for self-ignition when heated to
approximately 750 ºC, this being determined by a fire test in accordance
withth e IMO Resolution A.799 (19) ‘Revised recommendation on test
methods for qualifying marine construction materials as non-combus-
tible’. Any other material is a combustible material.
.1.a FOR B, C AND D SHIPS, CONSTRUCTED ON OR AFTER
1 JANUARY 2003:
Non-combustible material is a material which neither burns nor gives off
flammable vapours in sufficient quantity for self-ignition when heated to
approximately 750 ºC, this being determined in accordance with the Fire
Test Procedures Code. Any other material is a combustible material.
.2 A standard fire test is one in which specimens of the relevant bulkheads
or decks are exposed in a test furnace to temperatures corresponding
approximately to the standard time-temperature curve. The specimen
shall have an exposed surface of not less than 4,65 m
2and height (or
lengthof deck) of 2,44 metres, resembling as closely as possible th e
intended construction and including where appropriate at least one joint.
The standard time-temperature curve is defined by a smooth curve drawn
through the following internal furnace temperature points:
initial internal furnace temperature 20 ºC
at the end of the first 5 minutes 576 ºCat the end of 10 minutes 679 ºC
at the end of 15 minutes 738 ºC
at the end of 30 minutes 841 ºCat the end of 60 minutes 945 ºC
.2a. FOR CLASS B, C AND D SHIPS, CONSTRUCTED ON OR AFTER
1 JANUARY 2003:
A standard fire test is one in which the specimens of the relevant bulk-
heads and decks are exposed in a test furnace to temperatures
corresponding approximately to the standard temperature curve. The test
methods shall be in accordance with the Fire Test Procedures Code.
.3‘A’ class divisions are those divisions formed by bulkheads and decks
which comply with the following:
.1 they shall be constructed of steel or other equivalent material;
.2 they shall be suitably stiffened;
.3 they shall be so constructed as to be capable of preventing the
passage of smoke and flame to the end of the one-hour standard
fire test;
.4 they shall be insulated with approved non-combustible materials
such that the average temperature of the unexposed side will not
rise more than 140 ºC above the original temperature, nor will the
temperature, at any one point, including any joint, rise more than
180 ºC above the original temperature, within the time listed below:
class ‘A-60’ 60 minutes
class ‘A-30’ 30 minutes
class ‘A-15’ 15 minutes
class ‘A-0’ 0 minutes1998L0018 — EN — 30.07.2003 — 004.001 — 61
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.5 The Administration of the flag State shall require a test of a proto-
type bulkhead or deck to ensure that it meets the above requirements
for integrity and temperature rise in accordance withth e IMO Reso-
lution A.754 (18).
For class B, C and D ships, constructed on or after 1 January 2003
‘IMO Resolution A.754 (18)’ shall read ‘Fire Test Procedures Code’.
.4‘B’ class divisions are those divisions formed by bulkheads, decks, ceil-
ings or linings which comply with the following:
.1 they shall be so constructed as to be capable of preventing the
passage of flame to the end of the first half hour of the standard
fire test;
.2 they shall have an insulation value such that the average temperature
of the unexposed side will not rise more than 140 ºC above the
original temperature, nor will the temperature at any one point,
including any joint, rise more than 225 ºC above the original
temperature within the time listed below:
class ‘B-15’ 15 min
class ‘B-0’ 0 min
.3 they shall be constructed of approved non-combustible materials and
all materials entering into the construction and erection of ‘B’ class
divisions shall be non-combustible, with the exception that combus-
tible veneers may be permitted provided they meet other
requirements of this chapter;
.4 the Administration of the flag State shall require a test of a prototype
division to ensure that it meets the above requirements for integrity
and temperature rise in accordance withIMO Resolution A.754 (18).
For class B, C and D ships, constructed on or after 1 January 2003 ‘IMO
Resolution 754 (18)’ shall read ‘Fire Test Procedures Code’.
.5‘C’ class divisions are divisions constructed of approved non-combustible
materials. They need meet neither requirements relative to the passage of
smoke and flame nor limitations relative to the temperature rise.
Combustible veneers are permitted provided they meet other require-
ments of this chapter.
.6Continuous ‘B’ class ceilings or linings are those ‘B’ class ceilings or
linings which terminate only at an ‘A’ or ‘B’ class division.
.7Steel or other equivalent material . Where the words ‘steel or other
equivalent material’ occur, ‘equivalent material’ means any non-combus-
tible material which, by itself or due to insulation provided, has structural
and integrity properties equivalent to steel at the end of the applicable
exposure to the standard fire test (e.g. aluminium alloy with appropriate
insulation).
.8Low flame spread means that the surface thus described will adequately
restrict the spread of flame, this being determined by a fire test according
to IMO Resolution A.653 (16), for bulkhead, ceiling and deck finish
materials.
.8a FOR CLASS B, C, AND D SHIPS, CONSTRUCTED ON OR AFTER
1 JANUARY 2003:
Low flame spread means that the surface thus described will adequately
restrict the spread of flame, this being determined in accordance with the
Fire Test Procedures Code.
.9Main vertical zones are those sections into which the hull, superstructure,
and deckhouses are divided by ‘A’ class divisions, the mean length and
widthof wh ichon any deck does not in general exceed 40 metres.
.10Accommodation spaces are those spaces used for public spaces, corridors,
lavatories, cabins, offices, hospitals, cinemas, games and hobbies rooms,
barber shops, pantries containing no cooking appliances and similar
spaces.
.11Public spaces are those portions of the accommodation which are used
for halls, dining rooms, lounges and similar permanently enclosed spaces.
.12Service spaces are those spaces used for galleys, pantries containing
cooking appliances, lockers, mail and specie rooms, storerooms, work-1998L0018 — EN — 30.07.2003 — 004.001 — 62
▼M1
shops other than those forming part of the machinery spaces, and similar
spaces and trunks to suchspaces.
.13Cargo spaces are all spaces used for cargo (including cargo oil tanks)
and trunks to suchspaces.
.13-1Vehicle spaces are cargo spaces intended for the carriage of motor vehi-
cles with fuel in their tanks for their own propulsion.
.14Ro-ro cargo spaces are spaces not normally subdivided in any way and
extending to either a substantial length or the entire length of the ship in
which motor vehicles with fuel in their tanks for their own propulsion
and/or goods (packaged or in bulk, in or on rail or road cars, vehicles
(including road and rail tankers), trailers, containers, pallets, dismoun-
table tanks or in or on similar stowage units or other receptacles) can
be loaded and unloaded normally in a horizontal direction.
.15Open ro-ro cargo spaces are ro-ro cargo spaces either open at both ends,
or open at one end and provided withadequate natural ventilation effec-
tive over the entire length through permanent openings in the side plating
or deckhead, or from above, and for ships constructed on or after
1 January 2003 having a total area of at least 10 % of the total area of
the space sides.
.15-1Open vehicle spaces are those vehicle spaces either open at both ends or
have an opening at one end and are provided with adequate natural venti-
lation effective over their entire length through permanent openings
distributed in the side plating or deckhead or from above, and for ships
constructed on or after 1 January 2003 having a total area of at least 10 %
of the total area of the space sides.
.16Closed ro-ro cargo spaces are ro-ro cargo spaces which are neither open
ro-ro cargo spaces nor weather decks.
.16-1Closed vehicle spaces are vehicle spaces which are neither open vehicle
spaces nor weather decks.
.17Weather deck is a deck which is completely exposed to the weather from
above and from at least two sides.
.18Special category spaces are those enclosed vehicle spaces above or
below the bulkhead deck into and from which such vehicles can be
driven and to which passengers have access. Special category spaces
may be accommodated on more than one deck provided that the total
overall clear height for vehicles does not exceed 10 metres.
.19.1Machinery spaces of category A are those spaces and trunks to such
spaces which contain:
.1 internal combustion machinery used for main propulsion; or
.2 internal combustion machinery used for purposes other than main
propulsion where such machinery has in the aggregate a total power
output of not less than 375 kW; or
.3 any oil-fired boiler or oil fuel unit.
.19.2Machinery 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, stabilising, ventilation and
air conditioning machinery, and similar spaces, and trunks to such
spaces.
.20Oil fuel unit is the equipment used for the preparation of oil fuel for
delivery to an oil-fired boiler, or equipment used for the preparation for
delivery of heated oil to an internal combustion engine, and includes any
oil pressure pumps, filters and heaters dealing with oil at a pressure of
more than 0,18 N/mm2.
.21Control stations are those spaces in which the ship's radio or main navi-
gating equipment or the emergency source of power is located or where
the fire recording or fire control equipment is centralised.
.21.1Central control station is a control station in which the following control
and indicator functions are centralised:
.1 fixed fire detection and alarm systems;
.2 automatic sprinklers, fire detection and alarm systems;
.3 fire door indicator panels;.4 fire doors closures;.5 watertight door indicator panels;1998L0018 — EN — 30.07.2003 — 004.001 — 63
▼M1
.6 watertight door closures;
.7 ventilation fans;.8 general/fire alarms;.9 communication systems including telephones; and.10 microphones to public address systems.
.21.2Continuously manned central control station is a central control station
which is continuously manned by a responsible member of the crew.
.22Rooms containing furniture and furnishings of restricted fire risk are, for
the purpose of regulation II-2/B/4, those rooms containing furniture and
furnishings of restricted fire risk (whether cabins, public spaces, offices
and other types of accommodation) in which:
.1 all case furniture suchas desks, wardrobes, dressing tables, bureaux,
dressers, is constructed entirely of approved non-combustible mate-
rials, except that a combustible veneer not exceeding 2 mm may be
used on the working surface of such articles;
.2 all free-standing furniture suchas ch airs, sofas, tables, is constructed
withframes of non-combustible materials;
.3 all draperies, curtains and other suspended textile materials have
qualities of resistance to the propagation of flame not inferior to
those of wool of mass 0,8 kg/m
2, in accordance withIMO Resolution
A.471 (XII) and its amendments adopted by Resolution A.563 (14).
For class B, C and D ships, constructed on or after 1 January 2003
‘IMO Resolution A.471 (XII) and its amendments adopted by Reso-
lution A.563 (14)’ shall read ‘Fire Test Procedures Code’;
.4 all floor coverings have qualities of resistance to the propagation of
flame not inferior to those of an equivalent woollen material used for
the same purpose.
For class B, C and D ships, constructed on or after 1 January 2003
this subparagraph shall read:
all floor coverings have low flame spread characteristics;
.5 all exposed surfaces of bulkheads, linings and ceilings have low
flame-spread characteristics; and
.6 all upholstered furniture has qualities of resistance to the ignition and
propagation of flame in accordance withth e Fire Test Procedures of
Upholstered Furniture of IMO Resolution A.652 (16)
For class B, C and D ships, constructed on or after 1 January 2003
‘IMO Resolution A.652 (16)’ shall read ‘Fire Test Procedures Code’.
FOR CLASS B, C AND D SHIPS, CONSTRUCTED ON OR
AFTER 1 JANUARY 2003
.7 all bedding components have qualities of resistance to the ignition
and propagation of flame, this being determined in accordance with
the Fire Test Procedures Code.
.23Ro-ro passenger ship means a passenger ship with ro-ro cargo spaces or
special category spaces as defined in this regulation.
.24Fire Test Procedures Code means the International Code for Application
of Fire Test Procedures, as adopted by the Maritime Safety Committee of
IMO by Resolution MSC 61 (67), as amended by IMO.
.25Fire Safety Systems Code means the International Code for Fire Safety
Systems as adopted by the Maritime Safety Committee of IMO by Reso-
lution MSC.98 (73), as may be amended by IMO, provided that such
amendments are adopted, brought into force and take effect in accor-
dance with the provisions of article VIII of the present SOLAS
Convention concerning the amendment procedures applicable to the
annex other than Chapter I thereof.
.26Flashpoint is the temperature in degrees Celsius (closed cup test) at
which a product will give off enough flammable vapour to be ignited,
as determined by an approved flashpoint apparatus.
.27Prescriptive requirements mean the constructive characteristics, limiting
dimensions or fire safety systems specified in this chapter.1998L0018 — EN — 30.07.2003 — 004.001 — 64
▼M1
3 Fire pumps,fire mains,hydrants,hosesandnozzles(R4)
NEW CLASS B, C AND D AND EXISTING CLASS B SHIPS:
.1.1 Every ship shall be provided with fire pumps, fire mains, hydrants, hoses
and nozzles complying as applicable with the requirements of this regu-
lation.
NEW CLASS B, C AND D SHIPS, CONSTRUCTED BEFORE 1 JANUARY
2003:
.1.2 Where more than one independent fire pump is required, isolating valves
to separate the section of the fire main within the machinery space
containing the main fire pump or pumps from the rest of the fire main
shall be fitted in an easily accessible and tenable position outside this
machinery space. The fire main shall be so arranged that when the
isolating valves are shut all the hydrants on the ship, except those in the
machinery space referred above, can be supplied with water by a fire
pump not located in this machinery space through pipes which do not
enter this space. Exceptionally, short lengths of the emergency fire
pump suction and discharge piping may penetrate the machinery space
if it is impracticable to route it externally provided that the integrity of
the fire main is maintained by the enclosure of the piping in a substantial
steel casing.
NEW CLASS B, C AND D SHIPS, CONSTRUCTED ON OR AFTER
1 JANUARY 2003:
.1.3 Isolating valves to separate the section of the fire main within the
machinery space containing the main fire pump or pumps from the rest
of the fire main shall be fitted in an easily accessible and tenable position
outside the machinery spaces. The fire main shall be so arranged that
when the isolating valves are shut all the hydrants on the ship, except
those in the machinery space referred to above, can be supplied with
water by another pump or an emergency fire pump. The emergency
pump, its seawater inlet and suction and delivery pipes and isolating
valves shall be located outside the machinery space. If this arrangement
cannot be made, the sea-chest may be fitted in the machinery space if the
valve is remotely controlled from a position in the same compartment as
the emergency pump and the suction pipe is as short as practicable. Short
lengths of suction or discharge piping may penetrate the machinery
space, provided they are enclosed in a substantial steel casing or are
insulated to A-60 standards. The pipes shall have substantial wall thick-
ness, but in no case less than 11 mm and shall be welded except for the
flanged connection to the sea inlet valve.
ALL NEW AND EXISTING CLASS B SHIPS AND NEW CLASS C AND D
SHIPS OF 24 METRES IN LENGTH AND ABOVE:
.2Capacity of fire pumps
.1 The required fire pumps shall be capable of delivering for fire-
fighting purposes a quantity of water, at the pressure specified in
paragraph .4.2 not less than two thirds of the quantity required to
be dealt with by the bilge pumps when employed for bilge pumping.
.2 In every ship which is required by this regulation to be provided
with more than one power fire pump, each of the required fire
pumps shall have a capacity not less than 80 % of the total required
capacity divided by the minimum number of required fire pumps but
in any case not less than 25 m3/hand eachsuchpump sh all in any
event be capable of delivering at least the two required jets of water.
These fire pumps shall be capable of supplying the fire main system
under the required conditions.
.3 In ships constructed on or after 1 January 2003 where more pumps
than the minimum required pumps are installed such additional
pumps shall have a capacity of at least 25 m3/hand sh all be capable
of delivering at least the two jets of water required in paragraph .5 of
this regulation.
.3Arrangements of fire pumps, fire mains and ready availability of water
supply
.1 Ships shall be provided with power driven fire pumps as follows:
.1 ships certified to carry more than 500 passengers: at least three,
one of which may be a main engine driven pump;1998L0018 — EN — 30.07.2003 — 004.001 — 65
▼M1
.2 ships certified to carry up to 500 passengers or less: at least two,
one of which may be a main engine driven pump.
.2 Sanitary, ballast, bilge or general service pumps may be accepted as
fire pumps, provided that they are not normally used for pumping oil
and that if they are subject to occasional duty for the transfer or
pumping of oil fuel, suitable changeover arrangements are fitted.
.3 The arrangement of sea connections, fire pumps and their sources of
power shall be such as to ensure that in ship certified to carry more
than 250 passengers, in the event of a fire in any one compartment
all the fire pumps will not be put out of action.
In new class B ships certified to carry up to 250 passengers or less,
if a fire in any one compartment could put all the pumps out of
action, the alternative means of providing water for fire-fighting
purposes shall be an independently driven, power-operated emer-
gency fire pump and withits source of power and sea connection
located outside the machinery space. Such an independently driven,
power operated emergency fire pump shall comply with the provi-
sions of the Fire Safety Systems Code for ships constructed on or
after 1 January 2003.
.4 In new class B ships certified to carry more than 250 passengers, the
arrangements for the ready availability of water supply shall be such
that at least one effective jet of water is immediately available from
any hydrant in an interior location and so as to ensure the continua-
tion of the output of water by the automatic starting of a required
fire pump.
.5 In ships with a periodically unattended machinery space or when
only one person is required on watch, there shall be immediate water
delivery from the fire main system at a suitable pressure, either by
remote starting of one of the main fire pumps with remote starting
from the navigating bridge and fire control station, if any, or perma-
nent pressurisation of the fire main system by one of the main fire
pumps.
.6 The delivery valve of each fire pump shall be fitted with a non-
return valve.
.4Diameter of and pressure in the fire mains
.1 The diameter of the fire main and water service pipes shall be suffi-
cient for the effective distribution of the maximum required
discharge from two fire pumps operating simultaneously.
.2 Withtwo pumps simultaneously delivering th roughnozzles specified
in paragraph .8 and sufficient hydrants to provide for the quantity of
water specified in paragraph.4.1, th e following minimum pressures
shall be maintained at all hydrants:
Class B ships certified to carry: New Existing
more than 500 passengers 0,4 N/mm20,3 N/mm2
up to 500 passengers 0,3 N/mm20,2 N/mm2
.3 The maximum pressure at any hydrant shall not exceed that at which
the effective control of a fire hose can be demonstrated.
.5Number and position of hydrants
.1 The number and position of hydrants shall be such that at least two
jets of water not emanating from the same hydrant, one of which
shall be from a single length of hose, may reach any part of the
ship normally accessible to the passengers or crew while the ship is
being navigated and any part of any cargo space when empty, any
ro-ro cargo space or any special category space in which latter case
the two jets shall reach any part of such space, each from a single
length of hose. Furthermore, such hydrants shall be positioned near
the accesses to the protected spaces.
.2 In the accommodation, service and machinery spaces the number and
position of the hydrants shall be such that the requirements of
paragraph .5.1 may be complied with when all watertight doors and
all doors in main vertical zone bulkheads are closed.1998L0018 — EN — 30.07.2003 — 004.001 — 66
▼M1
.3 Where access is provided to a machinery space at a low level from
an adjacent shaft tunnel, two hydrants shall be provided external to,
but near the entrance to that machinery space. Where such access is
provided from other spaces, in one of those spaces two hydrants
shall be provided near the entrance of the machinery space. Such
provision need not be made where the tunnel or adjacent spaces are
not part of the escape route.
.6Pipes and hydrants
.1 Materials readily rendered ineffective by heat shall not be used for
fire mains and hydrants unless adequately protected. The pipes and
hydrants shall be so placed that the fire hoses may be easily coupled
to them. The arrangement of pipes and hydrants shall be such as to
avoid the possibility of freezing. In ships where deck cargo may be
carried, the positions of the hydrants shall be such that they are
always readily accessible and the pipes shall be arranged as far as
practicable to avoid risk of damage by suchcargo.
.2 A valve shall be fitted to serve each fire hose so that any fire hose
may be removed while the fire pumps are at work.
.3 On ships constructed on or after 1 January 2003 isolating valves
shall be installed for all open deck fire main branches used for
purposes other than fire-fighting.
.7Fire hoses
.1 Fire hoses shall be of non-perishable material, approved by the
Administration of the flag State, and shall be sufficient in length to
project a jet of water to any of the spaces in which they may be
required to be used. Each hose shall be provided with a nozzle and
the necessary couplings. There shall be complete interchangeability
of hose couplings and nozzles. Hoses specified in this chapter as
‘fire hoses’ shall together with any necessary fittings and tools, be
kept ready for use in conspicuous positions near the water service
hydrants or connections. Additionally, in interior locations in ships
carrying more than 36 passengers fire hoses shall be permanently
connected to the hydrants.
.2 There shall be at least one fire hose for each of the hydrants required
by paragraph .5. The length of a fire hose should be restricted to not
more than 20 metres on deck and in superstructures and to 15 metres
in machinery spaces and on smaller ships respectively to 15 metres
and 10 metres.
.8Nozzles
.1.1 For the purposes of this chapter, standard nozzle sizes shall be
12 mm, 16 mm and 19 mm or as near thereto as possible. In cases
where other systems are used — such as fog systems — different
diameter nozzles may be permitted.
.1.2 All nozzles shall be of an approved dual-purpose type (i.e., spray/
jet type), and shall have a shutoff facility.
.2 For accommodation and service spaces, a nozzle size greater than
12 mm need not be used,
.3 For machinery spaces and exterior locations, the nozzle size shall be
such as to obtain the maximum discharge possible from two jets at
the pressure mentioned in paragraph .4 from the smallest pump,
provided that a nozzle size greater than 19 mm need not be used.
NEW CLASS C AND D SHIPS OF LESS THAN 24 METRES IN LENGTH:.9Fire pumps, fire mains, hydrants, hoses, nozzles and ready availability of
water supply
.1 One independent fire pump is required, which shall be capable of
delivering for fire-fighting purposes at least one jet of water from
any fire hydrant, at the pressure specified below. The quantity of
water so delivered is not to be less than two thirds of the quantity
required to be dealt with by the bilge pumps when employed for
bilge pumping. Such fire pump shall be capable, when discharging
the maximum amount referred to above through fire hydrants with
nozzles of 12 or 16 or 19 mm, of maintaining at any hydrant
minimum pressures as required in class B ships.1998L0018 — EN — 30.07.2003 — 004.001 — 67
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.2 Every ship carrying over 250 passengers shall be provided with an
additional fire pump which shall be permanently connected to the
fire main. Suchpump sh all be operated by power. Suchpump and
its source of power shall not be situated in the same compartment
as the pump required by paragraph .9.1 and shall be provided with
a permanent sea connection situated outside the machinery space.
Suchpump sh all be capable of delivering at least one jet of water
from any fire hydrants provided in the ship maintaining a pressure
of at least 0,3 N/mm2.
.3 Sanitary, ballast, bilge or general service pumps may be accepted as
fire pumps.
.4 Every ship shall be provided with a fire main having a diameter
sufficient for the effective distribution of the maximum discharge
given above. The number and position of the hydrants shall be such
that at least one jet of water may reach any part of the ship using
one single max. length of hose as given for class B ships in
paragraph.7.2.
.5 Every ship shall be fitted with at least one fire hose for every
hydrant fitted.
.6 In ships with a periodically unattended machinery space or when
only one person is required on watch, there shall be immediate water
delivery from the fire main system at a suitable pressure, either by
remote starting of one of the main fire pumps with remote starting
from the navigating bridge and fire control station, if any, or perma-
nent pressurisation of the fire main system by one of the main fire
pumps.
.7 The delivery valve of each fire pump shall be fitted with a non-
return valve.
4 Fixedfire-extinguishingsystems(R5+8+9+10)
.1Fixed gas fire-extinguishing systems: General (R 5.1)
NEW CLASS B, C AND D SHIPS, CONSTRUCTED BEFORE
1 JANUARY 2003 AND EXISTING CLASS B SHIPS:
.1 The necessary pipes for conveying fire-extinguishing medium into
protected spaces shall be provided with control valves so marked as
to indicate clearly the spaces to which the pipes are led. Suitable
provision shall be made to prevent inadvertent admission of the
medium to any space.
.2 The piping for the distribution of fire-extinguishing medium shall be
arranged and discharge nozzles so positioned that a uniform distribu-
tion of medium is obtained.
.3 Means shall be provided to close from outside the protected spaces
all openings which may admit air to or allow gas to escape from
the protected space.
.4 Means shall be provided for automatically giving audible warning of
the release of fire-extinguishing medium into any space in which
personnel normally work or to which they have access. The alarm
shall operate for a suitable period before the medium is released.
.5 The means of control of any fixed gas fire-extinguishing system shall
be readily accessible and simple to operate and shall be grouped
together in as few locations as possible at positions not likely to be
cut off by a fire in a protected space. At each location there shall be
clear instructions relating to the operation of the system having
regard to the safety of personnel.
.6 Automatic release of fire-extinguishing medium shall not be
permitted, except as permitted in respect of local automatically oper-
ated units fitted, in addition to and independent of any required fixed
fire-extinguishing system, in machinery spaces over equipment
having a high fire risk or in enclosed areas of high fire risk within
machinery spaces.
.7 Where the quantity of extinguishing medium is required to protect
more than one space, the quantity of medium available need not be
more than the largest quantity required for any one space so
protected.1998L0018 — EN — 30.07.2003 — 004.001 — 68
▼M1
.8 Except as otherwise permitted, pressure containers required for the
storage of fire-extinguishing medium, shall be located outside
protected spaces in accordance withparagraph.1.11.
.9 Means shall be provided for the crew or shore personnel to safely
check the quantity of medium in the containers.
.10 Containers for the storage of fire extinguishing medium and asso-
ciated pressure components shall be designed to appropriate codes
of practice having regard to their locations and maximum ambient
temperatures expected in service.
.11 When the fire-extinguishing medium is stored outside a protected
space, it shall be stored in a room which shall be situated in a safe
and readily accessible position and shall be effectively ventilated.
Any entrance to such a storage room shall preferably be from the
open deck and in any case shall be independent of the protected
space.
Access doors shall open outwards, and bulkheads and decks
including doors and other means of closing any opening therein,
which form the boundaries between such rooms and adjoining
enclosed spaces shall be gastight. For the purpose of application of
the tables for fire integrity of bulkheads and decks in regulations II-
2/B/4 or II-2/B/5, as applicable, suchstorage rooms sh all be treated
as control stations.
.12 The use of a fire-extinguishing medium, which either by itself or
under expected conditions of use gives off toxic gases in such
quantities as to endanger persons or gives off gases which are
harmful to the environment, in fire-extinguishing systems on board
new ships and in such new installations on board existing ships, is
not permitted.
NEW CLASS B, C AND D SHIPS, CONSTRUCTED ON OR AFTER
1 JANUARY 2003:
.13 Fixed gas fire-extinguishing systems shall comply with the provi-
sions of the Fire Safety Systems Code.
.14 Means shall be provided to close from outside the protected space
all openings which may admit air to or allow gas escape from the
protected space.
.15 When the fire-extinguishing medium is stored outside a protected
space, it shall be stored in a room which is located behind the
forward collision bulkhead and is used for no other purposes. Any
entrance to such a storage room shall preferably be from the open
deck and shall be independent of the protected space. If the storage
place is located below deck, it shall be located no more than one
deck below the open deck and shall be directly accessible by a
stairway or ladder from the open deck.
Spaces which are located below deck or spaces where access from
the open deck is not provided shall be fitted with a mechanical
ventilation system designed to take exhaust air from the bottom of
the space and shall be sized to provide at least 6 air changes per
hour. Access doors shall open outwards and bulkheads and decks
including doors and other means of closing any opening therein,
which form boundaries between such rooms and adjacent enclosed
spaces, shall be gastight. For the purpose of the application of
tables 4.1, 4.2, 5.1 and 5.2 suchstorage rooms sh all be treated as
fire control stations.
NEW CLASS A, B, C AND D SHIPS AND EXISTING CLASS B
SHIPS:
.16 Where the volume of free air contained in air receivers in any space
is suchth at, if released in suchspace in th e event of fire, such
release of air within that space would seriously affect the efficiency
of the fixed fire-extinguishing system, an additional quantity of
fire-extinguishing medium shall be provided.
.17 Suppliers of fixed fire-extinguishing installations shall provide a
description of the installation, including a checklist for mainte-
nance, in English and in the official language(s) of the flag State.
.18 The quantity of the fire-extinguishing medium shall be checked at
least once a year by either an expert authorised by the Administra-
tion, the supplier of the installation or a recognised organisation.1998L0018 — EN — 30.07.2003 — 004.001 — 69
▼M1
.19 The periodic checking which is carried out by the ship's chief engi-
neer or organised by the ship's management shall be entered in the
ship's logbook stating the scope and the time of such checking.
.20 Non-prescribed fire extinguishing equipment which is installed e.g.
in store rooms shall, in its construction and dimensioning, comply
with the provisions of this regulation for the type of installation in
question.
.21 All doors to spaces protected by CO2/halon installation shall be
marked ‘This space is protected by a CO2/halon installation and
shall be evacuated when the alarm equipment comes into opera-
tion’.
.2Carbon dioxide systems (R 5.2)
NEW CLASS B, C AND D SHIPS, CONSTRUCTED BEFORE
1 JANUARY 2003 AND EXISTING CLASS B SHIPS:
.1.1 For cargo spaces the quantity of CO2available shall, unless other-
wise provided, be sufficient to give a minimum volume of free gas
equal to 30 % of the gross volume of the largest cargo space so
protected in the ship.
If there is a connection through ventilation ducts between two or
more cargo spaces, these shall be considered one space. In ships
used for the carriage of vehicles, the necessary quantity of CO2shall be calculated as 45 % of the gross cubic content of the largestcargo space.
.1.2 For machinery spaces the quantity of carbon dioxide carried shall
be sufficient to give a minimum volume of free gas equal to the
larger of the following volumes, either:
.1 40 % of the gross volume of the largest machinery space so
protected, the volume to exclude that part of the casing above
the level at which the horizontal area of the casing is 40 % or
less of the horizontal area of the space concerned taken
midway between the tank top and the lowest part of the
casing; or
.2 35 % of the gross volume of the largest machinery space
protected, including the casing; provided that if two or more
machinery spaces are not entirely separated they shall be
considered as forming one space.
.2 For the purpose of this paragraph the volume of free carbon dioxide
shall be calculated at 0,56 m
3/kg.
.3 The fixed piping system shall be such that 85 % of the gas can be
discharged into the space within 2 min.
.4 Release mechanism of carbon dioxide:
.1 Two separate controls shall be provided for releasing carbon
dioxide into a protected space and to ensure the activities of
the alarm. One control shall be used to discharge the gas from
its storage containers. A second control shall be used for
opening the valve of the piping which conveys the gas into the
protected space.
.2 The two controls shall be located inside a release box clearly
identified for the particular space. If the box containing the
controls is to be locked, a key to the box shall be in a break-
glass type enclosure conspicuously located adjacent to the box.
.5 The Administration of the flag State shall ensure that the spaces in
which the CO2batteries are located will be properly arranged as
regards their access, ventilation and communication equipment. It
shall take the necessary safety measures regarding the construction,
installation, marking, filling and testing of CO2cylinders, pipes and
fittings, and for the control and alarm equipment for such installa-
tion.
NEW CLASS B, C AND D SHIPS, CONSTRUCTED ON OR AFTER
1 JANUARY 2003:
.6 Carbon dioxide systems shall comply with the provisions of the Fire
Safety Systems Code.
.7 The Administration of the flag State shall ensure that the spaces in
which the CO2batteries are located will be properly arranged as1998L0018 — EN — 30.07.2003 — 004.001 — 70
▼M1
regards their access, ventilation and communication equipment. It
shall take the necessary safety measures regarding the construction,
installation, marking, filling and testing of CO2, cylinders piping
and fittings and for control and alarm equipment for suchinstalla-
tion.
.3Fixed low-expansion foam fire-extinguishing systems in machinery
spaces (R 8)
NEW CLASS B, C AND D SHIPS, CONSTRUCTED BEFORE
1 JANUARY 2003 AND EXISTING B CLASS SHIPS:
.1 Where in any machinery space a fixed low-expansion foam fire-
extinguishing system is fitted in addition to the requirements of regu-
lation 6, such system shall be capable of discharging through fixed
discharge outlets in not more than five minutes a quantity of foam
sufficient to cover to a depthof 150 mm th e largest single area
over which oil fuel is liable to spread. The system shall be capableof generating foam suitable for extinguishing oil fires. Means shall
be provided for effective distribution of the foam through a perma-
nent system of piping and control valves or cocks to suitable
discharge outlets and for the foam to be effectively directed by fixed
sprayers on other main fire hazards in the protected space. The
expansion ratio of the foam shall not exceed 12 to 1.
.2 The means of control of any such systems shall be readily accessible
and simple to operate and shall be grouped together in as few loca-
tions as possible at positions not likely to be cut off by a fire in the
protected space.
NEW CLASS B, C AND D SHIPS, CONSTRUCTED ON OR AFTER
1 JANUARY 2003:
.3 Fixed low-expansion foam fire-extinguishing systems in machinery
spaces shall comply with the provisions of the Fire Safety Systems
Code.
.4Fixed high-expansion foam fire-extinguishing systems in machinery
spaces (R 9)
NEW CLASS B, C AND D SHIPS, CONSTRUCTED BEFORE
1 JANUARY 2003 AND EXISTING CLASS B SHIPS:
.1 Any required fixed high-expansion foam system in machinery spaces
shall be capable of rapidly discharging through fixed dischargeoutlets a quantity of foam sufficient to fill the greatest space to be
protected at a rate of at least 1 metre in depthper minute. Th e quan-
tity of foam-forming liquid available shall be sufficient to produce a
volume of foam equal to five times the volume of the largest space
to be protected. The expansion ratio of the foam shall not exceed
1 000 to 1.
.2 Supply ducts for delivering foam, air intakes to the foam generator
and the number of foam-producing units shall be such as will
provide effective foam production and distribution.
.3 The arrangement of the foam generator delivery ducting shall be
such that a fire in the protected space will not affect the foam gener-
ating equipment.
.4 The foam generator, its sources of power supply, foam forming
liquid and means of controlling the system shall be readily accessible
and simple to operate and shall be grouped in as few locations as
possible at positions not likely to be cut off by a fire in the protected
space.
NEW CLASS B, C AND D SHIPS, CONSTRUCTED ON OR AFTER
1 JANUARY 2003:
.5 Fixed high expansion foam fire-extinguishing systems in machinery
spaces shall comply with the provisions of the Fire Safety Systems
Code.1998L0018 — EN — 30.07.2003 — 004.001 — 71
▼M1
.5Fixed pressure water-spraying fire-extinguishing systems in machinery
spaces (R 10)
NEW CLASS B, C AND D SHIPS CONSTRUCTED BEFORE
1 JANUARY 2003 AND EXISTING B CLASS SHIPS:
.1 Any required fixed pressure water-spraying fire-extinguishing system
in machinery spaces shall be provided with spraying nozzles of an
approved type.
.2 The number and arrangement of the nozzles shall be such as to
ensure an effective average distribution of water of at least 5 litres/
m2per minute in the spaces to be protected. Increased application
rates may be considered if necessary for particular hazardous areas.
Nozzles shall be fitted above bilges, tank tops and other areas over
which oil fuel is liable to spread and also above other specific fire
hazards in the machinery spaces.
.3 The system may be divided into sections, the distribution valves of
which shall be operated from easily accessible positions outside the
spaces to be protected and will not be readily cut off by a fire in the
protected space.
.4 The system shall be kept charged at the necessary pressure and the
pump supplying the water for the system shall be put automatically
into action by a pressure drop in the system.
.5 The pump shall be capable of simultaneously supplying at the neces-
sary pressure all sections of the system in any one compartment to
be protected. The pump and its controls shall be installed outside
the space or spaces to be protected. It shall not be possible for a
fire in the space or spaces protected by the water-spraying system
to put the system out of action.
.6 Precautions shall be taken to prevent the nozzles from becoming
clogged by impurities in the water or corrosion of piping, nozzles,
valves and pump.
NEW CLASS B, C AND D SHIPS, CONSTRUCTED BEFORE
1 JANUARY 2003:
.7 The pump may be driven by an independent internal combustion
machinery but, if it is dependent upon power being supplied from
the emergency generator fitted in compliance with the provisions of
Part D of Chapter II-1, that generator shall be so arranged as to start
automatically in case of main power failure so that power for the
pump required by paragraph .5 is immediately available. When the
pump is driven by independent internal combustion machinery it
shall be so situated that a fire in the protected space will not affect
the air supply to the machinery.
NEW CLASS B, C AND D SHIPS, CONSTRUCTED ON OR AFTER
1 JANUARY 2003:
.8 Fixed pressure water-spraying fire-extinguishing systems in
machinery spaces shall comply with the provisions of the Fire Safety
Systems Code.
5 Portablefire extinguishers(R6)NEW CLASS B, C AND D SHIPS, CONSTRUCTED BEFORE 1 JANUARY
2003 AND EXISTING CLASS B SHIPS:
.1 All fire extinguishers shall be of approved types and designs.
.2 The capacity of required portable fluid extinguishers shall be not more
than 13,5-litre and not less than 9 litres. Other extinguishers shall be at
least as portable as the 13,5-litre fluid extinguisher and shall have a fire-
extinguishing capability at least equivalent to that of a 9-litre fluid extin-
guisher.
.3 Spare charges shall be carried for 50 % of the total of each type of extin-
guisher on board. Another extinguisher of the same type is a spare charge
for an extinguisher which cannot be readily recharged on board.
.4 In general, portable CO
2fire extinguishers shall not be located in accom-
modation spaces. Where such extinguishers are provided in radio rooms,
at switchboards and other similar positions, the volume of any space
containing one or more extinguishers shall be such as to limit the
concentration of vapour that can occur due to discharge to not more1998L0018 — EN — 30.07.2003 — 004.001 — 72
▼M1
than 5 % of the net volume of the space for the purpose of this regula-
tion. The volume of CO2shall be calculated at 0,56 m3/kg.
NEW CLASS B, C AND D SHIPS, CONSTRUCTED ON OR AFTER
1 JANUARY 2003:
.5 Portable fire extinguishers shall comply with the provisions of the Fire
Safety Systems Code.
.6 Carbon dioxide fire extinguishers shall not be placed in accommodation
spaces. In control stations and other spaces containing electrical or elec-
tronic equipment or appliances necessary for the safety of the ship, fire
extinguishers should be provided whose extinguishing media are neither
electrically conductive nor harmful to the equipment and appliances.
.7 Fire extinguishers shall be situated ready for use at easily visible places,
which can be reached quickly and easily at any time in the event of a fire
and in such a way that their serviceability is not impaired by the weather,
vibration or other external factors. Portable fire extinguishers shall be
provided with devices which indicate whether they have been used.
.8 Spare charges shall be provided for 100 % of the first 10 extinguishers
and 50 % of the remaining fire extinguishers capable of being recharged
on board.
.9 For the extinguishers which cannot be recharged on board, additional
portable fire extinguishers of the same quantity, type, capacity and
number as determined in paragraph.13 below sh all be provided in lieu
of spare charges.
NEW CLASS B, C AND D AND EXISTING CLASS B SHIPS:
.10 Fire extinguishers containing an extinguishing medium which either by
itself or under expected conditions of use gives off toxic gases in such
quantities as to endanger persons or gives off gases which are harmful
to the environment shall not be permitted.
.11 The fire extinguishers shall be suitable for extinguishing fires which are
possible in the vicinity of the fire extinguisher location.
.12 One of the portable fire extinguishers intended for use in any space shall
be located near the entrance of that space.
.13 The minimum number of fire extinguishers shall be as follows:
.1 in accommodation and service spaces:
the fire extinguishers shall be so located that no point in the space is
more than 10 metres walking distance from an extinguisher;
.2 an extinguisher suitable for use in high voltage areas shall be located
in the proximity of any electric panel or subpanel having a power of
20 kW or more;
.3 in galleys the extinguishers shall be so located that no point in the
space is more than 10 metres walking distance from an extinguisher;
.4 an extinguisher shall be located in the proximity of paint lockers
store rooms containing readily flammable products;
.5 at least one extinguisher shall be located on the navigating bridge
and in eachcontrol station.
.14 Portable fire extinguishers provided for use in accommodation or service
spaces shall so far as practicable have a uniform method of operation.
.15 Periodic inspection of fire extinguishers:
the Administration of the Flag State shall ensure that portable fire extin-
guishers shall be periodically inspected, function-tested and pressure-
tested.
6 Fire-extinguishingarrangementsinmachineryspaces(R7)
Machinery spaces of category A shall be provided with:
IN NEW CLASS B, C AND D SHIPS OF 24 METRES IN LENGTH AND
OVER:
.1 any one of the following fixed fire-extinguishing systems:
.1 a gas system complying with the relevant provisions of paragraphs .1
and .2 of regulation 4, or an equivalent water-based system as an
alternative arrangement for halon systems, complying with the provi-1998L0018 — EN — 30.07.2003 — 004.001 — 73
▼M1
sions of MSC/Circ. 668 of 30 December 1994 and MSC/Circ. 728 of
June 1996, taking into consideration the date of construction of the
ship;
.2 a high-expansion foam system complying with the relevant provi-
sions of paragraph.4 of regulation 4, taking into consideration th e
date of construction of the ship;
.3 a pressure water-spraying system complying withth e relevant provi-
sions of paragraph.5 of regulation 4, taking into consideration th e
date of construction of the ship.
.2 at least one set of portable air-foam equipment consisting of an air-foam
nozzle of an inductor type capable of being connected to the fire main by
a fire hose, together with a portable tank containing at least 20 litres of
foam-making liquid and one spare tank. The nozzle shall be capable of
producing effective foam suitable for extinguishing an oil fire, at a rate
of at least 1,5 m3per min.
.3 In eachsuchspace, approved foam-type fire extinguish ers, eachof at
least 45 litres capacity, or equivalent, sufficient in number to enable
foam or its equivalent to be directed on to any part of the fuel and lubri-
cating oil pressure systems, gearing and other fire hazards. In addition,
there shall be provided a sufficient number of portable foam extin-
guishers or equivalent which shall be so located that no point in the
space is more than 10 metres walking distance from an extinguisher and
that there are at least two such extinguishers in each such space.
IN NEW CLASS B, C AND D SHIPS OF LESS THAN 24 METRES IN
LENGTH AND EXISTING CLASS B SHIPS:
.4 one of the fixed fire-extinguishing systems specified in paragraph .1
above, and in addition in any space containing internal combustion
engines, or oil fuel settling tanks or oil-fuel units, one foam fire-extin-
guisher of at least 45 litres capacity or one carbon dioxide extinguisher
of at least 16 kg capacity shall be provided, and
.5 one portable fire extinguisher suitable for extinguishing oil fires for each
736 kW or part thereof of such machinery; provided that not less than
two nor more than six such extinguishers shall be required in any such
space.
The use of low expansion foam fixed system in lieu of some of the six
portable fire extinguishers required by this regulation is permitted.
IN NEW CLASS B, C AND D AND EXISTING CLASS B SHIPS CARRYING
MORE THAN 36 PASSENGERS:
.6 Each machinery space shall be provided with two suitable water fog
applicators, consisting of a metal L-shaped pipe, the long limb being
about two metres in length capable of being fitted to a fire hose and the
short limb being about 250 mm in length fitted with a fixed water fog
nozzle or capable of being fitted witha water spray nozzle.
IN NEW CLASS B, C AND D SHIPS AND EXISTING CLASS B SHIPS:
.7 When heated oil is used as heating medium, it may be additionally
required that boiler rooms are equipped with permanently-installed or
portable equipment for local systems for jet spraying of water under pres-
sure or the spreading of foam above and below the floor for fire-
extinguishing purposes
IN NEW CLASS B, C AND D SHIPS, CONSTRUCTED ON OR AFTER
1 JANUARY 2003, WITH A LENGTH OF 24 METRES AND ABOVE:
8. .8.1 Machinery spaces of category A above 500 m3in volume shall, in
addition to the fixed fire-extinguishing system required in this
regulation, be protected by an approved type of fixed water-based
or equivalent local application fire-fighting system, based on the
guidelines developed by IMO, see MSC/Circ. 913 ‘Guidelines for
the approval of fixed water-based local application fire-fighting
systems for use in category A machinery spaces’.
In the cases of periodically unattended machinery spaces, the fire-
fighting system shall have both automatic and manual release
capabilities. In the case of continuously manned machinery spaces
the fire-fighting system is only required to have a manual release
capability.1998L0018 — EN — 30.07.2003 — 004.001 — 74
▼M1
.2 Fixed local application fire-fighting systems are to protect areas
such as the following without the necessity of engine shutdown,
personnel evacuation or sealing of spaces:
.1 the fire hazard portions of internal combustion machinery used
for the ship's main propulsion and power generation,
.2 boiler fronts,
.3 the fire hazard portions of incinerators and
.4 purifiers for heated fuel oil.
.3 Activation of any local application system shall give a visual and
distinct audible alarm in the protected space and at continuously
manned stations. The alarm shall indicate the specific system acti-
vated. The system alarm requirements described within this
paragraphare in addition to and not a substitute for th e detection
and fire alarm systems required elsewhere in this chapter.
IN NEW CLASS B, C AND D, CONSTRUCTED BEFORE 1 JANUARY 2003
AND EXISTING CLASS B SHIPS AND ALL CERTIFIED TO CARRY
MORE THAN 400 PASSENGERS:
.9 Fixed local application fire-fighting systems shall be fitted in accordance
with paragraph .8 of this Regulation not later than 1 October 2005.
7 Specialarrangementsinmachineryspaces(R11)NEW CLASS B, C AND D AND EXISTING CLASS B SHIPS:
.1 The number of skylights, doors, ventilators, openings in funnels to permit
exhaust ventilation and other openings to machinery spaces shall be
reduced to a minimum consistent with the needs of ventilation and the
proper and safe working of the ship.
.2 Skylights shall be of steel and shall not contain glass panels. Suitable
arrangements shall be made to permit the release of smoke in the event
of fire, from the space to be protected.
NEW CLASS B, C AND D SHIPS:
.3 Doors other than power-operated watertight doors, shall be so arranged
that positive closure is assured in case of fire in the space, by power-
operated closing arrangements or by the provision of self-closing doors
capable of closing against an inclination of 3,5º opposing closure and
having a fail-safe hold-back facility, provided with a remotely operated
release device.
NEW CLASS B, C AND D AND EXISTING CLASS B SHIPS:
.4 Windows shall not be fitted in machinery space boundaries. This does
not preclude the use of glass in control rooms within the machinery
spaces.
.5 Means of control shall be provided for:
.1 opening and closure of skylights, closure of openings in funnels
which normally allow exhaust ventilation, and closure of ventilator
dampers;
.2 permitting the release of smoke;
.3 closing power-operated doors or actuating release mechanism on
doors other than power-operated watertight doors;
.4 stopping ventilating fans; and
.5 stopping forced and induced draught fans, oil fuel transfer pumps, oil
fuel unit pumps and other similar fuel pumps. Other similar fuel
pumps means for ships constructed on or after 1 January 2003 lubri-
cating oil service pumps, thermal oil circulating pumps and oil
separators. However paragraph.6 of th is regulation need not apply
to oily water separators.
.6 The controls required in paragraph .5 and regulation II-2/A/10.2.5 shall
be located outside the space concerned, where they will not be cut off
in the event of fire in the space they serve. Such controls and the controls
for any required fire-extinguishing system shall be situated at one control
position or grouped in as few positions as possible. Suchpositions sh all
have a safe access from the open deck.1998L0018 — EN — 30.07.2003 — 004.001 — 75
▼M1
.7 When access to any machinery space of category A is provided at a low
level from an adjacent shaft tunnel, there shall be provided in the shaft
tunnel, near the watertight door, a light steel fire-screen door operable
from eachside.
8 Automaticsprinkler,fire detectionandfire alarmsystems(R12)
NEW CLASS B, C AND D SHIPS, CONSTRUCTED BEFORE 1 JANUARY
2003, AND EXISTING CLASS B SHIPS:
.1 Any required automatic sprinkler, fire detection and fire alarm system
shall be capable of immediate operation at all times and no action by
the crew shall be necessary to set it in operation. It shall be of the wet
pipe type but small exposed sections may be of the dry pipe type where
this is a necessary precaution. Any parts of the system which may be
subjected to freezing temperatures in service shall be suitably protected
against freezing. It shall be kept charged at the necessary pressure and
shall have provision for a continuous supply of water as required in this
regulation.
.2 Eachsection of sprinklers sh all include means for giving a visual and
audible alarm signal automatically at one or more indicating units when-
ever any sprinkler comes into operation. Suchunits sh all indicate in
which section served by the system fire has occurred and shall be centra-
lised on the navigation bridge and in addition, visible and audible alarms
from the unit shall be placed in a position other than on the navigatingbridge so as to ensure that the indication of fire is immediately received
by the crew. The alarm system shall be such as to indicate if any fault
occurs in the system.
.3 Sprinklers shall be grouped into separate sections, each of which shall
contain not more than 200 sprinklers. Any section of sprinklers shall
not serve more than two decks and shall not be situated in more than
one main vertical zone, unless it can be demonstrated that arrangements
witha section of sprinklers serving more th an two decks or situated in
more than one main vertical zone will not reduce the protection of the
ship against fire.
.4 Eachsection of sprinklers sh all be capable of being isolated by one stop
valve only. The stop valve in each section shall be readily accessible and
its location shall be clearly and permanently indicated. Means shall be
provided to prevent the operation of the stop valves by any unauthorised
person.
.5 A gauge indicating the pressure in the system shall be provided at each
section stop valve and at a central station.
.6 The sprinklers shall be resistant to corrosion by marine atmosphere. In
accommodation and service spaces the sprinklers shall come into opera-
tion within the temperature range from 68 to 79 ºC, except that in
locations such as drying rooms, where high ambient temperatures might
be expected, the operating temperature may be increased by not more
than 30 ºC above the maximum deckhead temperature.
.7 A list or plan shall be displayed at each indicating unit showing the
spaces covered and the location of the zone in respect of each section.
Suitable instructions for testing and maintenance shall be available.
.8 Sprinklers shall be placed in an overhead position and spaced in a
suitable pattern to maintain an average application rate of not less than
5 litres/m
2per minute over the nominal area covered by the sprinklers.
Sprinklers shall be placed as clear as possible of beams or other objects
likely to obstruct the projections of water and in such positions that
combustible material in the space will be well sprayed.
.9 A pressure tank having a volume equal to at least twice that of the
charge of water specified in this paragraph shall be provided. The tank
shall contain a standing charge of fresh water, equivalent to the amount
of water which would be discharged in one minute by the pump referred
to in paragraph .12, and the arrangements shall provide for maintaining
an air pressure in the tank such as to ensure that where the standing
charge of fresh water in the tank has been used the pressure will be not
less than the working pressure of the sprinkler, plus the pressure exerted
by a head of water measured from the bottom of the tank to the highest
sprinkler in the system. Suitable means of replenishing the air under
pressure and of replenishing the fresh water charge in the tank shall be
provided. A glass gauge shall be provided to indicate the correct level
of the water in the tank.1998L0018 — EN — 30.07.2003 — 004.001 — 76
▼M1
.10 Means shall be provided to prevent the passage of seawater into the tank.
The pressure tank shall be fitted with an efficient relief valve and a pres-
sure gauge. Stop valves or cocks shall be provided at each of the gauge
connections.
.11 An independent power pump shall be provided solely for the purpose of
continuing automatically the discharge of water from the sprinklers. The
pump shall be brought into action automatically by the pressure drop in
the system before the standing fresh water charge in the pressure tank is
completely exhausted.
.12 The pump and the piping system shall be capable of maintaining the
necessary pressure at the level of the highest sprinkler to ensure a contin-
uous output of water sufficient for the simultaneous coverage of a
minimum area of 280 m2at the application rate specified in paragraph
.8. For new class C and D ships of less than 40 metres in length with a
total protected area of less than 280 m2, the Administration may specify
the appropriate area for sizing of pumps and alternative supply compo-
nents.
.13 The pump shall have fitted on the delivery side a test valve with a short
open-ended discharge pipe. The effective area through the valve and the
pipe shall be adequate to permit the release of the required pump output
while maintaining the pressure in the system specified in paragraph .9.
.14 The sea inlet to the pump shall wherever possible be in the space
containing the pump and shall be so arranged that when the ship is afloat
it will not be necessary to shut off the supply of seawater to the pump for
any purpose other than the inspection or repair of the pump.
.15 The sprinkler pump and tank shall be situated in a position reasonably
remote from any machinery space and shall not be situated in any space
required to be protected by the sprinkler system.
.16 There shall be not less than two sources of power supply for the seawater
pump and automatic alarm and detection system. Where the sources of
power for the pump are electrical, these shall be a main generator and
an emergency source of power. One supply for the pump shall be taken
from the main switchboard, and one from the emergency switchboard by
separate feeders reserved solely for that purpose. The feeders shall be so
arranged as to avoid galleys, machinery spaces and other enclosed spaces
of high fire risk except in so far as it is necessary to reach the appro-
priate switchboards, and shall be run to an automatic changeover switch
situated near the sprinkler pump. This switch shall permit the supply of
power from the main switchboard so long as a supply is available there-
from, and to be so designed that upon failure of that supply it will
automatically change over to the supply from the emergency switch-
board. The switches on the main switchboard and the emergency
switchboard shall be clearly labelled and normally kept closed. No other
switch shall be permitted in the feeders concerned. One of the sources of
power supply for the alarm and detection system shall be an emergency
source. Where one of the sources of power for the pump is an internal
combustion engine it shall, in addition to complying with the provisions
of paragraph.15, be so situated th at a fire in any protected space will not
affect the air supply to the machinery.
.17 The sprinkler system shall have a connection from the ship's fire main by
way of a lockable screw-down non-return valve at the connection which
will prevent a backflow from the sprinkler system to the fire main.
.18 A test valve shall be provided for testing the automatic alarm for each
section of sprinklers by a discharge of water equivalent to the operation
of one sprinkler. The test valve for each section shall be situated near thestop valve for that section.
.19 Means shall be provided for testing the automatic operation of the pump
on reduction of pressure in the system.
.20 Switches shall be provided at one of the indicating positions referred to
in paragraph .2 which will enable the alarm and the indicators for each
section of sprinklers to be tested.
.21 At least 6 spare sprinkler heads shall be provided for each section.
NEW CLASS B, C AND D SHIPS, CONSTRUCTED ON OR AFTER
1 JANUARY 2003:
.22 The automatic sprinkler, fire detection and fire alarm systems shall be of
an approved type, complying with the provisions of the Fire Safety
System Code.1998L0018 — EN — 30.07.2003 — 004.001 — 77
▼M1
.23 For new C and D class ships of less than 40 metres in length and with a
total protected area of less than 280 m2the Administration may specify
the appropriate area for sizing of pumps and alternative components.
9 Fixedfire detectionandfire alarmsystems(R13)
NEW CLASS B, C AND D SHIPS, CONSTRUCTED BEFORE 1 JANUARY
2003 AND EXISTING CLASS B SHIPS:
.1General
.1 Any required fixed fire detection and fire alarm system withmanu-
ally operated call points shall be capable of immediate operation at
all times.
.2 Power supplies and electric circuits necessary for the operation of
the system shall be monitored for loss of power or fault conditions
as appropriate. Occurrence of a fault condition shall initiate a visual
and audible fault signal at the control panel which shall be distinct
from a fire signal.
.3 There shall be not less than two sources of power supply for the
electrical equipment used in the operation of the fire detection and
fire alarm system, one of which shall be an emergency source. The
supply shall be provided by separate feeders reserved solely for that
purpose. Such feeders shall run to an automatic changeover switch
situated in or adjacent to the control panel for the fire detection
system.
.4 Detectors and manually operated call points shall be grouped into
sections. The activation of any detector or manually operated call
point shall initiate a visual and audible fire signal at the control
panel and indicating units. If the signals have not received attentionwithin 2 minutes an audible alarm shall be automatically sounded
throughout the crew accommodation and service spaces, control
stations and machinery spaces. This alarm sounder system need not
be an integral part of the detection system.
.5 The control panel shall be located on the navigating bridge or in the
main fire control station.
.6 Indicating units shall, as a minimum, denote the section in which a
detector or manually operated call point has operated. At least one
unit shall be so located that it is easily accessible to responsible
members of the crew at all times, when at sea or in port, except
when the ship is out of service. One indicating unit shall be located
on the navigating bridge if the control panel is located in the main
fire control station.
.7 Clear information shall be displayed on or adjacent to each indi-
cating unit about the spaces covered and the location of the sections.
.8 Where the fire detection system does not include means of remotely
identifying eachdetector individually, no section covering more th an
one deck within accommodation, service and control stations shall
normally be permitted except a section which covers an enclosed
stairway. In order to avoid delay in identifying the source of fire,
the number of enclosed spaces included in each section shall be
limited as determined by the Administration of the flag State. In no
case shall more than 50 enclosed spaces be permitted in any section.
If the detection system is fitted with remotely and individually iden-
tifiable fire detectors, the sections may cover several decks and serve
any number of enclosed spaces.
.9 If there is no fire detection system capable of remotely and individu-
ally identifying eachdetector, a section of detectors sh all not serve
spaces on both sides of the ship nor on more than one deck and
neither shall it be situated in more than one main vertical zone
except that the Administration of the flag State, if it is satisfied that
the protection of the ship against fire will not thereby be reduced,
may permit sucha section of detectors to serve bothsides of th e
ship and more than one deck. In ships fitted with individually identi-
fiable fire detectors, a section may serve spaces on bothsides of th e
ship and on several decks but may not be situated in more than one
main vertical zone.
.10 A section of fire detectors which covers a control station, a service
space or an accommodation space shall not include a machinery
space.1998L0018 — EN — 30.07.2003 — 004.001 — 78
▼M1
.11 Detectors shall be operated by heat, smoke or other products of
combustion, flame or any combination of these factors. Detectors
operated by other factors indicative of incipient fires may be
considered by the Administration of the flag State provided that
they are not less sensitive than such detectors. Flame detectors shall
only be used in addition to smoke or heat detectors.
.12 Suitable instructions and component spares for testing and mainte-
nance shall be provided.
.13 The function of the detection system shall be periodically tested to
the satisfaction of the Administration of the flag State by means of
equipment producing hot air at the appropriate temperature, or
smoke or aerosol particles having the appropriate range of density
or particle size, or other phenomena associated with incipient fires
to which the detector is designed to respond.
All detectors shall be of a type such that they can be tested for
correct operation and restored to normal surveillance without the
renewal of any component.
.14 The fire detection system shall not be used for any other purpose,
except that closing of fire doors and similar functions may be
permitted at the control panel.
.15 Fire detection systems witha zone address identification capability
shall be so arranged that:
— a loop cannot be damaged at more than one point by a fire;
— means are provided to ensure that any fault (e.g. power break,
short circuit, earth) occurring in the loop will not render the
whole loop ineffective,
— all arrangements are made to enable the initial configuration of
the system to be restored in the event of failure (electrical,
electronic, informatic),
— the first initiated fire alarm will not prevent any other detector
to initiate further fire alarms.
.2Installation requirements
.1 Manually operated call points shall be installed throughout the
accommodation spaces, service spaces and control stations. One
manually operated call point shall be located at each exit. Manually
operated call points shall be readily accessible in the corridors of
each deck such that no part of the corridor is more than 20 metres
from a manually operated call point.
.2 Smoke detectors shall be installed in all stairways, corridors and
escape routes within accommodation spaces.
.3 Where a fixed fire detection and fire alarm is required for the protec-
tion of spaces other than those specified in paragraph .2.2 above, at
least one detector complying withparagraph.1.11 sh all be installed
in eachsuchspace.
.4 Detectors shall be located for optimum performance. Positions near
beams and ventilation ducts or other positions where patterns of
airflow could adversely affect performance and positions where
impact or physical damage is likely shall be avoided. In general,
detectors which are located on the overhead shall be a minimum
distance of 0,5 metres away from bulkheads.
.5 The maximum spacing of detectors shall be in accordance with the
table below:
Type of detectorMaximum
floor area per
detector
(m2)Maximum
distance apart
between
centres
(m)Maximum
distance
away from
bulkheads
(m)
Heat 37 9 4,5
Smoke 74 11 5,5
The Administration of the flag State may require or permit other
spacings based upon test data which demonstrate the characteristics
of the detectors.
.6 Electrical wiring which forms part of the system shall be so arranged
as to avoid galleys, machinery spaces, and other enclosed spaces of1998L0018 — EN — 30.07.2003 — 004.001 — 79
▼M1
high fire risk except where it is necessary to provide for fire detec-
tion or fire alarm in suchspaces or to connect to th e appropriate
power supply.
.3Design requirements
.1 The system and equipment shall be suitably designed to withstand
supply voltage variation and transients, ambient temperature
changes, vibration, humidity, shock, impact and corrosion normally
encountered in ships.
.2 Smoke detectors to be installed in stairways, corridors and escape
routes within accommodation spaces as required by paragraph .2.2
shall be certified to operate before the smoke density exceeds
12,5 % obscuration per metre, but not until the smoke density
exceeds 2 % obscuration per metre.
Smoke detectors to be installed in other spaces shall operate within
sensitivity limits to the satisfaction of the Administration of the flag
State having regard to the avoidance of detector insensitivity or over-
sensitivity.
.3 Heat detectors shall be certified to operate before the temperature
exceeds 78 ºC but not until the temperature exceeds 54 ºC, when
the temperature is raised to those limits at a rate less than 1 ºC per
minute. At higher rates of temperature rise, the heat detector shall
operate within temperature limits to the satisfaction of the Adminis-
tration of the flag State having regard to the avoidance of detector
insensitivity or oversensitivity.
.4 The permissible temperature of operation of heat detectors may be
increased to 30 ºC above the maximum deckhead temperature in
drying rooms and similar spaces of a normal high ambient tempera-
ture.
NEW CLASS B, C AND D SHIPS, CONSTRUCTED ON OR AFTER
1 JANUARY 2003:
.4.1 The fixed fire detection and fire alarm systems shall be of an approved
type, complying with the provisions of the Fire Safety Systems Code.
.4.2 Manually operated call points complying withth e Fire Safety Systems
Code shall be installed throughout the accommodation spaces, service
spaces and control stations. One manually operated call point shall be
located at eachexit. Manually operated call points sh all be readily acces-
sible in the corridors of each deck such that no part of the corridor is
more than 20 metres from a manually operated call point.
NEW CLASS A, B, C AND D SHIPS:
.5 In addition to the above provisions, the Administration of the flag State
shall ensure that safety provisions on the installations regarding their
independence from other installations or systems, the corrosion resistance
of their components, the electrical power supply to their control system,
and the availability of instructions for their operation and maintenance
shall be complied with.
10 Arrangements for oil fuel, lubricating oil and other flammable oils (R
15)
NEW CLASS B, C AND D AND EXISTING CLASS B SHIPS:
.1Limitations in the use of oil as fuel
The following limitations shall apply to the use of oil as fuel:
.1 Except as otherwise permitted by this paragraph, no oil fuel with a
flashpoint of less than 60 ºC shall be used.
.2 In emergency generators, oil fuel with a flashpoint of not less than
43 ºC may be used.
.3 Subject to suchadditional precautions as it may consider necessary
and on condition that the ambient temperature of the space in which
such oil fuel is stored or used shall not be allowed to rise to within
10 ºC below the flashpoint of the oil fuel, the Administration of the
flag State may permit the general use of oil fuel having a flashpoint
of less than 60 ºC but not less than 43 ºC.1998L0018 — EN — 30.07.2003 — 004.001 — 80
▼M1
For ships constructed on or after 1 January 2003 oil fuel having a
flashpoint of less than 60 ºC but not less than 43 ºC may be
permitted subject to the following:
.3.1 fuel oil tanks except those arranged in double bottom compart-
ments shall be located outside of machinery spaces of category
A;
.3.2 provisions for the measurement of oil temperature are provided
on the suction pipe of the fuel pump;
.3.3 stop valves and/or cocks are provided on the inlet side and
outlet side of the oil fuel strainers and;
.3.4 pipe joints of welded construction or of circular cone type or
spherical type union joint are applied as much as possible.
The flashpoint of oils shall be determined by an approved closed cup
method.
.2Oil fuel arrangements
In a ship in which oil fuel is used, the arrangements for the storage,
distribution and utilisation of the oil fuel shall be such as to ensure the
safety of the ship and persons on board and shall at least comply with the
following provisions:
.1.1 As far as practicable, parts of the oil fuel system containing heated
oil under pressure exceeding 0,18 N/mm2shall not be placed in a
concealed position suchth at defects and leakage cannot readily be
observed. The machinery spaces in way of such parts of the oil
fuel system shall be adequately illuminated.
.1.2 By heated oil is meant oil the temperature of which after heating is
higher than 60 ºC or higher than the current flashpoint of the oil, if
this is lower than 60 ºC.
.2 The ventilation of machinery spaces shall be sufficient under all
normal conditions to prevent accumulation of oil vapour.
.3 As far as practicable, oil fuel tanks shall be part of the ship's struc-
ture and shall be located outside machinery spaces. Where oil fuel
tanks, other than double bottom tanks, are necessarily located adja-
cent to or within machinery spaces, at least one of their vertical
sides shall be contiguous to the machinery space boundaries, and
shall preferably have a common boundary with the double bottom
tanks, and the area of the tank boundary common with the
machinery spaces shall be kept to a minimum. Where such tanks
are situated within the boundaries of machinery spaces they shall
not contain oil fuel having a flashpoint of less than 60 ºC. The use
of freestanding oil fuel tanks shall be avoided and shall be prohibited
in machinery spaces.
.4 No oil fuel tank shall be situated where spillage or leakage therefrom
can constitute a hazard by falling on heated surfaces. Precautions
shall be taken to prevent any oil that may escape under pressure
from any pump, filter or heater from coming into contact with heated
surfaces.
.5 Every oil fuel pipe, which, if damaged, would allow oil to escape
from a storage, settling or daily service tank, having a capacity of
500 litres or above, situated above the double bottom, shall be fitted
witha cock or valve directly on th e tank capable of being closed
from a safe position outside the space concerned in the event of a
fire occurring in the space in which such tanks are situated. In the
special case of deep tanks situated in any shaft or pipe tunnel or
similar space, valves on the tank shall be fitted but control in the
event of fire may be effected by means of an additional valve on
the pipe or pipes outside the tunnel or similar space. If such addi-
tional valve is fitted in the machinery space it shall be operated
from a position outside this space.
In ships constructed on or after 1 January 2003 the controls for
remote operation of the valve for the emergency generator fuel tank
shall be in a separate location from the controls for remote operation
of other valves located in machinery spaces.
.6 Safe and efficient means of ascertaining the amount of oil fuel
contained in any oil fuel tank shall be provided.1998L0018 — EN — 30.07.2003 — 004.001 — 81
▼M1
NEW CLASS B, C AND D SHIPS:
.1 Sounding pipes shall not terminate in any space where the risk
of ignition of spillage from the sounding pipe might arise. In
particular, they shall not terminate in passenger or crew
spaces. As a general rule, sounding pipes shall not terminate
in machinery spaces. However, where the Administration of
the flag State considers that these latter requirements are
impracticable, it may permit termination of sounding pipes in
machinery spaces on condition that all the following require-
ments are met:
.1.1 in addition, an oil-level gauge is provided meeting the require-
ments of subparagraph.2.6.2;
.1.2 the sounding pipes terminate in locations remote from ignition
hazards unless precautions are taken, such as the fitting of
effective screens, to prevent the oil fuel in the case of spillage
through the terminations of the sounding pipes from coming
into contact witha source of ignition;
.1.3 the termination of sounding pipes are fitted with self-closing
blanking devices and witha small-diameter self-closing
control cock located below the blanking device for the purpose
of ascertaining before the blanking device is opened that oil
fuel is not present. Provision shall be made as to ensure that
any spillage of oil fuel through the control cock involves no
ignition hazard.
NEW CLASS B, C AND D AND EXISTING CLASS B SHIPS:
.2 Other means of ascertaining the amount of oil fuel contained
in any oil fuel tank may be permitted if suchmeans, like th e
means provided in subparagraph.2.6.1.1, do not require pene-
tration below the top of the tank, and providing their failure or
overfilling of the tanks will not permit release of fuel.
.3 Means prescribed in subparagraph.2.6.2 sh all be maintained
in the proper condition to ensure their continued accurate
functioning in service.
.7 Provision shall be made to prevent overpressure in any oil tank or in
any part of the oil fuel system, including the filling pipes served by
pumps on board. Any relief valves and air or overflow pipes shall
discharge to a position where there is no risk of fire or explosion
from the emergence of oils and vapour and shall not lead into crew
spaces, passenger spaces nor into special category spaces, closed ro-
ro spaces, machinery spaces or similar spaces, situated in ships
,constructed on or after 1 January 2003.
.8 Oil fuel pipes and their valves and fittings shall be of steel or other
approved material, except that restricted use of flexible pipes may be
permitted. Such flexible pipes and end attachments shall be of
approved fire-resisting materials of adequate strength.
For valves, fitted to oil fuel tanks and which are under static pres-
sure, steel or spheroidal-graphite cast iron may be accepted.
However, ordinary cast iron valves may be used in piping systems,where the design pressure is lower than 7 bar and the design
temperature is below 60 ºC.
NEW CLASS B, C AND D SHIPS:
.9 All external high pressure fuel delivery lines between the high
pressure fuel pumps and fuel injectors shall be protected with a
jacketed piping system capable of containing fuel from a high
pressure line failure. A jacketed pipe incorporates an outer pipe
into which the high-pressure fuel pipe is placed forming a perma-
nent assembly. The jacketed piping system shall include a means
for collection of leakages and arrangements shall be provided for
an alarm to be given of a fuel line failure.
.10 All surfaces withtemperatures above 220 ºC wh ichmay be
impinged as a result of a fuel system failure shall be properly insu-
lated.
.11 Oil fuel lines shall be screened or otherwise suitably protected to
avoid as far as practicable oil spray or oil leakages onto hot
surfaces, into machinery air intakes, or other sources of ignition.
The number of joints in such piping systems shall be kept to a
minimum.1998L0018 — EN — 30.07.2003 — 004.001 — 82
▼M1
NEW CLASS B, C AND D SHIPS, CONSTRUCTED ON OR AFTER
1 JANUARY 2003:
.12 Oil fuel lines shall not be located immediately above or near units
of high temperature including boilers, steam pipelines, exhaust
manifolds, silencers or other equipment required to be insulated.
As far as practicable, oil fuel lines shall be arranged far apart
from hot surfaces, electrical installations or other sources of igni-
tion and shall be screened or otherwise suitably protected to avoid
oil spray or oil leakage onto the sources of ignition. The number of
joints in suchpiping systems sh all be kept to a minimum.
.13 Components of a diesel engine fuel system shall be designed
considering the maximum peak pressure which will be experienced
in service, including any high pressure pulses which are generated
and transmitted back into fuel supply and spill lines by the action
of fuel injection pumps. Connections within the fuel supply and
spill lines shall be constructed having regard to their ability to
prevent pressurised oil fuel leaks while in service and after main-
tenance.
.14 In multi-engine installations which are supplied from the same fuel
source, means of isolating the fuel supply and spill piping to indi-
vidual engines, shall be provided. The means of isolation shall not
affect the operation of the other engines and shall be operable from
a position not rendered inaccessible by a fire on any of the engines
.15 Where the Administration of the flag State may permit the
conveying of oil and combustible liquids through accommodation
and service spaces, the pipes conveying oil or combustible liquids
shall be of a material approved by the Administration having
regarded of the fire risk.
.16 Existing class B ships shall comply with the requirements of
paragraphs .2.9 to .2.11 not later than 1 July 2003, except that a
suitable enclosure of engines having an output of 375 kW or less
having fuel injection pumps serving more than one injector may be
used as an alternative to the jacketed piping system in
paragraph.2.9.
NEW CLASS B, C AND D AND EXISTING CLASS B SHIPS:
.3Lubricating oil arrangements
The arrangements for the storage, distribution and utilisation of oil used
in pressure lubrication systems shall be such as to ensure the safety of
the ship and persons on board, and such arrangements in machinery
spaces shall at least comply with the provisions of paragraphs .2.1, .2.4,
.2.5, .2.6, .2.7, .2.8, .2.10 and .2.11, except that:
.1 this does not preclude the use of sight-flow glasses in lubricating
systems provided that they are shown by test to have a suitable
degree of fire resistance. If sight-flow glasses are used, the pipe shall
be provided withvalves in bothends. Th e valve at th e lower end of
the pipe shall be of a self-closing type;
.2 sounding pipes may be authorised in machinery spaces; the require-
ments of paragraphs .2.6.1.1 and .2.6.1.3 need not be applied on
condition that the sounding pipes are fitted with appropriate means
of closure.
For ships constructed on or after 1 January 2003 the provisions of
paragraph 10.2.5 shall also apply to lubricating oil tanks except those
of having a capacity less than 500 litres, storage tanks on which
valves are closed during the normal operation of the ship or where
it is determined that the unintended operation of a quick closing
valve on the lubricating oil tank would endanger the safe operation
of the main propulsion and essential auxiliary machinery.
.4Arrangements for other flammable oils
The arrangements for the storage, distribution and utilisation of other
flammable oils employed under pressure in power transmission systems,
control and activating systems and heating systems shall be such as to
ensure the safety of the ship and persons on board. In locations where
means of ignition are present, sucharrangements sh all at least comply
with the provisions of paragraphs .2.4, .2.6, .2.10 and .2.11 and with the
provisions of paragraphs .2.7 and .2.8 in respect of strength and construc-
tion.1998L0018 — EN — 30.07.2003 — 004.001 — 83
▼M1
.5Periodically unattended machinery spaces
In addition to the requirements of provisions 1 to 4, the oil fuel and
lubricating oil systems shall comply with the following:
.1 where daily service oil fuel tanks are filled automatically, or by
remote control, means shall be provided to prevent overflow spil-
lages. Other equipment which treats flammable liquids
automatically, e.g. oil fuel purifiers, which, whenever practicable,
shall be installed in a special space reserved for purifiers and their
heaters, shall have arrangements to prevent overflow spillages;
.2 where daily service oil fuel tanks or settling tanks are fitted with
heating arrangements, a high temperature alarm shall be provided
if the flashpoint of the oil fuel can be exceeded.
.6Prohibition of carriage of flammable oils in forepeak tanks
Fuel oil, lubrication oil and other flammable oils shall not be carried in
forepeak tanks.
11 Firefighter's outfit(R17)NEW CLASS B, C AND D AND EXISTING CLASS B SHIPS:
.1 A firefighter's outfit shall consist of:
.1.1 Personal equipment comprising:
.1 protective clothing of material to protect the skin from the heat
radiating from the fire and from burns and scalding by steam.
The outer surface shall be water-resistant;
.2 boots and gloves of rubber or other electrically non-conducting
material;
.3 a rigid helmet providing effective protection against impact;
.4 an electric safety lamp (hand lantern) of an approved type with
a minimum burning period of three hours;
.5 a firefighter's axe.
.1.2 A breathing apparatus of an approved type consisting of a self-
contained compressed-air-operated breathing apparatus (SCBA),
the volume of air contained in the cylinders of which shall be at
least 1 200 litres, or other self-contained breathing apparatus which
shall be capable of functioning for at least 30 minutes. Every
SCBA shall be provided with fully charged spare cylinders having
a spare storage capacity of at least 2 400 litres of free air except
that:
(i) if the ship is carrying five or more SCBA, the total spare
storage capacity of free air need not to exceed 9 600 litres; or
(ii) if the ship is equipped with means for recharging the air
cylinders withfull pressure withair, free from contamination,
the spare storage capacity of the fully charged spare cylinders
of each SCBA shall be at least 1 200 litres of free air, and the
total spare storage capacity of free air provided in the ship
shall not be required to exceed 4800 litres of free air.
All air cylinders for SCBA's shall be interchangeable.
.2 For eachbreath ing apparatus a fireproof lifeline of sufficient lengthand
strength shall be provided capable of being attached by means of a snap-
hook to the harness of the apparatus or to a separate belt in order to
prevent the breathing apparatus becoming detached when the lifeline is
operated.
.3 New class B and existing class B ships of 24 metres in length and above
and all new class C and D ships of 40 metres in length and above shall
carry at least two firefighter's outfits.
.1 In ships of 60 metres in length and above, in addition there shall be
provided, if the aggregate of the lengths of all passenger spaces and
service spaces on the deck which carries such spaces is more than
80 metres, or, if there is more than one such deck, on the deck which
has the largest aggregate of such lengths, two firefighter's outfits and
two sets of personal equipment for every 80 metres, or part thereof,
of suchaggregate of length s.
In ships carrying more than 36 passengers, two additional firefigh-
ter's outfits shall be provided for each main vertical zone, except
for stairway enclosures which constitute individual main vertical1998L0018 — EN — 30.07.2003 — 004.001 — 84
▼M1
zones and for main vertical zones of limited lengthin th e fore and
aft end of a ship which do not include, machinery spaces or main
galleys.
.2 In ships of 40 metres in length and above but less than 60 metres
two firefighter's outfits have to be provided.
.3 In new class B and existing class B ships of 24 metres in length and
above but less than 40 metres, also two firefighter's outfits have to
be provided, but withonly one spare airch arge for self-contained
breathing apparatus.
.4 In new and existing class B ships of less than 24 metres length and in
new class C and D ships of less than 40 metres in length no firefighter's
outfit has to be provided.
.5 The firefighter's outfits or sets of personal equipment shall be so stored
as to be easily accessible and ready for use and, where more than one
fire-fighter's outfit or more than one set of personal equipment is carried,
they shall be stored in widely separated positions. At least one firefigh-
ter's outfit and one set of personal equipment shall be available at any
one suchposition.
12 Miscellaneousitems(R18)
NEW CLASS B, C AND D AND EXISTING CLASS B SHIPS:
.1 Where class ‘A’ divisions are penetrated for the passage of electric
cables, pipes, trunks, ducts etc., or for girders, beams or other structural
members, arrangements shall be made to ensure that the fire resistance is
not impaired in so far as is reasonable and practicable.
For ships, which are constructed on or after 1 January 2003, where
‘A’ class divisions are penetrated, suchpenetrations sh all be tested in
accordance with the Fire Test Procedures Code, to ensure that the fire
resistance of the divisions is not impaired.
In the case of ventilation ducts regulations II-2/B/9.2.2b and II-2/B/9.3
apply.
However, where a pipe penetration is made of steel or equivalent mate-
rial having a thickness of 3 mm or greater and a length of not less than
900 mm (preferably 450 mm on eachside of th e division) and no open-
ings, testing is not required.
Such penetrations shall be suitably insulated by extension of the insula-
tion at the same level of the division.
.2 Where class ‘B’ divisions are penetrated for the passage of electric
cables, pipes, trunks, ducts etc., or for the fitting of ventilation terminals,
lighting fixtures and similar devises, arrangements shall be made to
ensure that the fire resistance is not impaired in so far as is reasonable
and practicable. In ships, which are constructed on or after 1 January
2003 for such penetrations arrangements shall be made to ensure that
the fire resistance of the divisions is not impaired.
Pipes other than steel or copper that penetrate ‘B’ class divisions shall be
protected by either:
.1 a fire tested penetration device, suitable for the fire resistance of the
division pierced and the type of the pipe used; or
.2 a steel sleeve, having a thickness of not less than 1,8 mm and a
lengthof not less th an 900 mm for pipe diameters of 150 mm or
more and not less than 600 mm for pipe diameters of less than
150 mm ( preferably equally divided to eachside of th e division).
The pipe shall be connected to the ends of the sleeve by flanges or
couplings or the clearance between the sleeve and the pipe shall not
exceed 2,5 mm or any clearance between pipe and sleeve shall be
made tight by means of non-combustible or other suitable material.
.3 Pipes penetrating ‘A’ or ‘B’ class divisions shall be of approved mate-
rials having regard to the temperature such divisions are required to
withstand.
In ships, constructed on or after 1 January 2003, no-insulated metallic
pipes penetrating ‘A’ or ‘B’ class divisions shall be of materials having
a melting temperature which exceeds 950 ºC for ‘A-0’ and 850 ºC for
‘B-0’ class divisions.1998L0018 — EN — 30.07.2003 — 004.001 — 85
▼M1
.4 In accommodation spaces, service spaces or control stations, pipes
intended to convey oil or other flammable liquids shall be of a suitable
material and construction having regard to the fire risk.
.5 Materials readily rendered ineffective by heat shall not be used for over
board scuppers, sanitary discharges, and other outlets which are close to
the waterline and where the failure of the material in the event of fire
would give rise to danger of flooding.
.6 Electric radiators, if used, shall be fixed in position and so constructed as
to reduce fire risks to a minimum. No suchradiators sh all be fitted with
an element so exposed that clothing, curtains, or other similar materials
can be scorched or set on fire by heat from the element.
.7 All waste receptacles shall be constructed of non-combustible materials
withno openings in th e sides or bottom.
.8 In spaces where penetration of oil products is possible, the surface of
insulation shall be impervious to oil or oil vapours.
NEW CLASS A, B, C AND D SHIPS: In spaces in which there is a risk
of oils splashing or oil vapour, e.g. in machinery spaces of category A,
the surface of the insulating material shall be impermeable by oil and oil
vapour. Where there is covering by non-perforated steel plate or other
non-combustible materials (not aluminium) which is the ultimate
physical surface, this covering may be joined by seaming, riveting, etc.
.9 Paint lockers and flammable liquid lockers shall be protected by an
approved fire-extinguishing arrangement, enabling the crew to extinguish
a fire without entering the space.
In ships, which are constructed on or after 1 January 2003:.1 Paint lockers shall be protected by:
.1.1 a carbon dioxide system, designed to give a minimum volume
of free gas equal to 40 % of the gross volume of the protected
space;
.1.2 a dry powder system, designed for at least 0,5 kg powder/m
3;
.1.3 a waterspraying or sprinkler system, designed for 5 litres/m2
min. Water spraying systems may be connected to the fire
main of the ship; or
.1.4 a system providing equivalent protection, as determined by the
Administration of the flag State.
In any case the system shall be operable from outside the
protected space.
.2 Flammable liquid lockers shall be protected by an appropriate fire
extinguishing arrangement approved by the Administration of the
flag State.
.3 For lockers of a deck area of less than 4 m2, which do not give
access to accommodation spaces, a carbon dioxide portable extin-
guisher sized to provide a minimum volume of free gas equal to
40 % of the gross volume of the space may be accepted in lieu of a
fixed system.
A discharge port shall be arranged in the locker to allow the
discharge of the extinguisher without having to enter into the
protected space. The required portable fire extinguisher shall be
stowed adjacent to the port. Alternatively a port or hose connection
may be provided to facilitate the use of fire main water.
NEW CLASS A, B, C AND D SHIPS AND EXISTING CLASS B SHIPS:
.10 Deep-fat friers, boiling and roasting apparatus:
When deep-fat friers, boiling and roasting apparatus are installed and
used in spaces outside the main galley, the Administration of the flag
State shall impose additional safety measures with regard to the specific
fire hazards associated with the use of this type of equipment.
In ships, which are constructed on or after 1 January 2003, deep-fat
cooking equipment shall be fitted with the following:
.1 an automatic or manual extinguishing system tested to an interna-
tional standard in accordance withPublication ISO 15371:2000 on
fire-extinguishing systems for protection of galley deep-fat cooking
equipment;
.2 a primary and backup thermostat with an alarm to alert the operator
in the event of failure of either thermostat;1998L0018 — EN — 30.07.2003 — 004.001 — 86
▼M1
.3 arrangements for automatically shutting off the electrical power upon
activation of the extinguishing system;
.4 an alarm for indicating operation of the extinguishing system in the
galley where the equipment is installed; and
.5 controls for manual operation of the extinguishing system, which are
clearly labelled for ready use of the crew.
In ships, which are constructed before 1 January 2003, new installations
for deep-fat cooking equipment shall comply with the requirements of
this paragraph.
NEW CLASS A, B, C AND D SHIPS:
.11 Heat bridges:
In the implementation of fire proofing measures, steps shall be under-
taken by the Administration of the flag State to prevent heat transfer
through heat bridges, e.g. between decks and bulkheads.
In ships, which are constructed on or after 1 January 2003, the insulation
of a deck or bulkhead shall be carried past the penetration, intersection or
terminal point for a distance of at least 450 mm in the case of steel and
aluminium structures. If a space is divided witha deck or a bulkh ead of
‘A’ class standard having insulation of different values, the insulation
with the higher value shall continue on the deck or bulkhead with the
insulation of the lesser value for a distance of at least 450 mm.
NEW CLASS A, B, C AND D SHIPS AND EXISTING CLASS B SHIPS:
.12 Pressurised gas containers:
All portable containers for gases which are compressed, liquefied or
broken down under pressure, which may feed a possible fire, shall imme-
diately after use be put in a suitable place above the bulkhead deck, from
which there is direct access to open deck.
13 Fire controlplans(R20)NEW CLASS B, C AND D AND EXISTING CLASS B SHIPS:
.1 In all ships general arrangement plans shall be permanently exhibited for
the guidance of the ship's officers, showing clearly for each deck the
control stations, the various fire sections enclosed by ‘A’ class divisions,
the sections enclosed by ‘B’ class divisions together with particulars of
the fire detection and fire alarm systems, the sprinkler installation, the
fire-extinguishing appliances, means of access to different compartments,
decks, etc. and the ventilating system including particulars of the fan
control positions, the position of dampers and identification numbers of
the ventilating fans serving each section. Alternatively the aforemen-
tioned details may be set out in a booklet, a copy of which shall be
supplied to eachofficer, and one copy sh all at all times be available on
board in an accessible position. Plans and booklets shall be kept up to
date, any alterations being recorded thereon as soon as practicable.
Description in such plans and booklets shall be in the official language
of the flag State. If the language is neither English nor French, a transla-
tion into one of these languages shall be included. In the case the ship is
engaged on domestic voyages in another Member State, a translation into
the official language of that host State, if this language is neither English
nor French, shall be included.
For new class B, C and D ships, constructed on or after 1 January 2003
the information to be provided with the required fire control plans and
booklets and the graphical symbols to be used for the fire control plans
shall be in accordance with the IMO Resolutions A.756 (18) and
A.654 (16).
.2 In all ships with a length of 24 metres and over a duplicate set of fire
control plans or a booklet containing suchplans sh all be permanently
stored in a prominently marked weather tight enclosure outside the deck-
house for the assistance of shore side fire-fighting personnel.1998L0018 — EN — 30.07.2003 — 004.001 — 87
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14 Operationalreadinessandmaintenance
NEW CLASS B, C AND D AND EXISTING CLASS B SHIPS:.1General requirements
At all times while the ship is in service, the fire protection systems and
fire-fighting systems and appliances shall be maintained ready for use.
A ship is not in service when:.1 it is in for repairs or lay-up (either at anchor or at port ) or in dry-
dock;
.2 it is declared not in service by the owner or the owner's representa-
tive; and
.3 if there are no passengers on board.
The following fire protection systems shall be kept in good order so as to
ensure their required performance if a fire occurs:
.1.1 Operational readiness
.1 structural fire protection including fire resisting divisions and
protection of openings and penetrations in these divisions;
.2 fire detection and fire alarm systems; and
.3 means of escape systems and appliances.
Fire-fighting systems and appliances shall be kept in good working
order and readily available for immediate use. Portable extin-
guishers which have been discharged shall be immediately
recharged or replaced with an equivalent unit.
.1.2 Maintenance, testing and inspections
Maintenance, testing and inspections shall be carried out based on
the guidelines developed by IMO and in a manner having due
regard to ensuring the reliability of fire-fighting systems and appli-
ances.
A maintenance plan shall be kept on board the ship and shall be
available for inspection, whenever required by the Administration
of the flag State.
The maintenance plan shall include at least the following fire
protection systems and fire-fighting systems and appliances, where
installed:
.1 fire mains, fire pumps and hydrants including hoses and
nozzles;
.2 fixed fire detection and fire alarm systems;
.3 fixed fire-extinguishing systems and other fire-extinguishing
appliances;
.4 automatic sprinkler, fire detection and fire alarm systems;
.5 ventilation systems including fire and smoke dampers, fans
and their controls;
.6 emergency shut down of fuel supply;
.7 fire doors including their controls;.8 general emergency alarm systems;.9 emergency escape breathing devices;
.10 portable fire extinguishers including spare charges; and
.11 firefighter's outfits.The maintenance programme may be computer-based.
.2Additional requirements
For new class B, C and D ships, constructed on or after 1 January 2003,
carrying more than 36 passengers a maintenance plan for low-location
lighting and public address systems shall be developed in addition to
the maintenance plan mentioned under paragraph .1.2.1998L0018 — EN — 30.07.2003 — 004.001 — 88
▼M1
15 Instructions,on-boardtraininganddrills
NEW CLASS B, C AND D AND EXISTING SHIPS:
.1Instructions, duties and organisation
.1 Crew members shall receive instructions on fire safety on-board the
ship.
.2 Crew members shall receive instructions on their assigned duties.
.3 Parties responsible for fire extinguishing shall be organised. These
parties shall have the capability to complete their duties at all times
while the ship is in service.
.2On-board training and drills
.1 Crew members shall be trained to be familiar with the arrangements
of the ship as well as the location and operation of any fire-fighting
systems and appliances that they may be called upon to use.
.2 Training in the use of the emergency escape breathing devices shall
be considered as a part of on-board training.
.3 Performance of crew members assigned fire-fighting duties shall be
periodically evaluated by conducting on-board training and drills toidentify areas in need of improvement, to ensure competency in
fire-fighting skills is maintained and to ensure the operational readi-
ness of the fire-fighting organisation.
.4 On-board training in the use of the ship's fire-extinguishing systems
and appliances shall be planned and conducted in accordance with
provisions of regulation III/19.4.1 of SOLAS 1974, as amended.
.5 Fire drills shall be conducted and recorded in accordance with the
provisions of regulations III/19.3.4, III/19.5 and III/30 of SOLAS
1974, as amended.
.3Training manuals
A training manual shall be provided in each crew mess room and recrea-
tion room or in each crew cabin. The training manual shall be written in
the working language of the ship. The training manual, which may
comprise several volumes, shall contain the instructions and the informa-
tion required in this paragraph in easily understood terms and illustrated
wherever possible. Any part of such information may be provided in the
form of audio-visual aides in lieu of the manual. The training manual
shall explain the following in detail:
.1 general fire safety practice and precautions related to the dangers of
smoking, electrical hazards, flammable liquids and similar common
shipboard hazards;
.2 general instructions on fire-fighting activities and fire-fighting proce-
dures including procedures for notification of a fire and use of
manually operated call points;
.3 meanings of ship's alarms;.4 operation and use of fire-fighting systems and appliances;.5 operation and use of fire doors;.6 operation and use of fire and smoke dampers; and.7 escape systems and appliances.
.4Fire control plans
Fire control plans have to comply with the requirements of regulation II-
2/A-13.
16. Operations
NEW CLASS B, C, D AND EXISTING CLASS B SHIPS:
.1 To provide information and instruction for proper ship and cargo hand-
ling operations in relation to fire safety, operational booklets shall be
provided on board.
.2 The required fire operational booklet shall contain the necessary informa-
tion and instructions for the safe operation of the ship and cargo handling1998L0018 — EN — 30.07.2003 — 004.001 — 89
▼M1
operations in relation to fire safety. The booklet shall include information
concerning the crew's responsibilities for the general fire safety of the
ship while loading and discharging cargo and while underway. For ships
carrying dangerous goods the fire safety booklet shall provide reference
to the pertinent fire-fighting and emergency cargo handling instructions
contained in the International Maritime Dangerous Goods Code.
.3 The fire safety operational booklet shall be written in the working
language of the ship.
.4 The fire safety operational booklet may be combined with the training
manuals required in regulation II-2/A/15.3.
PART B
FIRE SAFETY MEASURES
1 Structure(R23)NEW CLASS B, C AND D AND EXISTING CLASS B SHIPS:
.1 The hull, superstructures, structural bulkheads, decks and deckhouses
shall be constructed of steel or other equivalent material. For the purpose
of applying the definition of steel or other equivalent material as given in
regulation II-2/A/2.7, the ‘applicable fire exposure’ shall be according to
the integrity and insulation standards given in the tables of regulations 4
and 5. For example, where divisions such as decks or sides and ends of
deckhouses are permitted to have ‘B-0’ fire integrity, the ‘applicable fire
exposure’ shall be half an hour.
.2 However, in cases where any part of the structure is of aluminium alloy,
the following shall apply:
.1 The insulation of aluminium alloy components of ‘A’ or ‘B’ class
divisions, except structure which is non-load-bearing, shall be such
that the temperature of the structural core does not rise more than
200 ºC above the ambient temperature at any time during the applic-
able fire exposure to the standard fire test.
.2 Special attention shall be given to the insulation of aluminium alloy
components of columns, stanchions and other structural members
required to support lifeboat and life-raft stowage, launching and
embarkation areas, and ‘A’ and ‘B’ class divisions to ensure:
.1 that for such members supporting lifeboat and life-raft areas and
‘A’ class divisions, the temperature rise limitation specified in
paragraph .2.1 shall apply at the end of one hour; and
.2 that for such members required to support ‘B’ class divisions,
the temperature rise limitation specified in paragraph .2.1 shall
apply at the end of half an hour.
.3 Crowns and casings of machinery spaces shall be of steel construc-
tion adequately insulated and openings therein, if any, shall be
suitably arranged and protected to prevent the spread of fire.
2 Mainvertical zonesandhorizontalzones(R24)NEW CLASS B, C AND D SHIPS:
.1.1 In ships carrying more than 36 passengers, the hull, superstructure and
deckhouses shall be subdivided into main vertical zones by A-60 class
divisions.
Steps and recesses shall be kept to a minimum but where they are neces-
sary, they shall also be A-60 class divisions.
Where an open deck space, a sanitary or similar space or a tank
including a fuel oil tank, void space or auxiliary machinery space having
little or no fire risk, is on one side or where fuel oil tanks are on both
sides of the division the standard may be reduced to A-0.
NEW CLASS B, C AND D AND EXISTING CLASS B SHIPS:
.1.2 For new class B, C and D ships carrying not more than 36 passengers
and for existing class B ships carrying more than 36 passengers, the
hull, superstructure and deckhouses in way of accommodation and
service spaces shall be subdivided into main vertical zones by ‘A’ class1998L0018 — EN — 30.07.2003 — 004.001 — 90
▼M1
divisions. These divisions shall have insulation values in accordance with
the tables in regulation 5.
NEW CLASS B, C AND D SHIPS:
.2 As far as practicable, the bulkheads forming the boundaries of the main
vertical zones above the bulkhead deck shall be in line with watertight
subdivision bulkheads situated immediately below the bulkhead deck.
The length and width of main vertical zones may be extended to a
maximum of 48 metres in order to bring the ends of main vertical zones
to coincide with subdivision watertight bulkheads or in order to accom-
modate a large public space extending for the whole length of the main
vertical zone provided that the total area of the main vertical zone is not
greater than 1 600 m2on any deck. The length or width of a main
vertical zone is the maximum distance between the furthermost points
of the bulkheads bounding it.
NEW CLASS B, C AND D SHIPS AND EXISTING CLASS B SHIPS
CARRYING MORE THAN 36 PASSENGERS:
.3 Such bulkheads shall extend from deck to deck and to the shell or other
boundaries.
.4 Where a main vertical zone is subdivided by horizontal ‘A’ class divi-
sions into horizontal zones for the purpose of providing an appropriate
barrier between sprinkled and non-sprinklered zones of the ship, the divi-
sions shall extend between adjacent main vertical zone bulkheads and to
the shell or exterior boundaries of the ship and shall be insulated in
accordance withth e fire insulation and integrity values given in table 4.2
for new ships carrying more than 36 passengers, respectively table 5.2
for new ships carrying not more than 36 passengers and existing class B
ships carrying more than 36 passengers.
.5 .1 On ships designed for special purposes, such as automobile or rail-
road car ferries where the provision of main vertical zone
bulkheads would defeat the purpose for which the ship is intended,
equivalent protection shall be obtained by dividing space in hori-
zontal zones.
.2 However, in a ship with special category spaces, any such space
shall comply with the applicable provisions of regulation II-2/B/14
and in so far as suchcompliance would be inconsistent withcompli-
ance with other requirements of this part, the requirements of
regulation II-2/B/14 shall prevail.
3 Bulkheadswithinamainvertical zone(R25)NEW CLASS B, C AND D SHIPS CARRYING MORE THAN 36 PASSEN-
GERS:
.1.1 For new ships carrying more than 36 passengers all bulkheads which are
not required to be ‘A’ class divisions shall be at least ‘B’ class or
‘C’ class divisions as prescribed in the tables in regulation 4. All such
divisions may be faced withcombustible materials in accordance with
the provisions of regulation 11.
NEW CLASS B, C AND D SHIPS CARRYING NOT MORE THAN
36 PASSENGERS AND EXISTING CLASS B SHIPS CARRYING MORE
THAN 36 PASSENGERS:
.1.2 For new ships carrying not more than 36 passengers and existing class B
ships carrying more than 36 passengers all bulkheads within accommoda-
tion and service spaces which are not required to be ‘A’ class divisions
shall be at least ‘B’ class or ‘C’ class divisions as prescribed in the tables
in regulation 5.
If suchdivisions may be faced withcombustible materials in accordance
withth e provisions of regulation 11.
NEW CLASS B, C AND D AND EXISTING CLASS B SHIPS:
.2 In new class B, C and D ships carrying not more than 36 passengers and
in existing class B ships carrying more than 36 passengers all corridor
bulkheads where not required to be ‘A’ class shall be ‘B’ class divisions
which shall extend from deck to deck except:
.1 when continuous ‘B’ class ceilings or linings are fitted on both sides
of the bulkhead, the portion of the bulkhead behind the continuous
ceiling or lining shall be of material which, in thickness and compo-1998L0018 — EN — 30.07.2003 — 004.001 — 91
▼M1
sition, is acceptable in the construction of ‘B’ class divisions but
which shall be required to meet ‘B’ class integrity standards only in
so far as is reasonable and practicable;
.2 in the case of a ship protected by an automatic sprinkler system
complying with the provisions of regulation II-2/A/8, the corridor
bulkheads of ‘B’ class materials may terminate at a ceiling in the
corridor provided such ceiling is of material which, in thickness and
composition, is acceptable in the construction of ‘B’ class divisions.
Notwithstanding the requirements of regulations 4 and 5, such bulk-
heads and ceilings shall be required to meet ‘B’ class integrity
standards only in so far as is reasonable and practicable. All doors
and frames in such bulkheads shall be of non-combustible materials
and shall be so constructed and erected as to provide substantial fire
resistance.
.3 All bulkheads required to be ‘B’ class division, except corridor bulkheads
prescribed in paragraph .2, shall extend from deck to deck and to the
shell or other boundaries unless the continuous ‘B’ class ceilings or
linings fitted on both sides of the bulkheads are at least of the same fire
resistance as the bulkhead, in which case the bulkhead may terminate at
the continuous ceiling or lining.
4 Fire integrity of bulkheads and decks in new ships carrying more than
36passengers(R26)
NEW CLASS B, C AND D SHIPS:
.1 In addition to complying withth e specific provisions for fire integrity of
bulkheads and decks mentioned elsewhere in this part, the minimum fire
integrity of all bulkheads and decks shall be as prescribed in tables 4.1
and 4.2.
.2 The following requirements shall govern the application of the tables:
.1 Table 4.1 shall apply to bulkheads not bounding either main vertical
zones or bounding horizontal zones.
Table 4.2 shall apply to decks not forming steps in main vertical
zones nor bounding horizontal zones.
.2 For determining the appropriate fire integrity standards to be applied
to boundaries between adjacent spaces, suchspaces are classified
according to their fire risk as shown in categories (1) to (14). Where
the contents and use of a space are such that there is a doubt as to its
classification for the purpose of this regulation, it shall be treated as
a space within the relevant category having the most stringent
boundary requirements. The title of each category is intended to be
typical rather than restrictive. The number in parentheses preceding
each category refers to the applicable column or row in the tables.
(1) Control stations:
— spaces containing emergency sources of power and
lighting,
— wheelhouse and chartroom,
— spaces containing the ship's radio equipment,
— fire-extinguishing rooms, fire control rooms and fire-
recording stations,
— control room for propulsion machinery when located
outside the propulsion machinery space,
— spaces containing centralised fire alarm equipment,— spaces containing centralised emergency public address
system stations and equipment.
(2) Stairways:
— interior stairways, lifts and escalators (other than those
wholly contained within the machinery spaces) for
passengers and crew and enclosures thereto;
— in this connection a stairway which is enclosed at only
one level shall be regarded as part of the space from
which it is not separated by a fire door.
(3) Corridors:
— passenger and crew corridors.1998L0018 — EN — 30.07.2003 — 004.001 — 92
▼M1
(4) Evacuation stations and external escape routes:
— survival craft stowage area,
— open deck spaces and enclosed promenades forming life-
boat and life-raft embarkation and lowering stations,
— assembly stations, internal and external,
— external stairs and open decks used for escape routes,— the ship's side to the waterline in the lightest seagoing
condition, superstructure and deckhouse sides situated
below and adjacent to the life-rafts and evacuation slide's
embarkation areas.
(5) Open deck spaces:
— open deck spaces and enclosed promenades clear of life-
boat and life-raft embarkation and lowering stations,
— air spaces (the space outside superstructures and deck-
houses).
(6) Accommodation spaces of minor fire risk:
— cabins containing furniture and furnishing of restricted
fire risk,
— offices and dispensaries containing furniture and furnish-
ings of restricted fire risk,
— public spaces containing furniture and furnishings of
restricted fire risk and having a deck area of less than
50 m
2.
(7) Accommodation spaces of moderate fire risk:
— spaces as in category (6) above but containing furniture
and furnishing of other than restricted fire risk,
— public spaces containing furniture and furnishing of
restricted fire risk and having a deck area of 50 m2or
more,
— isolated lockers and small storerooms in accommodation
spaces having areas less than 4 m2(in which flammable
liquids are not stowed),
— sale shops,
— motion picture projection and film stowage rooms,
— diet kitchens (containing no open flame),
— cleaning gear lockers (in which flammable liquids are not
stowed),
— laboratories (in which flammable liquids are not stowed),
— pharmacies,— small drying rooms (having a deck area of 4 m
2or less),
— specie rooms,
— operating rooms.
(8) Accommodation spaces of greater fire risk:
— public spaces containing furniture and furnishing of other
than restricted fire risk and having a deck area of 50 m2
or more,
— barber shops and beauty parlours.
(9) sanitary and similar spaces:
— communal sanitary facilities, shower, baths, water closets,
etc.,
— small laundry rooms,
— indoor swimming pool area,
— isolated pantries containing no cooking appliances in
accommodation spaces,
— private sanitary facilities shall be considered a portion of
the space in which they are located.
(10) Tanks, voids and auxiliary machinery spaces having little or
no fire risk:
— water tanks forming part of the ship's structure;
— voids and cofferdams;
— auxiliary machinery spaces which do not contain
machinery having a pressure lubrication system and
where storage of combustibles is prohibited, such as;1998L0018 — EN — 30.07.2003 — 004.001 — 93
▼M1
— ventilation and air-conditioning rooms; windlass room;
steering gear room; stabiliser equipment room; electrical
propulsion motor room; rooms containing section switch-
boards and purely electrical equipment other than oil-
filled electrical transformers (above 10 kVA); shaft alleys
and pipe tunnels; spaces for pumps and refrigeration
machinery (not handling or using flammable liquids),
— closed trunks serving the spaces listed above,
— other closed trunks such as pipe and cable trunks.
(11) Auxiliary machinery spaces, cargo spaces, cargo and other oil
tanks and other similar spaces of moderate fire risk:
— cargo oil tanks,
— cargo holds, trunkways and hatchways,
— refrigerated chambers,— oil fuel tanks (where installed in a separate space with no
machinery),
— shaft alleys and pipe tunnels allowing storage of combus-
tibles,
— auxiliary machinery spaces as in category (10) which
contain machinery having a pressure lubrication system
or where storage of combustibles is permitted,
— oil fuel filling stations,— spaces containing oil-filled electrical transformers (above
10 kVA),
— spaces containing small internal combustion engines of
power output up to 110 kW driving generators, sprinkler,
drencher or fire pumps, bilge pumps, etc.,
— closed trunks serving the spaces listed above.
(12) Machinery spaces and main galleys:
— main propulsion machinery rooms (other than electric
propulsion motor rooms) and boiler rooms,
— auxiliary machinery spaces other than those in
categories (10) and (11) which contain internal combus-
tion machinery or other oil burning, heating or pumping
units,
— main galleys and annexes,— trunks and casings to the spaces listed above.
(13) Storesrooms, workshops, pantries, etc.:
— main pantries not annexed to galleys,
— main laundry,
— large drying rooms (having a deck area of more than 4
m
2),
— miscellaneous stores,
— mail and baggage rooms,— garbage rooms,— workshops (not part of machinery spaces, galleys, etc.),
— lockers and storerooms having areas greater than 4 m
2,
other than those spaces that have provisions for the
storage of flammable liquids.
(14) Other spaces in which flammable liquids are stowed:
— paint lockers,
— storerooms containing flammable liquids (including dyes,
medicines, etc.),
— laboratories (in which flammable liquids are stowed).
.3 Where a single value is shown for the fire integrity of a boundary
between two spaces, that value shall apply in all cases.
.4 There are no special requirements for material or integrity of bound-
aries where only a dash appears in the tables.
.5 The Administration of the flag State shall determine in respect of
category (5) spaces whether the insulation values in table 4.1 shall
apply to ends of deckhouses and superstructures, and whether the
insulation values in table 4.2 shall apply to weather decks. In no
case shall the requirements of category (5) of table 4.1 or 4.2 neces-
sitate enclosure of spaces which in the opinion of the Administration
of the flag State need not be enclosed.1998L0018 — EN — 30.07.2003 — 004.001 — 94
▼M1
.3 Continuous ‘B’ class ceiling or linings, in association withth e relevant
decks or bulkheads, may be accepted as contributing wholly or in part,
to the required insulation and integrity of a division.
.4 In approving structural fire protection details the Administration of the
flag State shall have regard to the risk of heat transmission at intersec-
tions and terminal points of required thermal barriers.1998L0018 — EN — 30.07.2003 — 004.001 — 95
Table 4.1
Bulkheadsnotboundingeithermainvertical zonesorhorizontalzones
Spaces (1) (2) (3) (4) (5) (6) (7) (8) (9) (10) (11) (12) (13) (14)
Control stations (1) B-0 (a) A-0 A-0 A-0 A-0 A-60 A-60 A-60 A-0 A-0 A-60 A-60 A-60 A-60
Stairways (2) A-0 (a) A-0 A-0 A-0 A-0 A-15 A-15 A-0 (c) A-0 A-15 A-30 A-15 A-30
Corridors (3) B-15 A-60 A-0 B-15 B-15 B-15 B-15 A-0 A-15 A-30 A-0 A-30Evacuation stations and external
escape routes(4) A-0 A(
d)-60 (b)A (d)-60(b)A (d)-60 (b) A-0 (d) A-0 A-60 (b) A-60 (b) A-60(b) A-60 (b)
Open deck spaces (5) — A-0 A-0 A-0 A-0 A-0 A-0 A-0 A-0 A-0
Accommodation spaces of minor
fire risk(6) B-0 B-0 B-0 C A-0 A-0 A-30 A-0 A-30
Accommodation spaces of
moderate fire risk(7) B-0 B-0 C A-0 A-15 A-60 A-15 A-60
Accommodation spaces of greater
fire risk(8) B-0 C A-0 A-30 A-60 A-15 A-60
Sanitary and similar spaces (9) C A-0 A-0 A-0 A-0 A-0
Tanks, voids and auxiliary
machinery spaces having little orno fire risk(10) A-0(
a) A-0 A-0 A-0 A-0
Auxiliary machinery spaces, cargo
spaces, cargo and other oil tanks
and other similar spaces ofmoderate fire risk(11) A-0 (
a) A-0 A-0 A-15
Machinery spaces and main galleys (12) A-0 (a) A-0 A-60
Storerooms, workshops, pantries,
etc.(13) A-0(a) A-0
Other spaces in which flammable
liquids are stowed(14) A-30▼M11998L0018 — EN — 30.07.2003 — 004.001 — 96
Table 4.2
Decksneitherformingstepsinmainvertical zonesnorboundinghorizontalzones
Spaces (1) (2) (3) (4) (5) (6) (7) (8) (9) (10) (11) (12) (13) (14)
Control stations (1) A-30 A-30 A-15 A-0 A-0 A-0 A-15 A-30 A-0 A-0 A-0 A-60 A-0 A-60
Stairways (2) A-0 A-0 — A-0 A-0 A-0 A-0 A-0 A-0 A-0 A-0 A-30 A-0 A-30Corridors (3) A-15 A-0 A-0 (
a) A-60 A-0 A-0 A-15 A-15 A-0 A-0 A-0 A-30 A-0 A-30
Evacuation stations and external
escape routes(4) A-0 A-0 A-0 A-0 — A-0 A-0 A-0 A-0 A-0 A-0 A-0 A-0 A-0
Open deck spaces (5) A-0 A-0 A-0 A-0 — A-0 A-0 A-0 A-0 A-0 A-0 A-0 A-0 A-0
Accommodation spaces of minor
fire risk(6) A-60 A-15 A-0 A-60 A-0 A-0 A-0 A-0 A-0 A-0 A-0 A-0 A-0 A-0
Accommodation spaces of
moderate fire risk(7) A-60 A-15 A-15 A-60 A-0 A-0 A-15 A-15 A-0 A-0 A-0 A-0 A-0 A-0
Accommodation spaces of greater
fire risk(8) A-60 A-15 A-15 A-60 A-0 A-15 A-15 A-30 A-0 A-0 A-0 A-0 A-0 A-0
Sanitary and similar spaces (9) A-0 A-0 A-0 A-0 A-0 A-0 A-0 A-0 A-0 A-0 A-0 A-0 A-0 A-0
Tanks, voids and auxiliary
machinery spaces having little orno fire risk(10) A-0 A-0 A-0 A-0 A-0 A-0 A-0 A-0 A-0 A-0(
a) A-0 A-0 A-0 A-0
Auxiliary machinery spaces, cargo
spaces, cargo and other oil tanks
and other similar spaces ofmoderate fire risk(11) A-60 A-60 A-60 A-60 A-0 A-0 A-15 A-30 A-0 A-0 A-0 (
a) A-0 A-0 A-30
Machinery spaces and main galleys (12) A-60 A-60 A-60 A-60 A-0 A-60 A-60 A-60 A-0 A-0 A-30 A-30 (a) A-0 A-60
Storerooms, workshops, pantries,
etc.(13) A-60 A-30 A-15 A-60 A-0 A-15 A-30 A-30 A-0 A-0 A-0 A-0 A-0 A-0
Other spaces in which flammable
liquids are stowed(14) A-60 A-60 A-60 A-60 A-0 A-30 A-60 A-60 A-0 A-0 A-0 A-0 A-0 A-0
Notestobeappliedtotables4.1and4.2
(a) Where adjacent spaces are in the same numerical category and superscript a appears, a bulkhead or deck between such spaces need not to be fitted if deem ed unnecessary by the Administration of the flag State. For example, in
category (12) a bulkhead need not be required between a galley and its annexed pantries provided the pantry bulkhead and decks maintain the integrity o f the galley boundaries. A bulkhead is, however, required between a galley
and a machinery space even though both spaces are in category (12).
(b) The ship's side, to the waterline in the lightest seagoing condition, superstructure and deckhouse sides situated below and adjacent to the life-ra fts and evacuation slides may be reduced to A-30.Where public toilets are installed
completely within the stairway enclosure, the public toilet bulkhead within the stairway enclosure can be of ‘B’ class integrity.
(c) Where public toilets are installed completely within the stairway enclosure, the public toilet bulkhead within the stairway enclosure can be of ‘B’ class integrity.
(d) Where spaces of categories 6, 7, 8 and 9 are located completely within the outer perimeter of the assembly station, the bulkheads of these spaces are al lowed to be of ‘B-0’ class integrity. Control positions for audio, video and
light installations may be considered as part of the assembly station.▼M11998L0018 — EN — 30.07.2003 — 004.001 — 97
▼M1
5 Fire integrity of bulkheads and decks in new ships carrying not more
than 36 passengers and existing class B ships carrying more than
36passengers(R27)
NEW CLASS B, C, AND D SHIPS CARRYING NOT MORE THAN
36 PASSENGERS AND EXISTING CLASS B SHIPS CARRYING MORE
THAN 36 PASSENGERS:
.1 In addition to complying withth e specific provisions for fire integrity of
bulkheads and decks mentioned elsewhere in this part, the minimum fire
integrity of bulkheads and decks shall be as prescribed in tables 5.1 and
5.2.
In approval of structural precautions for fire protection in new ships,
account shall be taken of the risk of heat transfer between heat bridges
at intersection points, and where the thermal barring devices terminate.
.2 The following requirements shall govern application of the tables:
.1 Tables 5.1 and 5.2 shall apply respectively to the bulkheads and
decks separating adjacent spaces.
.2 For determining the appropriate fire integrity standards to be applied
to divisions between adjacent spaces, suchspaces are classified
according to their fire risk as shown in categories (1) to (11) below.
The title of each category is intended to be typical rather than
restrictive. The number in parentheses preceding each category refers
to the applicable column or row in the tables.
(1) Control stations:
— spaces containing emergency sources of power and
lighting,
— wheelhouse and chartroom,— spaces containing the ship's radio equipment,— fire-extinguishing rooms, fire control rooms and fire-
recording stations,
— control room for propulsion machinery when located
outside the propulsion machinery space,
— spaces containing centralised fire alarm equipment.
(2) Corridors:
— passenger and crew corridors and lobbies.
(3) Accommodation spaces:
— spaces as defined in regulation II-2/A/2.10 excluding
corridors.
(4) Stairways:
— interior stairways, lifts and escalators (other than those
wholly contained within the machinery spaces) and
enclosures thereto,
— in this connection, a stairway which is enclosed only at
one level shall be regarded as part of the space from
which it is not separated by a fire door.
(5) Service spaces (low risk):
— lockers and storerooms not having provisions for the
storage of flammable liquids and having areas less than
4m
2and drying rooms and laundries.
(6) Machinery spaces of category A:
— spaces as defined in regulation II-2/A/2.19.1.
(7) Other machinery spaces:
— spaces as defined in regulation II-2/A/2.19.2 excluding
machinery spaces of category A.
(8) Cargo spaces:
— all spaces used for cargo (including cargo oil tanks) and
trunkways and hatchways to such spaces, other than
special category spaces.1998L0018 — EN — 30.07.2003 — 004.001 — 98
▼M1
(9) Service spaces (high risk):
— galleys, pantries containing cooking appliances, paint and
lamp rooms, lockers and storerooms having areas of 4 m2
or more, spaces for the storage of flammable liquids, andworkshops other than those forming part of the
machinery spaces.
(10) Open decks:
— open deck spaces and enclosed promenades having no
fire risk. Air spaces (the space outside superstructures
and deckhouses).
(11) Special category spaces:
— spaces as defined in regulation II-2/A/2.18.
.3 In determining the applicable fire integrity standard of a boundary
between two spaces within a main vertical zone or horizontal zone
which is not protected by an automatic sprinkler system complying
withth e provisions of regulation II-2/A/8 or between suchzones
neither of which is so protected, the higher of the two values given
in the tables shall apply.
.4 In determining the applicable fire integrity standard of a boundary
between two spaces within a main vertical zone or horizontal zone
which is protected by an automatic sprinkler system complying with
the provisions of regulation II-2/A/8 or between such zones both ofwhich are so protected, the lesser of the two values given in the
tables shall apply. Where a sprinklered zone and a non-sprinklered
zone meet within accommodation and service spaces, the higher of
the two values given in the tables shall apply to the division between
the zones.
.3 Continuous ‘B’ class ceilings or linings, in association withth e relevant
decks or bulkheads, may be accepted as contributing, wholly or in part,
to the required insulation and integrity of a division.
.4 External boundaries which are required in regulation 1.1 to be of steel or
other equivalent material may be pierced for the fitting of windows and
sidescuttles provided that there is no requirement for such boundaries to
have ‘A’ class integrity elsewhere in this part. Similarly, in such bound-
aries which are not required to have ‘A’ class integrity, doors may be of
materials to the satisfaction of the Administration of the flag State.1998L0018 — EN — 30.07.2003 — 004.001 — 99
Table 5.1
Fire integrity ofbulkheadsseparatingadjacentspaces
Spaces (1) (2) (3) (4) (5) (6) (7) (8) (9) (10) (11)
Control stations (1) A-0 (c) A-0 A-60 A-0 A-15 A-60 A-15 A-60 A-60 — A-60
Corridors (2) C (e) B-0 (e) A-0 (a) B-0 (e) B-0 (e) A-60 A-0 A-0 A-15 (*) A-15
A-0 (d)
Accommodation spaces (3) C (e) A-0 (a) B-0 (e) A-60 A-0 A-0 A-15 (*) A-30
B-0 (e) A-0 (d) A-0 (d)
Stairways (4) A-0 (a) A-0 (a) A-60 A-0 A-0 A-15 (*) A-15
B-0 (e) B-0 (e) A-0 (d) (*)
Service spaces (low risk) undefined (5) C (e) A-60 A-0 A-0 A-0 (*) A-0
Machinery spaces of category A (6) (*) A-0 A-0 A-60 (*) A-60Other machinery spaces (7) A-0 (
b) A-0 A-0 (*) A-0
Cargo spaces (8) (*) A-0 (*) A-0
Service spaces (high risk) (9) A-0 (b) (*) A-30
Open decks (10) A-0
Special category spaces (11) A-0▼M11998L0018 — EN — 30.07.2003 — 004.001 — 100
Table 5.2
Fire integrity ofdecksseparatingadjacentspaces
Space below
Space above(1) (2) (3) (4) (5) (6) (7) (8) (9) (10) (11)
Control stations (1) A-0 A-0 A-0 A-0 A-0 A-60 A-0 A-0 A-0 (*) A-30
Corridors (2) A-0 (*) (*) A-0 (*) A-60 A-0 A-0 A-0 (*) A-0Accommodation spaces (3) A-60 A-0 (*) A-0 (*) A-60 A-0 A-0 A-0 (*) A-30
A-0 (
d)
Stairways (4) A-0 A-0 A-0 (*) A-0 A-60 A-0 A-0 A-0 (*) A-0
Service spaces (low risk) (5) A-15 A-0 A-0 A-0 (*) A-60 A-0 A-0 A-0 (*) A-0
Machinery spaces of category A (6) A-60 A-60 A-60 A-60 A-60 (*) A-60(f) A-30 A-60 (*) A-60
Other machinery spaces (7) A-15 A-0 A-0 A-0 A-0 A-0 (*) A-0 A-0 (*) A-0Cargo spaces (8) A-60 A-0 A-0 A-0 A-0 A-0 A-0 (*) A-0 (*) A-0Service spaces (high risk) (9) A-60 A-30 A-30 A-30 A-0 A-60 A-0 A-0 A-0 (*) A-30
A-0 (
d) A-0 (d) A-0 (d)
Open decks (10) (*) (*) (*) (*) (*) (*) (*) (*) (*) — A-0Special category spaces (11) A-60 A-15 A-30 A-15 A-0 A-30 A-0 A-0 A-30 A-0 A-0
A-0 (
d)
Notestobeappliedtobothtables5.1and5.2,asappropriate
(a) For clarification as to which applies, see regulations 3 and 8.
(b) Where spaces are of the same numerical category and superscript b appears, a bulkhead or deck of the rating shown in the tables is only required when the adjacent spaces
are for a different purpose, e.g. in category (9). A galley next to a galley does not require a bulkhead but a galley next to a paint room requires an ‘A-0’ b ulkhead.
(c) Bulkheads separating the wheelhouse and chartroom from each other may be ‘B-0’ rating.
(d) See paragraph.2.3 and .2.4 of th is regulation.
(e) For the application of regulation 2.1.2, ‘B-0’ and ‘C’, where appearing in table 5.1, shall be read as ‘A-0’.
(f) Fire insulation need not be fitted if the machinery space in category (7) has little or no fire risk.
(*) Where an asterisk appears in the tables, the division is required to be of steel or other equivalent material but is not required to be of ‘A’ class sta ndard.
In ships, which are constructed on or after 1 January 2003, however, where a deck, except in a category (10) space, is penetrated for the passage of elect ric cables, pipes and
ventilation ducts, such penetration shall be made tight to prevent the passage of flame and smoke. Divisions between control stations (emergency gen erators) and open decks
may have air intake openings without means for closure, unless a fixed gas fire-fighting system is fitted.
For the application of regulation 2.1.2 an asterisk, where appearing in table 5.2, except for categories (8) and (10), shall be read as ‘A-0’.▼M11998L0018 — EN — 30.07.2003 — 004.001 — 101
▼M1
6 Meansofescape(R28)
NEW CLASS B, C AND D SHIPS AND EXISTING CLASS B SHIPS:
.1 Stairways and ladders, corridors and doors shall be arranged to provide
ready means of escape to the lifeboat and life-raft embarkation deck
from all passenger and crew spaces and from spaces in which the crew
is normally employed, other than machinery spaces. In particular, the
following provisions shall be complied with:
.1 Below the bulkhead deck two means of escape, at least one of which
shall be independent of watertight doors, shall be provided from each
watertight compartment or similarly restricted space or group of spaces.
Exceptionally one of the means of escape may be dispensed with, due
regard being paid to the nature and location of spaces and to the number
of persons who might be normally employed there.
In such a case the sole means of escape shall provide safe escape.
For ships, which are constructed on or after 1 January 2003, the above-
mentioned dispensation may only be given for crew spaces that are
entered only occasionally, in which case the required escape route shall
be independent of watertight doors.
.2 Above the bulkhead deck there shall be at least two means of escape
from eachmain vertical zone or similarly restricted space or group of
spaces at least one of which shall give access to a stairway forming a
vertical escape.
.3 If a radiotelegraph station has no direct access to the open deck, two
means of escape from or access to suchstation sh all be provided, one
of which may be a porthole or window of sufficient size or another
means.
.4 In existing class B ships, a corridor, or part of a corridor from which
there is only one route of escape shall not exceed 5 metres in length.
In new class A, B, C and D ships of 24 metres in length and above, a
corridor, lobby or part of a corridor from which there is only one route
of escape shall be prohibited.
Dead-end corridors used in service areas which are necessary for the
practical utility of the ship, such as fuel oil stations and athwartship
supply corridors, shall be permitted, provided such dead-end corridors
are separated from crew accommodation areas and inaccessible from
passenger accommodation areas. A part of a corridor that has a depth
not exceeding its widthis considered a recess or local extension and is
permitted.
NEW CLASS B, C AND D SHIPS OF 24 METRES IN LENGTH AND
ABOVE, CONSTRUCTED BEFORE 1 JANUARY 2003:
.5 At least one of the means of escape required by paragraphs .1.1 and
.1.2 shall consist of a readily accessible enclosed stairway, which
shall provide continuous fire shelter from the level of its origin to
the appropriate lifeboat and life-raft embarkation decks, or to the
uppermost deck if the embarkation deck does not extend to the
main vertical zone being considered.
In the latter case, direct access to the embarkation deck by way of
external open stairways and passageways shall be provided and shall
have emergency lighting in accordance with regulation III/5.3 and
slip-free surfaces underfoot. Boundaries facing external open stair-
ways and passageways forming part of an escape route shall be so
protected that a fire in any enclosed space behind such boundaries
would not impede escape to the embarkation stations.
The widths, number and continuity of escapes shall be as follows:
.1 Stairways shall not be less than 900 mm in clear width, if
reasonable and practicable to the satisfaction of the Member
State, but shall in no case be less than 600 mm. Stairways shall
be fitted with handrails on each side. The minimum clear width
of stairways shall be increased by 10 mm for every one person
provided for in excess of 90 persons. The maximum clear width
between handrails where stairways are wider than 900 mm shall
be 1 800 mm. The total number of persons to be evacuated by
such stairways shall be assumed to be two thirds of the crew
and the total number of passengers in the areas served by such
stairways. The width of the stairways shall at least conform to
the standard as given in IMO Resolution A.757 (18).1998L0018 — EN — 30.07.2003 — 004.001 — 102
▼M1
.2 All stairways sized for more than 90 persons shall be aligned
before and after.
.3 Doorways and corridors and intermediate landings included in
means of escape shall be sized in the same manner as stairways.
.4 Stairways shall not exceed 3,5 metres in vertical rise without the
provision of a landing and shall not have an angle of inclination
greater than 45º.
.5 Landings at each deck level shall not be less than 2 m2in area
and shall increase by 1 m2for every 10 persons provided for in
excess of 20 persons but need not exceed 16 m2, except for those
landings servicing public spaces having direct access onto the
stairway enclosure.
NEW CLASS B, C AND D SHIPS OF 24 METRES IN LENGTH AND
ABOVE, CONSTRUCTED ON OR AFTER 1 JANUARY 2003:
.5a At least one of the means of escape required in the paragraphs .1.1
and .1.2 shall consist of a readily accessible enclosed stairway,
which shall provide continuous fire shelter from the level of its
origin to the appropriate lifeboat and life-raft embarkation decks or
to the uppermost weather deck if the embarkation deck does not
extend to the main vertical zone being considered.
In the latter case direct access to the embarkation deck by way of
external open stairways and passageways shall be provided and
shall have emergency lighting in accordance with regulation III/5.3
and slip-free surfaces underfoot. Boundaries facing external open
stairways and passageways forming part of an escape route and
boundaries in such a position that their failure during a fire would
impede escape to the embarkation deck shall have fire integrity,
including insulation values, in accordance withtables 4.1 to 5.2, as
appropriate.
The widths, number and continuity of escapes shall be in accor-
dance with the requirements of the Fire Safety Systems Code.
NEW CLASS B, C AND D, CONSTRUCTED BEFORE 1 JANUARY
2003 AND EXISTING CLASS B SHIPS:
.6 Satisfactory protection of access from the stairway enclosures to the
lifeboat and life-raft embarkation areas shall be provided.
NEW CLASS B, C AND D SHIPS, CONSTRCTED ON OR AFTER
1 JANUARY 2003:
.6a Protection of access from the stairway enclosures to the lifeboat and
life-raft embarkation areas shall be provided either directly or
through protected internal routes which have fire integrity and insu-
lation values for stairway enclosures as determined by tables 4.1 to
5.2, as appropriate.
NEW CLASS B, C AND D SHIPS:
.7 In addition to the emergency lighting required by regulations II-1/D/
3 and III/5.3, the means of escape including stairways and exits,
shall be marked by lighting or photoluminescent strip indicators
placed not more than 0,3 metres above the deck at all points of the
escape route including angles and intersections. The marking must
enable passengers to identify all the routes of escape and readily
identify the escape exits. If electric illumination is used, it shall be
supplied by the emergency source of power and it shall be so
arranged that the failure of any single light or cut in a lighting strip
will not result in the marking being ineffective. Additionally, all
escape route signs and fire equipment location markings shall be of
photoluminescent material or marked by lighting. The Administra-
tion of the flag State shall ensure that such lighting or
photoluminescent equipment have been evaluated, tested and applied
in accordance withth e guidelines as given in IMO Resolution
A.752 (18).
However, for new class B, C and D ships, constructed on or after
1 January 2003 the Administration of the Flag State shall ensure
that such lighting or photoluminescent equipment has been evalu-
ated, tested and applied in accordance withth e Fire Safety Systems
Code.1998L0018 — EN — 30.07.2003 — 004.001 — 103
▼M1
NEW CLASS B, C AND D SHIPS, CONSTRUCTED ON OR AFTER
1 JANUARY 2003:
.8 In ships carrying more than 36 passengers the requirements of
paragraph .1.7 of this regulation shall also apply to the crew accom-
modations.
.9 Normally locked doors that form part of an escape route.
.1 Cabin and stateroom doors shall not require keys to unlock them
from inside the room.
Neither shall there be any doors along any designated escape
route which require keys to unlock them when moving in the
direction of escape.
.2 Escape doors from public spaces that are normally latched shall
be fitted witha means of quick release. Suchmeans sh all consist
of a door-latching mechanism incorporating a device that
releases the latch upon the application of a force in the direction
of escape flow. Quick release mechanisms shall be designed and
installed to the satisfaction of the Administration of the flag
State and in particular:
.2.1 consist of bars or panels, the actuating portion of which
extends across at least one half of the width of the door
leaf, at least 760 mm and not more than 1 120 mm above
the deck;
.2.2 cause the door latch to release when a force not exceeding
67 N is applied; and
.2.3 not be equipped withany locking device, set screw or
other arrangement that prevents the release of the latch
when pressure is applied to the releasing device.
NEW CLASS B, C AND D AND EXISTING CLASS B SHIPS:
.2 .1 In special category spaces the number and disposition of the means
of escape both below and above the bulkhead deck shall be to the
satisfaction of the Administration of the flag State and in general
the safety of access to the embarkation deck shall be at least equiva-
lent to that provided under paragraphs .1.1, .1.2, .1.5 and .1.6.
In new class B, C and D ships, constructed on or after 1 January
2003, suchspaces sh all be provided withdesignated walkways to
the means of escape with a breadth of at least 600 mm, and where
practicable and reasonable those designated longitudinal walkways
shall raise at least 150 mm above the deck surface. The parking
arrangements for the vehicles shall maintain the walkways clear at
all times.
.2 One of the escape routes from the machinery spaces where the crew
is normally employed shall avoid direct access to any special cate-
gory space.
.3 Hoistable drive-up/down ramps to platform decks must not be
capable of blocking the approved escape routes when in lowered
position.
.3.1 Two means of escape shall be provided from each machinery space. In
particular, the following provisions shall be complied with:
.1 Where the space is below the bulkhead deck the two means of
escape shall consist of either:
.1 two sets of steel ladders as widely separated as possible,
leading to doors in the upper part of the space similarly sepa-
rated and from which there is access to the appropriate lifeboat
and life-raft embarkation decks. In new ships, one of these
ladders shall provide continuous fire shelter from the lower
part of the space to a safe position outside the space. In new
class B, C and D ships, constructed on or after 1 January 2003
that ladder shall be located within a protected enclosure that
satisfies regulation II-2/B/4, category (2) or II-2/B/5,
category (4), as appropriate, from the lower part of the spaceit serves to a safe position outside the space. Self-closing fire
doors of the same fire integrity standards shall be fitted in the
enclosure. The ladder shall be fixed in such a way that heat is
not transferred into the enclosure through non-insulated fixing
points. The protected enclosure shall have minimum internal
dimensions of at least 800 mm × 800 mm, and shall have
emergency lighting provisions; or1998L0018 — EN — 30.07.2003 — 004.001 — 104
▼M1
.2 one steel ladder leading to a door from which access is
provided to the embarkation deck and additionally, in the
lower part of the space and in a position well separated from
the ladder referred to, a steel door capable of being operated
from eachside and wh ichprovides access to a safe escape
route from the lower part of the space to the embarkation
deck.
.2 Where the space is above the bulkhead deck, the two means of
escape shall be as widely separated as possible and the doors
leading from such means of escape shall be a position from which
access is provided to the appropriate lifeboat and life-raft embarka-
tion decks. Where such means of escape require the use of ladders,
these shall be of steel.
NEW CLASS A, B, C AND D SHIPS:
.3 From spaces for monitoring of operation of machinery, and from
work spaces, there shall be at least two means of escape, of which
one shall be independent of the machinery space and give access
to the embarkation deck.
.4 The underside of stairs in machinery spaces shall be shielded.
NEW CLASS B, C AND D AND EXISTING CLASS B SHIPS:
.3.2 In a ship of less than 24 metres in length, the Administration of the flag
State may dispense with one of the means of escape in machinery spaces,
due regard being paid to the width and disposition of the upper part of
the space.
In a ship of 24 metres in length and above, the Administration of the flag
State may dispense withone means of escape from any suchspace so
long as either a door or a steel ladder provides a safe escape route to
the embarkation deck, due regard being paid to the nature and location
of the space and whether persons are normally employed in that space.
In new class B, C and D ships, constructed on or after 1 January 2003,
a second means of escape shall be provided in the steering gear space
when the emergency steering position is located in that space unless
there is a direct access to the open deck.
.3.3 Two means of escape shall be provided from a machinery control room
located within a machinery space, at least one of which will provide
continuous fire shelter to a safe position outside the machinery space.
.4 In no case shall lifts be considered as forming one of the required means
of escape.
.5 NEW CLASS B, C AND D AND EXISTING CLASS B SHIPS OF
40 METRES IN LENGTH AND ABOVE:
.1 Emergency escape breathing devices shall be carried, complying
withth e Fire Safety Systems Code.
.2 At least two emergency escape breathing devices shall be carried
in eachmain vertical zone
.3 In ships carrying more than 36 passengers, two emergency escape
breathing devices, in addition to those required in subparagraph .5.2
shall be carried in each main vertical zone.
.4 However, subparagraphs .5.2 and .5.3 do not apply to stairway
enclosures which constitute individual main vertical zones and for
the main vertical zones in the fore or aft end of a ship, which do
not contain spaces of categories (6), (7), (8) or (12) defined in
regulation II-2/B/4.
.5 Within the machinery spaces, emergency escape breathing devices
shall be situated ready for use at easily visible places, which can
be reached quickly and easily at any time in the event of fire.
The location of emergency escape breathing devices shall take
into account the layout of the machinery space and the number of
persons normally working in the space.
.6 Reference is made to the IMO Guidelines for the performance,
location , use and care of emergency breathing devices. (MSC/
Circ. 849).
.7 The number and location of these devices shall be indicated in the
fire control plan required in regulation II-2/A/13.1998L0018 — EN — 30.07.2003 — 004.001 — 105
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6-1Escaperoutesonro-ropassengerships(R28-1)
.1 REQUIREMENTS APPLICABLE TO NEW CLASS B, C AND D AND
EXISTING CLASS B RO-RO PASSENGER SHIPS
.1.1 This paragraph applies to new class B, C and D and existing class B ro-
ro passenger ships. For existing ships the requirements of the regulation
shall apply not later than the date of the first periodical survey after the
date referred to in paragraph.1 of regulation II-2/B/16.
.1.2 Handrails or other handholds shall be provided in all corridors along the
entire escape route, so that a firm handhold is available every step of the
way, where possible, to the assembly stations and embarkation stations.
Such handrails shall be provided on both sides of longitudinal corridors
more than 1,8 metres in width and transverse corridors more than 1 metre
in width. Particular attention shall be paid to the need to be able to cross
lobbies, atriums and other large open spaces along escape routes. Hand-
rails and other handholds shall be of such strength as to withstand a
distributed horizontal load of 750 N/m applied in the direction of the
centre of the corridor or space, and a distributed vertical load of 750 N/
m applied in the downward direction. The two loads need not be applied
simultaneously.
.1.3 Escape routes shall not be obstructed by furniture or other obstructions.
With the exception of tables and chairs which may be cleared to provide
open space, cabinets and other heavy furnishings in public spaces and
along escape routes shall be secured in place to prevent shifting if the
ship rolls or lists. Floor coverings shall also be secured in place. When
the ship is underway, escape routes shall be kept clear of obstructions
suchas cleaning carts, bedding, luggage and boxes of goods.
.1.4 Escape routes shall be provided from every normally occupied space on
the ship to an assembly station. These escape routes shall be arranged so
as to provide the most direct route possible to the assembly station, and
shall be marked with symbols related to life-saving appliances and
arrangements, adopted by IMO by Resolution A.760 (18).
.1.5 Where enclosed spaces adjoin an open deck, openings from the enclosed
space to the open deck shall, where practicable, be capable of being used
as an emergency exit.
.1.6 Decks shall be sequentially numbered, starting with ‘1’ at the tank top or
lowest deck. These numbers shall be prominently displayed at stair land-
ings and lift lobbies. Decks may also be named, but the deck number
shall always be displayed with the name.
.1.7 Simple ‘mimic’ plans showing the ‘you are here’ position and escape
routes marked by arrows shall be prominently displayed on the inside of
each cabin door and in public spaces. The plan shall show the directions
of escape, and shall be properly oriented in relation to its position on theship.
.1.8 Cabin and stateroom doors shall not require keys to unlock them from
inside the room. Neither shall there be any doors along any designed
escape route which require keys to unlock them when moving in the
direction of escape.
.2 REQUIREMENTS APPLICABLE TO NEW CLASS B, C AND D RO-
RO PASSENGER SHIPS
.2.1 The lowest 0,5 metres of bulkheads and other partitions forming vertical
divisions along escape routes shall be able to sustain a load of 750 N/m
2
to allow them to be used as walking surfaces from the side of the escaperoute with the ship at large angles of heel.
.2.2 The escape route from cabins to stairway enclosures shall be as direct as
possible, with a minimum number of changes in direction. It shall not be
necessary to cross from one side of the ship to the other to reach an
escape route. It shall not be necessary to climb more than two decks up
or down in order to reachan assembly station or open deck from any
passenger space.
.2.3 External routes shall be provided from open decks, referred to in
paragraph2.2, to th e survival craft embarkation stations.1998L0018 — EN — 30.07.2003 — 004.001 — 106
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.3 REQUIREMENTS APPLICABLE TO NEW CLASS B, C AND D RO-
RO PASSENGER SHIPS CONSTRUCTED ON OR AFTER 1 JULY
1999
For new class B, C and D ro-ro passenger ships constructed on or after
1 July 1999, escape routes shall be evaluated by an evacuation analysis
early in the design process. The analysis shall be used to identify and
eliminate, as far as practicable, congestion which may develop during
an abandonment, due to normal movement of passengers and crew along
escape routes, including the possibility that crew may need to move
along these routes in a direction opposite the movement of the passen-
gers. In addition, the analysis shall be used to demonstrate that escape
arrangements are sufficiently flexible to provide for the possibility that
certain escape routes, assembly stations, embarkation stations or survival
craft may not be available as a result of a casualty.
7 Penetrationsandopeningsin‘A’and‘B’classdivisions(R30,31)NEW CLASS B, C AND D AND EXISTING CLASS B SHIPS:
.1 All openings in ‘A’ class divisions shall be provided with permanently
attached means of closing which shall be as effective for resisting fires
as the divisions in which they are fitted.
.2 The construction of all doors and door frames in ‘A’ class divisions, with
the means of securing them when closed, shall provide resistance to fire
as well as to the passage of smoke and flame, as far as practicable,
equivalent to that of the bulkheads in which the doors are situated. Such
doors and doorframes shall be constructed of steel or other equivalent
material. Watertight doors need not be insulated.
.3 It shall be possible for each door to be opened and closed from each side
of the bulkhead by one person only.
.4 Fire doors in main vertical zone bulkheads and stairways enclosures
other than power-operated sliding watertight doors and doors normally
locked, shall satisfy the following requirements:
.1 The doors shall be self-closing and be capable of closing with an
angle of up to 3,5º opposing closure. The speed of closure shall, if
necessary, be controlled so as to prevent undue danger to persons.
In new ships the uniform rate of closure shall be no more than
0,2 m/s and no less than 0,1 m/s with the ship in the upright position.
NEW CLASS B, C AND D SHIPS:.2 Remote-controlled sliding or power-operated doors shall be equipped
with an alarm that sounds at least 5 seconds but no more than 10
seconds before the door begins to move and continue sounding until
the door is completely closed. Doors designed to re-open upon
contacting an object in its pathsh all re-open sufficiently to allow a
clear passage of at least 0,75 metres, but no more than one metre.
.3 All doors, except fire doors which are normally kept closed, shall be
capable of remote and automatic release from a continuously
manned central control station, either simultaneously or in groups,
and also individually from a position at bothsides of th e door. Indi-
cation must be provided at the fire control panel in the continuously
manned central control station whether each of the remote-controlled
doors is closed. The release mechanism shall be so designed that the
door will automatically close in the event of disruption of the control
system or central power supply. Release switches shall have an on-
off function to prevent automatic resetting of the system. Holdback
hooks not subject to central control station release are prohibited.
.4 Local power accumulators for power-operated doors shall be
provided in the immediate vicinity of the doors to enable the doors
to be operated at least 10 times (fully opened and closed) using the
local controls.
.5 Double-leaf doors equipped witha latchnecessary to th eir fire integ-
rity shall have a latch that is automatically activated by the operation
of the doors when released by the system.
.6 Doors giving direct access to special category spaces which are
power-operated and automatically closed need not be equipped with
alarms and remote-release mechanisms required in .4.2 and .4.3.1998L0018 — EN — 30.07.2003 — 004.001 — 107
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CLASS B, C AND D SHIPS CONSTRUCTED ON OR AFTER 1 JANUARY
2003:
Instead of .4 the following paragraph .4a shall apply
.4a Fire doors in main vertical zone bulkheads, galley boundaries and
stairway enclosures other than power-operated watertight doors and those
which are normally locked, shall satisfy the following requirements:
.1 the doors shall be self-closing and be capable of closing against an
angle of inclination of up to 3,5º opposing closure;
.2 the approximate time of closure for hinged fire doors shall be no
more than 40 seconds and no less than 10 seconds from the begin-
ning of their movement with the ship in upright position. The
approximate uniform rate of closure for sliding fire doors shall be
of no more than 0,2 m/s and no less than 0,1 m/s with the ship in
the upright position;
.3 the doors shall be capable of remote release from the continuously
manned central control station, either simultaneously or in groups
and shall be capable of release also individually from a position at
both sides of the door. Release switches shall have an on-off func-
tion to prevent automatic resetting of the system;
.4 hold-back hooks not subject to central control station release are
prohibited;
.5 a door closed remotely from the central control station shall be
capable of being reopened at bothsides of th e door by local
control. After such local opening the door shall automatically close
again;
.6 indication shall be provided at the fire door indicator panel in the
continuously manned central control station whether each of the
remote-released doors are closed;
.7 the release mechanism shall be so designed that the door will auto-
matically close in the event of disruption of the control system or
main source of electric power;
.8 local power accumulators for power-operated doors shall be
provided in the immediate vicinity of the doors to enable the doors
to be operated after disruption of the control system or main source
of electric power at least 10 times (fully opened or closed) using
the local controls;
.9 disruption of the control system or main source of electric power at
one door shall not impair the safe functioning of the other doors;
.10 remote-released sliding or power-operated doors shall be equipped
with an alarm that sounds for at least 5 seconds but no more than
10 seconds after the door is released from the central control station
and before the door begins to move and continue sounding until the
door is completely closed;
.11 a door designed to re-open upon contacting an object in its path
shall re-open not more than one metre from the point of contact;
.12 double-leaf doors equipped withlatchnecessary to th eir fire integ-
rity shall have a latch that is automatically activated by the
operation of the doors when released by the control system;
.13 doors giving direct access to special category spaces which are
power-operated and automatically closed need not be equipped
with the alarms and remote-release mechanisms required in
paragraph.3 and .10;
.14 the components of the local control system shall be accessible for
maintenance and adjusting; and
.15 power-operated doors shall be provided with a control system of an
approved type which shall be able to operate in case of fire, this
being determined in accordance withth e Fire Test Procedure
Code. This system shall satisfy the following requirements:
.15.1 the control system shall be able to operate the door at a
temperature of at least 200 ºC for at least 60 minutes, served
by the power supply;
.15.2 the power supply for all other doors not subject to fire shall
not be impaired, and;
.15.3 at temperatures exceeding 200 ºC the control system shall
be automatically isolated from the power supply and shall
be capable of keeping the door closed up to at least 945 ºC.1998L0018 — EN — 30.07.2003 — 004.001 — 108
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NEW CLASS B, C AND D SHIPS:
.5 The requirements for ‘A’ class integrity of the outer boundaries of a ship
shall not apply to glass partitions, windows and sidescuttles, provided
that there is no requirement for such boundaries to have ‘A’ class integ-
rity in regulation 10. Similarly, the requirements for ‘A’ class integrity
shall not apply to exterior doors in superstructures and deckhouses.
CLASS B, C AND D SHIPS, CONSTRUCTED ON OR AFTER 1 JANUARY
2003:
Instead of .5: the following paragraph .5a shall apply:
.5a The requirements for ‘A’ class integrity of the outer boundaries of a ship
shall not apply to glass partitions, windows and sidescuttles, provided
that there is no requirement for such boundaries to have a ‘A’ class
integrity in regulation 10.
The requirements for ‘A’ class integrity of the outer boundaries of the
ship shall not apply to exterior doors, except for those in superstructures
and deckhouses facing life-saving appliances. embarkation and externalassembly station areas, external stairs and open decks used for escape
routes. Stairway enclosure doors need not meet this requirement.
NEW CLASS B, C AND D SHIPS:
.6 Except for watertight doors, weathertight doors (semi-watertight doors),
doors leading to the open deck and doors which need to be reasonably
gastight all ‘A’ class doors located in stairways, public spaces and main
vertical zone bulkheads in escape routes shall be equipped with a self-
closing hose port of material, construction and fire resistance which is
equivalent to the door into which it is fitted, and shall be a 150 mm
square clear opening with the door closed and shall be inset into the
lower edge of the door, opposite to the door hinges, or in the case of
sliding doors, nearest the opening.
NEW CLASS B, C AND D AND EXISTING CLASS B SHIPS:
.7 Doors and door frames in ‘B’ class divisions and means of securing them
shall provide a method of closure which shall have resistance to fire
equivalent to that of the divisions except that ventilation openings may
be permitted in the lower portion of such doors. Where such opening is
in or under a door the total net area of any such opening or openings
shall not exceed 0,05 m
2. Alternatively, a non-combustible air balance
duct routed between the cabin and the corridor and located below the
sanitary unit is permitted where the cross-sectional area of the duct does
not exceed 0,05 m2. All ventilation openings shall be fitted with a grill
made of non-combustible material. Doors shall be non combustible.
.7.1 For reasons of noise reduction, the Administration may approve, as an
equivalent, doors withbuilt-in ventilation sound-locks withopenings at
the bottom on one side of the door and at the top on the other side, on
condition that the following provisions have been complied with:
.1 The upper opening shall always face towards the corridor and shall
be provided witha grating of non-combustible material and an auto-
matically operating fire damper, which is activated at a temperature
of about 70 ºC.
.2 The lower opening shall be provided with a grating made of a non-
combustible material.
.3 The doors shall be tested in accordance with Resolution A.754 (18).
NEW CLASS B, C AND D SHIPS:
.8 Cabin doors in ‘B’ class divisions shall be of a self-closing type. Hold-
backs are not permitted.
NEW CLASS B,C AND D AND EXISTING CLASS B SHIPS:
.9 The requirements for ‘B’ class integrity of the outer boundaries of a ship
shall not apply to glass partitions, windows and sidescuttles. Similarly
the requirements for ‘B’ class integrity shall not apply to exterior doors
in superstructures and deckhouses. For ships carrying not more than 36
passengers, the Administration of the flag State may permit the use of
combustible materials in doors separating cabins from the individual
interior sanitary spaces suchas sh owers.1998L0018 — EN — 30.07.2003 — 004.001 — 109
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8 Protection of stairways and lifts in accommodation and service spaces
(R29)
NEW CLASS B, C AND D SHIPS:
.1 All stairways shall be of steel frame construction and shall be within
enclosures formed of ‘A’ class divisions, withpositive means of closure
of all openings except that:
.1 a stairway connecting only two decks need not be enclosed, provided
the integrity of the deck is maintained by proper bulkheads or doors
in one between-deck space. When a stairway is closed in one
between-deck space, the stairway enclosure shall be protected in
accordance withth e tables for decks in regulations 4 and 5;
.2 stairways may be fitted in the open in a public space, provided they
lie wholly within such public space.
NEW CLASS B, C AND D AND EXISTING CLASS B SHIPS:
.2 Stairway enclosures shall have direct access with the corridors and be of
a sufficient area to prevent congestion, having in view the number of
persons likely to use them in an emergency.
NEW CLASS B, C AND D SHIPS: Within the perimeter of such
stairway enclosures only public toilets, lockers of non-combustible mate-
rial providing storage for safety equipment and open information
counters are permitted.
Only public spaces, corridors, public toilets, special category spaces,
other escape stairways required by regulation 6-1.5 and external areas
are permitted to have direct access to these stairway enclosures.
NEW CLASS B, C AND D AND EXISTING CLASS B SHIPS:
.3 Lift trunks shall be so fitted as to prevent the passage of smoke and
flame from one between-deck to another and shall be provided with
means of closing so as to permit the control of draught and smoke.
9 Ventilationsystems(R32)
.1Ships carrying more than 36 passengers
NEW CLASS B, C AND D SHIPS:
.1 The ventilation system shall, in addition to paragraph .1 of this regu-
lation, also be in compliance withsubparagraph s .2.2 to .2.6, .2.8
and .2.9 of this regulation.
NEW CLASS B, C AND D AND EXISTING CLASS B SHIPS:
.2 In general, the ventilation fans shall be so disposed that the ducts
reaching the various spaces remain within the main vertical zone.
.3 Where ventilation systems penetrate decks, precautions shall be
taken, in addition to those relating to fire integrity of the deck
required by regulation II-2/A/12.1, to reduce the likelihood of smoke
and hot gases passing from one between-deck space to another
through the system. In addition to insulation requirements contained
in this regulation, vertical ducts shall, if necessary, be insulated as
required by the appropriate tables in regulation 4.
NEW CLASS B, C AND D SHIPS:
.4 Ventilation ducts shall be constructed of the following materials:
.1 ducts not less than 0,075 m2in sectional area and all vertical ducts
serving more than a single between-deck space shall be constructed
of steel or other equivalent material;
.2 ducts less than 0,075 m2in sectional area other than vertical ducts
referred to in subparagraph.1.4.1, sh all be constructed of non-
combustible materials. Where such ducts penetrate ‘A’ or ‘B’ class
divisions due regard shall be given to ensuring the fire integrity of
the division;1998L0018 — EN — 30.07.2003 — 004.001 — 110
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.3 short lengths of duct, not in general exceeding 0,02 m2in sectional
area nor two metres in length, need not be non-combustible provided
that all of the following conditions are met:
.1 the duct is constructed of a material of low fire risk to the satis-
faction of the Administration of the flag State;
.2 the duct is used only at the terminal end of the ventilation
system, and
.3 the duct is not located closer than 600 mm measured along its
lengthto a penetration of an ‘A’ or ‘B’ class division, including
continuous ‘B’ class ceilings.
CLASS B, C AND D SHIPS, CONSTRUCTED ON OR AFTER
1 JANUARY 2003:
instead of subparagraph.1 th e following subparagraph.1a sh all
apply:
.1a the duct shall be of a material which has low flame spread
characteristics.
.5 Stairway enclosures shall be ventilated and shall be served only by an
independent fan and duct system which shall not serve any other spaces
in the ventilation system.
NEW CLASS B, C AND D AND EXISTING CLASS B SHIPS:
.6 All power ventilation, except machinery space and cargo space ventila-
tion and any alternative system which may be required under
subparagraph .9.2.6, shall be fitted with controls so grouped that all fans
may be stopped from either of two separate positions which shall be situ-
ated as far apart as practicable. Controls provided for the power
ventilation serving machinery spaces shall also be grouped so as to be
operable from two positions, one of which shall be outside such spaces.
Fans serving power ventilation systems to cargo spaces shall be capable
of being stopped from a safe position outside suchspaces.
NEW CLASS B, C AND D SHIPS:
.7 Where public spaces span three or more open decks and contain combus-
tibles suchas furniture and enclosed spaces suchas sh ops, offices and
restaurants, the space shall be equipped with a smoke extraction system.
The smoke extraction system shall be activated by the required smoke
detection system and be capable of manual control. The fans shall be
sized such that the entire volume within the space can be exhausted in
10 minutes or less.
.8 Ventilation ducts shall be provided with suitably located hatches for
inspection and cleaning, where reasonable and practicable.
.9 Exhaust ducts from galley ranges in which grease or fat is likely to accu-
mulate shall meet requirements of subparagraphs .9.2.3.2.1 and .9.2.3.2.2
and shall be fitted with:
.1 a grease trap readily removable for cleaning unless an alternative
approved grease removal system is fitted;
.2 a fire damper located in the lower end of the duct which is automa-
tically and remotely operated, and in addition a remotely operated
fire damper located in the upper end of the duct;
.3 a fixed means for extinguishing a fire within the duct;.4 remote control arrangements for shutting off the exhaust fans and
supply fans, for operating the fire dampers mentioned in .2 and for
operating the fire-extinguishing system, which shall be placed in a
position close to the entrance to the galley. Where a multi-branch
system is installed, means shall be provided to close all branches
exhausting through the same main duct before an extinguishing
medium is released into the system; and
.5 suitably located hatches for inspection and cleaning.
.2Ships carrying not more than 36 passengers
NEW CLASS B, C AND D SHIPS:
.1 Ventilation ducts shall be of non-combustible material. Short ducts,
however, not generally exceeding two metres in length and with a1998L0018 — EN — 30.07.2003 — 004.001 — 111
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cross-section not exceeding 0,02 m2need not be non-combustible,
subject to the following conditions:
.1 these ducts shall be of a material which, in the opinion of the
Administration of the flag State, has a low fire risk;
.2 they may only be used at the end of the ventilation device;
.3 they shall not be situated less than 600 mm, measured along the
duct, from an opening in an ‘A’ or ‘B’ class division, including
continuous ‘B’ class ceilings.
CLASS B, C AND D SHIPS CONSTRUCTED ON OR AFTER
1 JANUARY 2003:
instead of subparagraph .1 the following subparagraph .1a shall
apply:
.1a these ducts shall be of a material which has low flame
spread characteristics.
.2a Where the ventilation ducts with a free-sectional area exceeding
0,02 m2pass through class ‘A’ bulkheads or decks, the openings
shall be lined with a steel sheet sleeve unless the ducts passing
through the bulkheads or decks are of steel in the vicinity of
passage through the deck or bulkhead and the ducts and sleeves
shall comply in this part with the following:
.1 The sleeves shall have a thickness of at least 3 mm and a
length of at least 900 mm. When passing through bulkheads,
this length shall be divided preferably into 450 mm on each
side of the bulkhead. These ducts, or sleeves lining such ducts,
shall be provided with fire insulation. The insulation shall have
at least the same fire integrity as the bulkhead or deck through
which the duct passes.
.2 Ducts witha free cross-sectional area exceeding 0,075 m2shall
be fitted withfire dampers in addition to th e requirements of
sub-paragraph .9.2.2.1. The fire damper shall operate automati-
cally but shall also be capable of being closed manually from
both sides of the bulkhead or deck. The damper shall be
provided with an indicator which shows whether the damper is
open or closed. Fire dampers are not required, however, where
ducts pass through spaces surrounded by ‘A’ class divisions,
without serving those spaces, provided those ducts have the
same fire integrity as the divisions which they pierce. Fire
dampers shall be easily accessible. In new class B, C and D
ships, constructed on or after 1 January 2003 where fire
dampers are placed behind ceilings or linings, these ceilings or
linings shall be provided with an inspection door on which a
plate reporting the identification number of the fire damper is
provided. The fire damper identification number shall also be
placed on any remote controls required.
.2b In new class B, C and D ships, constructed on or after 1 January
2003,where a thin plated duct with a free cross-sectional area equal
to or less than 0,02 m2passes through ‘A’ class bulkheads or decks,
the opening shall be lined with a steel sleeve having a thickness of
at least 3 mm and a lengthof at least 200 mm, divided preferably
into 100 mm on each side of the bulkhead or, in the case of the
deck, wholly laid on the lower side of the decks pierced.
.3 Ducts provided for the ventilation of machinery spaces, galleys, car
deck spaces, ro-ro cargo spaces or special category spaces shall not
pass through accommodation spaces, service spaces or control
stations unless they comply with the conditions specified in
subparagraphs .9.2.3.1.1 to .9.2.3.1.4 or .9.2.3.2.1 and .9.2.3.2.2:
.1.1 the ducts are constructed of steel having a thickness of at least
3 mm and 5 mm for ducts the widths or diameters of which
are up to and including 300 mm and 760 mm and over respec-
tively and, in the case of such ducts, the widths or diameters of
which are between 300 mm and 760 mm having a thickness to
be obtained by interpolation;
.1.2 the ducts are suitably supported and stiffened;
.1.3 the ducts are fitted with automatic fire dampers close to the
boundaries penetrated; and
.1.4 the ducts are insulated to ‘A-60’ standard from the machinery
spaces, galleys, car deck spaces, ro-ro cargo spaces or special
category spaces to a point at least 5 metres beyond eachfire
damper;1998L0018 — EN — 30.07.2003 — 004.001 — 112
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or
.2.1 the ducts are constructed of steel in accordance with para-
graphs .9.2.3.1.1 and .9.2.3.1.2; and
.2.2 the ducts are insulated to ‘A-60’ standard throughout the
accommodation spaces, service spaces or control stations;
except that penetrations of main zone divisions shall also
comply withth e requirements of subparagraph.9.2.8.
In new class B, C and D ships, constructed on or after
1 January 2003 the ventilation systems for machinery spaces
of category A, vehicle spaces, ro-ro spaces, galleys, special
category spaces and cargo spaces shall, in general, be sepa-
rated from each other and from the ventilation systems
serving other spaces. Except that the galley ventilation systems
on passenger ships carrying not more than 36 passengers need
not be completely separated, but may be served by separate
ducts from a ventilation unit serving other spaces. In any case
an automatic fire damper shall be fitted in the galley ventila-
tion duct near the ventilation unit.
.4 Ducts provided for ventilation to accommodation spaces, service
spaces or control stations shall not pass through machinery spaces,
galleys, car deck spaces, ro-ro cargo spaces or special category
spaces unless they comply with the conditions specified in
subparagraphs .9.2.4.1.1 to .9.2.4.1.3 or .9.2.4.2.1 and .9.2.4.2.2:
.1.1 the ducts where they pass through a machinery space, galley,
car deck space, ro-ro cargo space or special category space
are constructed of steel in accordance with
subparagraphs .9.2.3.1.1 and .9.2.3.1.2;
.1.2 automatic fire dampers are fitted close to the boundaries pene-
trated; and
.1.3 the integrity of the machinery space, galley, car deck space,
ro-ro cargo space or special category space boundaries is
maintained at the penetrations;
or
.2.1 the ducts where they pass through a machinery space, galley,
car deck space, ro-ro cargo space or special category space
are constructed of steel in accordance with
subparagraphs .9.2.3.1.1 and .9.2.3.1.2; and
.2.2 the ducts are insulated to ‘A-60’ standard throughout the
machinery space, galley, car deck space, ro-ro cargo space or
special category space;
except that penetrations of main zone divisions shall also
comply withth e requirements of subparagraph.9.2.8.
.5 Ventilation ducts witha free-sectional area exceeding 0,02 m2
passing through class ‘B’ bulkheads shall be lined with steel sheet
sleeves of 900 mm in lengthdivided preferably into 450 mm on
each side of the bulkheads unless the duct is of steel for this length.
.6 Suchmeasures as are practicable sh all be taken in respect of control
stations outside machinery spaces in order to ensure that ventilation,
visibility and freedom from smoke are maintained, so that in the
event of fire the machinery and equipment contained therein may
be supervised and continue to function effectively. Alternative and
separate means of air supply shall be provided; air inlets of the two
sources of supply shall be so disposed that the risk of both inlets
drawing in smoke simultaneously is minimised. Suchrequirements
need not apply to control stations situated on, and opening on to, an
open deck, or where local closing arrangements would be equally
effective.
.7 Where they pass through accommodation spaces or spaces
containing combustible materials, the exhaust ducts from galley
ranges shall be constructed of ‘A’ class divisions. Each exhaust
duct shall be fitted with:
.1 a grease trap readily removable for cleaning;
.2 a fire damper located in the lower end of the duct;.3 arrangements, operable from within the galley, for shutting off
the exhaust fans; and
.4 fixed means for extinguishing a fire within the duct.1998L0018 — EN — 30.07.2003 — 004.001 — 113
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.8 Where it is necessary that a ventilation duct passes through a main
vertical zone division, a fail-safe automatic closing fire damper shall
be fitted adjacent to the division. The damper shall also be capable
of being manually closed from each side of the division. The oper-
ating position shall be readily accessible and be marked in red light-
reflecting colour. The duct between the division and the damper shall
be of steel or other equivalent material and, if necessary, insulated to
comply with the requirements of regulation II 2/A/12.1. The damper
shall be fitted on at least one side of the division with a visible indi-
cator showing whether the damper is in the open position.
NEW CLASS B, C AND D AND EXISTING CLASS B SHIPS:
.9 The main inlets and outlets of all ventilation systems shall be
capable of being closed from outside the spaces being ventilated.
NEW CLASS B, C AND D SHIPS:
.10 Power ventilation of accommodation spaces, service spaces, cargo
spaces, control stations and machinery spaces shall be capable of
being stopped from an easily accessible position outside the space
being served. This position should not be readily cut off in the
event of a fire in the spaces served. The means provided for stop-
ping the power ventilation of the machinery spaces shall be entirely
separate from the means provided for stopping ventilation of other
spaces.
.3 ALL CLASS B,C AND D SHIPS, CONSTRUCTED ON OR AFTER
1 JANUARY 2003:
The following arrangements shall be tested in accordance with the IMO
Fire Test Procedures Code:
.1 fire dampers including relevant means of operation; and
.2 duct penetrations through ‘A’ class divisions. Where steel sleeves are
directly joined to ventilation ducts by means of riveted or screwed
flanges or by welding, the test is not required.
10 Windowsandsidescuttles(R33)
NEW CLASS B, C AND D AND EXISTING CLASS B SHIPS:
.1 All windows and sidescuttles in bulkheads within accommodation and
service spaces and control stations other than those to which the provi-
sions of regulation 7.5 apply, shall be so constructed as to preserve the
integrity requirements of the type of bulkheads in which they are fitted.
In new class B, C and D ships, constructed on or after 1 January 2003
this shall be determined in accordance with the Fire Test Procedures
Code.
.2 Notwithstanding the requirements of the tables in regulations 4 and 5, all
windows and sidescuttles in bulkheads separating accommodation and
service spaces and control stations from weather shall be constructed
with frames of steel or other suitable material. The glass shall be retained
by a metal glazing bed or angle.
NEW CLASS B, C AND D SHIPS CARRYING MORE THAN 36 PASSEN-
GERS:
.3 Windows facing life-saving appliances, embarkation and assembly areas,
external stairs and open decks used for escape routes, and windows situ-
ated below life-raft and escape slide embarkation areas shall have the fire
integrity as required in the tables of regulation 4. Where automatic dedi-
cated sprinkler heads are provided for windows, ‘A-0’ windows may be
accepted as equivalent
In new class B, C and D ships, constructed on or after 1 January 2003,
the automatic dedicated sprinkler heads must either be:
.1 dedicated heads located above the windows and installed in addition
to the conventional ceiling sprinklers; or
.2 conventional ceiling sprinkler heads arranged such that the window
is protected by an average application rate of at least 5 litres/m2per
minute and the additional window area is included in the calculation
of the area of coverage.1998L0018 — EN — 30.07.2003 — 004.001 — 114
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Windows located in the ship's side below the lifeboat embarkation areas
shall have the fire integrity at least equal to ‘A-0’ class.
NEW CLASS B, C AND D SHIPS CARRYING NOT MORE THAN 36
PASSENGERS AND EXISTING CLASS B SHIPS:
.4 Notwithstanding the requirements of the tables in regulation II-2/B/5,
special attention shall be given to the fire integrity of windows facing
open or enclosed lifeboat and life-raft embarkation areas and to the fire
integrity of windows situated below suchareas in sucha position th at
their failure during a fire would impeded the launching of, or embarka-
tion into, lifeboats or life-rafts.
11 Restricteduseofcombustiblematerial (R34)
NEW CLASS B, C AND D SHIPS:
.1 Except in cargo spaces, mail rooms, baggage rooms, or refrigerated
compartments of service spaces, all linings, grounds, draughtstops, ceil-
ings, and insulations shall be of non-combustible materials. Partial
bulkheads or decks used to subdivide a space for utility or artistic treat-
ment shall also be of non-combustible material.
.2 Vapour barriers and adhesives used in conjunction with insulation, as
well as insulation of pipe fittings, for cold service systems need not be
non-combustible, but they shall be kept to the minimum quantity practic-
able and their exposed surfaces shall have qualities of resistance to the
propagation of flame in accordance withth e test procedure of IMO Reso-
lution A.653 (16).
CLASS B, C AND D SHIPS, CONSTRUCTED ON OR AFTER
1 JANUARY 2003:
Instead of .2 the following paragraph .2a shall apply:.2a Vapour barriers and adhesives used in conjunction with insulation,
as well as insulation of pipe fittings for cold service systems need
not be non-combustible, but they shall be kept to the minimum
quantity practicable and their exposed surfaces shall have low flame
spread characteristics.
.3 The following surfaces shall have low flame-spread characteristics:
.1 exposed surfaces in corridors and stairway enclosures, and of bulk-
heads, wall and ceiling linings in all accommodation and service
spaces and control stations;
.2 concealed or inaccessible spaces in accommodation, service spaces
and control stations.
.4 The total volume of combustible facings, mouldings, decorations and
veneers in any accommodation and service space shall not exceed a
volume equivalent to 2,5 mm veneer on the combined area of the walls
and ceilings. Furniture fixed to linings, bulkheads or decks need not be
included in the calculation of the total volume of combustible materials.
In the case of ships fitted with an automatic sprinkler system complying
with the provisions of regulation II 2/A/8 , the above volume may
include some combustible material used for erection of ‘C’ class divi-
sions.
.5 Veneers used on surfaces and linings covered by the requirements of
paragraph .3 shall have a calorific value not exceeding 45 MJ/m
2of the
area for the thickness used.
.6 Furniture in stairway enclosures shall be limited to seating. It shall be
fixed, limited to six seats on eachdeck in eachstairway enclosure, be
of restricted fire risk, and shall not restrict the passenger escape route.
The Administration of the flag State may permit additional seating in
the main reception area within a stairway enclosure if it is fixed, non-combustible and does not restrict the passenger escape route. Furniture
shall not be permitted in passenger and crew corridors forming escape
routes in cabin areas. In addition to the above, lockers of non-combus-
tible material, providing storage for safety equipment required by
regulations, may be permitted. Drinking water dispensers and ice cube
machines may be permitted in corridors provided they are fixed and do
not restrict the width of the escape routes. This applies as well to decora-
tive flower or plant arrangements, statues or other objects of art such as
paintings and tapestries in corridors and stairways.1998L0018 — EN — 30.07.2003 — 004.001 — 115
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.7 Paints, varnishes and other finishes used on exposed interior surfaces
shall not be capable of producing excessive quantities of smoke and toxic
products.
CLASS B, C AND D SHIPS, CONSTRUCTED ON OR AFTER 1 JANUARY
2003:
Instead of .7 the following paragraph .7a. shall apply:
.7a Paints, varnishes and other finishes used on exposed interior surfaces
shall not be capable of producing excessive quantities of smoke and toxic
products, this being determined in accordance with the IMO Fire Test
Procedures Code.
.8 Primary deck coverings, if applied within accommodation and service
spaces and control stations, shall be of approved material which will not
readily ignite, in accordance withth e fire test procedures of IMO Resolu-
tion A.687 (17) or give rise to toxic or explosive hazards at elevated
temperatures.
CLASS B, C AND D SHIPS, CONSTRUCTED ON OR AFTER 1 JANUARY
2003:
Instead of paragraph.8 th e following paragraph.8a sh all apply:
.8a Primary deck coverings, if applied within accommodation and service
spaces and control stations, shall be of an approved material which will
not readily ignite or give rise to toxic or explosive hazards at elevated
temperatures, this being determined in accordance with the IMO Fire
Test Procedure Code.
12 Detailsofconstruction(R35)NEW CLASS B, C AND D AND EXISTING CLASS B SHIPS:
In accommodation and service spaces, control stations, corridors and stairways:
.1 air spaces enclosed behind ceilings, panelling or linings shall be suitably
divided by close-fitting draught stops not more than 14 metres apart;
.2 in the vertical direction, such enclosed air spaces, including those behind
linings of stairways, trunks, etc. shall be closed at each deck.
13 Fixed fire detection and fire alarm systems and automatic sprinkler,
fire detectionandfire alarmsystem(R14)(R36)
NEW CLASS B, C AND D SHIPS:
.1 In ships carrying not more than 36 passengers and in ships with a length
of less than 24 metres there shall be installed throughout each separate
zone, whether vertical or horizontal, in all accommodation and service
spaces and in control stations, except spaces which afford no substantial
fire risk suchas void spaces, sanitary spaces, etc., eith er:
.1 a fixed fire detection and fire alarm system of an approved type and
complying withth e requirements of regulation II-2/A/9 and so
installed and arranged as to detect the presence of fire in such
spaces, however in new class B, C and D ships, constructed on orafter 1 January 2003 providing smoke detection in corridors, stair-
ways and escape routes within accommodation spaces, or,
.2 an automatic sprinkler, fire detection and fire alarm system of an
approved type complying withth e requirements of regulation II-2/
A/8 or withth e IMO guidelines for an approved equivalent sprinkler
system as given in IMO Resolution A.800 (19) and so installed and
arranged as to protect suchspaces and, in addition, a fixed fire
detection and fire alarm system of an approved type and complying
withth e requirements of regulation II-2/A/9 and so installed and
arranged as to provide smoke detection in corridors, stairways and
escape routes within accommodation spaces.
.2 Ships carrying more than 36 passengers, except ships with a length of
less than 24 metres, shall be equipped with:
An automatic sprinkler, fire detection and fire alarm system of an
approved type complying withth e requirements of regulation II-2/A/8
or withth e IMO guidelines for an approved equivalent sprinkler system
as given in IMO Resolution A.800 (19), in all service spaces, control
stations and accommodation spaces, including corridors and stairways.1998L0018 — EN — 30.07.2003 — 004.001 — 116
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Alternatively control stations where water may cause damage to essential
equipment may be fitted withan approved fixed fire-extinguish ing
system of another type.
A fixed fire detection and fire alarm system of an approved type,
complying with the requirements of regulation II-2/A/9 shall be installed,
so installed and arranged as to provide smoke detection in service spaces,
control stations and accommodation spaces, including corridors and stair-
ways. Smoke detectors need not be fitted in private bathrooms and
galleys.
Spaces having little or no fire risk such as voids, public toilets, carbon
dioxide rooms and similar spaces need not be fitted withan automatic
sprinkler system or fixed fire detection and alarm system.
.3 In periodically unattended machinery spaces a fixed fire detection and
fire alarm system of an approved type, in accordance withth e relevant
provisions of regulation II-2/A/9, shall be installed.
This fire detection system shall be so designed and the detectors so posi-
tioned as to detect rapidly the onset of fire in any part of those spaces
and under any normal conditions of operation of the machinery and
variations of ventilation as required by the possible range of ambient
temperatures. Except in spaces of restricted height and where their use
is specially appropriate, detection systems using only thermal detectors
shall not be permitted. The detection system shall initiate audible and
visual alarms distinct in both respects from the alarms of any other
system not indicating fire, in sufficient places to ensure that the alarms
are heard and observed on the navigating bridge and by a responsible
engineer officer.
When the navigating bridge is unmanned the alarm shall sound in a place
where a responsible member of the crew is on duty.
After installation the system shall be tested under varying conditions of
engine operation and ventilation.
14 Protection ofspecialcategory spaces(R37).1Provisions applicable to special category spaces whether above or below
the bulkhead deck
NEW CLASS B, C AND D SHIPS AND EXISTING CLASS B SHIPS
CARRYING MORE THAN 36 PASSENGERS:
.1 General
.1 The basic principle underlying the provisions of this regulation
is that as normal main vertical zoning may not be practicable
in special category spaces, equivalent protection must be
obtained in such spaces on the basis of a horizontal zone concept
and by the provision of an efficient fixed fire-extinguishing
system. Under this concept a horizontal zone for the purpose of
this regulation may include special category spaces on more than
one deck provided that the total overall clear height for vehicles
does not exceed 10 metres.
.2 The requirements of regulations II-2/A/12, II-2/B/7 and II-2/B/9
for maintaining the integrity of vertical zones shall be applied
equally to decks and bulkheads forming the boundaries separ-
ating horizontal zones from each other and from the remainder
of the ship.
.2 Structural protection
.1 In new ships carrying more than 36 passengers the boundary
bulkheads and decks of special category spaces shall be insu-
lated to ‘A-60’ class standard. However, where an open deck
space (as defined in regulation 4.2.2(5)), a sanitary or similar
space (as defined in regulation 4.2.2(9)) or a tank, void or
auxiliary machinery space having little or no fire risk (as defined
in regulation 4.2.2(10)), is on one side of the division the stan-
dard may be reduced to ‘A-0’.
Where fuel oil tanks are below a special category space, the
integrity of the deck between such spaces may be reduced to
‘A-0’ standard.
.2 In new ships carrying not more than 36 passengers and existing
class B ships carrying more than 36 passengers the boundary
bulkheads of special category spaces shall be insulated as1998L0018 — EN — 30.07.2003 — 004.001 — 117
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required for category (11) spaces in table 5.1 of regulation 5 and
the horizontal boundaries as required for category (11) in
table 5.2 of regulation 5.
.3 Indicators shall be provided on the navigating bridge which shall
indicate when any fire door leading to or from the special cate-
gory spaces is closed.
Doors to special category spaces shall be of such a construction
that they cannot be kept open permanently and shall be kept
closed during the voyage.
.3 Fixed fire-extinguishing system
Eachspecial category space sh all be fitted withan approved fixed
pressure water-spraying system for manual operation which shall
protect all parts of any deck and vehicle platform in such space.
In new class B, C and D ships, constructed on or after 1 January
2003, such water spray systems shall have:
.1 a pressure gauge on the valve manifold;
.2 clear marking on eachmanifold valve indicating th e spaces
served;
.3 instructions for maintenance and operation located in the valve
room; and
.4 a sufficient number of drainage valves.
The Administration of the flag State may permit the use of any
other fixed fire-extinguishing system that has been shown byfull-scale test in conditions simulating a flowing petrol fire in a
special category space to be not less effective in controlling fires
likely to occur in sucha space. Suchfixed pressure water-
spraying system or other equivalent fire-extinguishing system
shall comply with the provisions of IMO Resolution A.123 (V)
and the IMO MSC/Circ. 914 ‘Guidelines when approving alter-
native water-based fire-fighting systems for use in special
category spaces’ shall be taken into consideration.
.4 Patrols and detection
.1 An efficient patrol system shall be maintained in special cate-
gory spaces. In any such space in which the patrol is not
maintained by a continuous fire watchat all times during th e
voyage there shall be provided a fixed fire detection and fire
alarm system of an approved type complying withth e require-
ments of regulation II-2/A/9. The fixed fire detection system
shall be capable of rapidly detecting the onset of fire. The type
and the spacing and location of detectors shall determined taking
into account the effects of ventilation and other relevant factors.
In new class B, C and D ships, constructed on or after 1 January
2003, after being installed the system shall be tested under
normal ventilation conditions and shall give an overall response
time to the satisfaction of the Administration of the flag State.
.2 Manually operated call points shall be provided as necessary
throughout the special category spaces and one shall be placed
close to eachexit from suchspaces.
In new class B, C and D ships, constructed on or after 1 January
2003, manually operated call points shall be spaced so that no
part of the space is more than 20 metres from a manually oper-
ated call point.
5 Portable fire-extinguishing equipment
NEW CLASS B, C AND D, CONSTRUCTED BEFORE 1 January 2003
AND EXISTING CLASS B SHIPS:
.5a There shall be provided in each special category space:
.1 at least three water fog applicators;
.2 one portable foam applicator unit complying withth e provi-
sions of regulation II-2/A/6.2, provided that at least two such
units are available in the ship for use in such spaces; and
.3 at least one portable extinguisher located at each access to such
spaces.1998L0018 — EN — 30.07.2003 — 004.001 — 118
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NEW CLASS B, C, AND D SHIPS, CONSTRUCTED ON OR AFTER
1 JANUARY 2003:
.5b Portable extinguishers shall be provided at each deck level in each
hold or compartment where vehicles are carried, spaced not more
than 20 metres apart on both sides of the space. At least one
portable fire extinguisher shall be located at each access to such
space.
In addition the following fire extinguishing appliances shall be
provided in special category spaces:
.1 at least three water-fog applicators; and
.2 one portable foam applicator unit complying withth e provi-
sions of the Fire Safety Systems Code, provided that at least
two such units are available in the ship for use in such ro-ro
space.
NEW CLASS B, C AND D AND EXISTING CLASS B SHIPS:
.6 Ventilation system
.1 There shall be provided an effective power ventilation system
for the special category spaces sufficient to give at least 10 air
changes per hour. The system for such spaces shall be entirely
separated from other ventilation systems and shall be operating
at all times when vehicles are in such spaces. The number of
air changes shall be increased at least to 20 during loading and
unloading of vehicles.
Ventilation ducts serving special category spaces capable of
being effectively sealed shall be separated for each such space.
The system shall be capable of being controlled from a position
outside suchspaces.
.2 The ventilation shall be such as to prevent air stratification and
the formation of air pockets.
.3 Means shall be provided to indicate on the navigating bridge any
loss or reduction of the required ventilating capacity.
.4 Arrangements shall be provided to permit a rapid shutdown and
effective closure of the ventilation system in case of fire, taking
into account the weather and sea conditions.
.5 Ventilation ducts, including dampers, shall be made of steel and
their arrangement shall be to the satisfaction of the Administra-
tion of the flag State.
In new class B, C and D ships, constructed on or after 1 January
2003 ventilation ducts that pass through horizontal zones or
machinery spaces shall be ‘A-60’ class steel ducts constructed
in accordance withregulations II-2/B/9.2.3.1.1 and II-2/B/9.2.3.1.2.
.2Additional provisions applicable only to special category spaces above
the bulkhead deck
NEW CLASS B, C AND D SHIPS:
.1.1 Scuppers
In view of the serious loss of stability which could arise due to
large quantities of water accumulating on the deck or decks conse-
quent on the operation of the fixed pressure water-spraying system,
scuppers shall be fitted so as to ensure that such water is rapidly
discharged directly overboard.
NEW CLASS B, C AND D AND EXISTING CLASS B RO-RO
PASSENGER SHIPS:
.1.2 Discharges
.1.2.1 Discharge valves for scuppers, fitted with positive means
of closing operable from a position above the bulkhead
deck in accordance with the requirements of the Interna-
tional Convention on Load Lines in force, shall be kept
open while the ships are at sea.
.1.2.2 Any operation of the valves referred to in
subparagraph .1.2.1 shall be recorded in the logbook.1998L0018 — EN — 30.07.2003 — 004.001 — 119
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NEW CLASS B, C AND D SHIPS:
.2 Precautions against ignition of flammable vapours
.1 On any deck or platform, if fitted, on which vehicles are carried
and on which explosive vapours might be expected to accumu-
late, except platforms withopenings of sufficient size permitting
penetration of petrol gases downwards, equipment which may
constitute a source of ignition of flammable vapours and, in
particular, electrical equipment and wiring, shall be installed at
least 450 mm above the deck or platform. Electrical equipment
installed at more than 450 mm above the deck or platform shall
be of a type so enclosed and protected as to prevent the escape
of sparks. However, if the installation of electrical equipment
and wiring at less than 450 mm above the deck or platform is
necessary for the safe operation of the ship, such electrical
equipment and wiring may be installed provided that it is of a
certified safe type approved for use in an explosive petrol and
air mixture.
.2 Electrical equipment and wiring, if installed in an exhaust venti-
lation duct, shall be of a type approved for use in explosive
petrol and air mixtures and the outlet from any exhaust duct
shall be sited in a safe position, having regard to other possible
sources of ignition.
.3Additional provisions applicable only to special category spaces below
the bulkhead deck
NEW CLASS B,C AND D SHIPS:
.1 Bilge pumping and drainage
In view of the serious loss of stability which could arise due to large
quantities of water accumulating on the deck or tank top consequent
on the operation of the fixed pressure water-spraying system, the
Administration of the flag State may require pumping and drainage
facilities to be provided additional to the requirements of
regulation II-1/C/3.
In new class B, C and D ships, constructed on or after 1 January
2003 in such case, the drainage system shall be sized to remove not
less than 125 % of the combined capacity of both the water spraying
system pumps and the required number of fire hose nozzles. The
drainage system valves shall be operable from outside the protected
space at a position in the vicinity of the extinguishing system
controls. Bilge wells shall be of sufficient holding capacity and shall
be arranged at the side shell of the ship at a distance from each other
of not more than 40 metres in each watertight compartment.
.2 Precautions against ignition of flammable vapours
.1 Electrical equipment and wiring, if fitted, shall be of a type
suitable for use in explosive petrol and air mixtures. Other
equipment which may constitute a source of ignition of flam-
mable vapours shall not be permitted.
.2 Electrical equipment and wiring, if installed in an exhaust venti-
lation duct, shall be of a type approved for use in explosive
petrol and air mixtures and the outlet from any exhaust duct
shall be sited in a safe position, having regard to other possible
sources of ignition.
.4Permanent openings
CLASS B, C AND D SHIPS, CONSTRUCTED ON OR AFTER
1 JANUARY 2003:
Permanent openings in the side plating, the ends or deckhead of special
category spaces shall be so situated that a fire in the special category
space does not endanger stowage areas and embarkation stations for
survival craft and accommodation spaces, service spaces and control
stations in superstructures and deckhouses above the special category
spaces.1998L0018 — EN — 30.07.2003 — 004.001 — 120
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15 Fire patrols,detection,alarmsandpublicaddresssystems(R40)
NEW CLASS B, C AND D SHIPS:
.1 Manually operated call points complying withth e requirements of
regulation II-2/A/9 shall be installed.
.2 All ships shall at all times when at sea, or in port (except when out of
service), be so manned or equipped as to ensure that any initial fire alarm
is immediately received by a responsible member of the crew.
.3 A special alarm, operated from the navigating bridge or fire control
station, shall be fitted to summon the crew. This alarm may be part of
the ship's general alarm system but it shall be capable of being sounded
independently of the alarm to the passenger spaces.
.4 A public address system or other effective means of communication shall
be available throughout the accommodation and service spaces and
control stations and open decks.
In new class B, C and D ships, constructed on or after 1 January 2003,
this public address system shall comply with the requirements of
regulation III/6.5.
.5 NEW CLASS B, C AND D AND EXISTING CLASS B SHIPS:
For ships carrying more than 36 passengers an efficient patrol system
shall be maintained so that an outbreak of fire may be promptly detected.
Each member of the fire patrol shall be trained to be familiar with the
arrangements of the ship as well as the location and operation of any
equipment he or she may be called upon to use. Each member of the
fire patrol shall be provided with a two-way portable radio telephone
apparatus.
NEW CLASS B, C AND D SHIPS:
.6 Ships carrying more than 36 passengers shall have the detection alarms
for the systems required by regulation 13.2 centralised in a continuously
manned central control station. In addition, controls for remote closing of
the fire doors and shutting down the ventilation fans, shall be centralised
in the same location. The ventilation fans shall be capable of reactivation
by the crew at the continuously manned control station. The control
panel in the central control station shall be capable of indicating open
or closed positions of fire doors, closed or off status of the detectors,
alarms and fans. The control panel shall be continuously powered and
should have an automatic changeover to standby power supply in case
of loss of normal power supply. The control panel shall be powered
from the main source of electrical power and the emergency source of
electrical power defined by regulation II-1/D/3 unless other arrangements
are permitted by the regulations, as applicable.
.7 The control panel shall be designed on the fail-safe principle, e.g. an
open detector circuit shall cause an alarm condition.
16 Upgrading of existing class B ships carrying more than 36 passengers
(R41-1)
In addition to the requirements for existing class B ships in this Chapter II-2,
existing class B ships carrying more than 36 passengers shall comply with the
following requirements:
.1 Not later than 1 October 2000:
.1 All accommodation and service spaces, stairway enclosures and
corridors shall be equipped with a smoke detection and alarm
system of an approved type, and complying withth e requirements
of regulation II-2/A/9. Suchsystem need not be fitted in private
bathrooms, and spaces having little or no fire risk such as voids
and similar spaces. Detectors operated by heat instead of smoke
shall be installed in galleys.
.2 Smoke detectors connected to the fire detection and alarm system
shall also be fitted above ceilings in stairways and corridors in the
areas where ceilings are of combustible construction.
.3.1 Hinged fire doors in stairway enclosures, main vertical zone bulk-
heads and galley boundaries which are normally kept open shall
be self-closing and be capable of release from a central control
station and from a position at the door.1998L0018 — EN — 30.07.2003 — 004.001 — 121
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.3.2 A panel shall be placed in a continuously manned central control
station to indicate whether the fire doors in stairway enclosures,
main vertical zone bulkheads and galley boundaries are closed.
.3.3 Exhaust ducts from galley ranges in which grease or fat is likely
to accumulate and which pass through accommodation spaces or
spaces containing combustible materials shall be constructed of
‘A’ class divisions. Each galley range exhaust duct shall be fitted
with:
.1 a grease trap readily removable for cleaning unless an alter-
native grease removal process is fitted;
.2 a fire damper located in the lower end of the duct;.3 arrangements operable from within the galley for shutting off
the exhaust fans;
.4 fixed means for extinguishing a fire within the duct; and.5 suitably located hatches for inspection and cleaning.
.3.4 Only public toilets, lifts, lockers of non-combustible materials
providing storage for safety equipment and open information
counters may be located within the stairway enclosure boundaries.
Other existing spaces within the stairway enclosure:
.1 shall be emptied, permanently closed and disconnected from
the electrical system; or
.2 shall be separated from the stairway enclosure by the provi-
sion of ‘A’ class divisions in accordance withregulation 5.
Suchspaces may h ave direct access to stairway enclosures
by the provision of ‘A’ class doors in accordance with
regulation 5, and subject to a sprinkler system being providedin these spaces. However, cabins shall not directly open into
the stairway enclosure.
.3.5 Spaces other than public spaces, corridors, public toilets, special
category spaces, other stairways required by regulation 6.1.5,
open deck spaces and spaces covered by paragraph.3.4.2 are not
permitted to have direct access to stairway enclosures.
.3.6 Existing machinery spaces of category (10) described in
regulation II-2/B/4 and back offices for information counters
which open directly into the stairway enclosure may be retained,
provided that they are protected by smoke detectors and that back
offices for information counters contain only furniture of
restricted fire risk.
.3.7 In addition to the emergency lighting required by regulations II-1/
D/3 and III/5.3, the means of escape including stairways and exits
shall be marked, at all points of the escape route including angles
and intersections, by lighting or photoluminescent strip indicators
placed not more than 0,3 metres above the deck. The marking
must enable passengers to identify all the routes of escape and
readily identify the escape exits. If electric illumination is used,
it shall be supplied by the emergency source of power and it shall
be so arranged that the failure of any single light or cut in a
lighting strip, will not result in the marking being ineffective.
Additionally, all escape route signs and fire equipment location
markings shall be of photoluminescent material or marked by
lighting. The Administration of the flag State shall ensure that
such lighting or photoluminescent equipment have been evalu-
ated, tested and applied in accordance withth e guidelines as
given in IMO Resolution A.752 (18) or in ISO Standard 15370-
2001.
.3.8 A general emergency alarm system shall be provided. The alarm
shall be audible throughout all the accommodation and normal
crew working spaces and open decks, and its sound pressure level
shall comply with the standards of the Code on Alarms and Indi-
cators adopted by IMO in Resolution A.686 (17).
.3.9 A public address system or other effective means of communica-
tion shall be available throughout the accommodation, public and
service spaces, control stations and open decks.
.3.10 Furniture in stairway enclosures shall be limited to seating. It
shall be fixed, limited to six seats on each deck in each stairwayenclosure, be of restricted fire risk, and shall not restrict the
passenger escape route. The Administration of the flag State may
permit additional seating in the main reception area within a
stairway enclosure, if it is fixed, non-combustible, and does not
restrict the passenger escape route. Furniture shall not be1998L0018 — EN — 30.07.2003 — 004.001 — 122
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permitted in passenger and crew corridors forming escape routes
in cabin areas. In addition to the above, lockers of non-combus-
tible material, providing storage for safety equipment required by
regulations, may be permitted.
.2 Not later than 1 October 2003:
.1 All stairways in accommodation and service spaces shall be of steel
frame construction except where the Administration of the flag State
sanctions the use of other equivalent material, and shall be within
enclosures formed of ‘A’ class divisions, withpositive means of
closure at all openings, except that:
.1 a stairway connecting only two decks need not be enclosed,
provided the integrity of the deck is maintained by proper bulk-
heads or doors in one between-deck space. When a stairway is
closed in one between-deck space, the stairway enclosure shall
be protected in accordance withth e tables for decks in
regulation 5;
.2 stairways may be fitted in the open in a public space, provided
they lie wholly within such public space.
.2 Machinery spaces shall be fitted with a fixed fire-extinguishing
system complying withth e requirements of regulation II-2/A/6.
.3 Ventilation ducts passing through divisions between main vertical
zones shall be equipped with a fail-safe automatic closing fire
damper which shall also be capable of being manually closed from
eachside of th e division. In addition, fail-safe automatic closing
fire dampers with manual operation from within the enclosure shall
be fitted to all ventilation ducts serving bothaccommodation and
service spaces and stairway enclosures where they pierce such enclo-
sures. Ventilation ducts passing through a main fire zone division
without serving spaces on both sides or passing through a stairway
enclosure without serving that enclosure need not be fitted with
dampers provided that the ducts are constructed and insulated to
‘A-60’ standard and have no openings within the stairway enclosure
or in the trunk on the side which is not directly served.
.4 Special category spaces shall comply with the requirements of
regulation II-2/B/14.
.5 All fire doors in stairway enclosures, main vertical zone bulkheads
and galley boundaries which are normally kept open shall be capable
of release from a central control station and from a position at the
door.
.6 The requirements of paragraph .1.3.7 of this regulation shall also
apply to the accommodations.
.3 Not later than 1 October 2005 or 15 years after the date of construction
of the ship, whichever is the later:
.1 Accommodation and service spaces, stairway enclosures and corri-
dors shall be fitted with an automatic sprinkler, fire detection and
fire alarm system complying withth e requirements of regulation II-
2/A/8 or withth e IMO guidelines for an approved equivalent
sprinkler system as given in IMO Resolution A.800 (19).
17 Specialrequirementsforshipscarryingdangerousgoods(R41)NEW CLASS B, C AND D SHIPS, CONSTRUCTED BEFORE 1 JANUARY
2003, AND EXISTING CLASS B SHIPS:
The requirements of SOLAS regulation II-2/54 shall apply, as appropriate, to
passenger ships carrying dangerous goods.
NEW CLASS B, C AND D SHIPS, CONSTRUCTED ON OR AFTER
1 JANUARY 2003:
The requirements of regulation 19 of Part G of the SOLAS Chapter II-2, as
revised per 1 January 2003, shall apply, as appropriate, to passenger ships
carrying dangerous goods.1998L0018 — EN — 30.07.2003 — 004.001 — 123
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18 Specialrequirementsforhelicopter facilities
NEW CLASS B,C AND D SHIPS, CONSTRUCTED ON OR AFTER
1 JANUARY 2003:
Ships equipped with helidecks shall comply with the requirements of
regulation 18 of Part G of the SOLAS Chapter II-2, as revised per 1 January
2003.1998L0018 — EN — 30.07.2003 — 004.001 — 124
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CHAPTER III
LIFESAVINGAPPLIANCES
1 Definitions(R3)
NEW AND EXISTING CLASS B, C AND D SHIPS:
For the purpose of this chapter, unless expressly provided otherwise, the defini-
tions of SOLAS 1974 regulation III/3, as amended, shall apply.
2 Communication, survival craft and rescue boats, personal life-saving
appliances(R6+7+18+21+22)
NEW AND EXISTING CLASS B, C AND D SHIPS:
Every ship shall carry at least the radio life-saving appliances, radar transpon-
ders, personal life-saving appliances, survival craft and rescue boats, distress
flares, line-throwing appliances specified in the following table and relative
notes, on the basis of the ship's class.
All above appliances, including their launching appliances where applicable,
shall comply with the regulations of Chapter III of the Annex to the 1974
SOLAS Convention, as amended, unless expressly provided otherwise in the
following paragraphs.
Furthermore every ship shall carry immersion suits and thermal protective aids
to be used by persons to be accommodated in lifeboats and rescue boats as faras required by the regulations of Chapter III of the Annex to the 1974 SOLAS
Convention, as amended.
Ships not carrying a lifeboat or a rescue boat shall for rescue purposes be
provided with at least one immersion suit. However if the ship is constantly
engaged in warm climates where to the opinion of the Administration thermal
protection is unnecessary, this protective clothing need not be carried.
Ship's class: B C D
Number of persons (N) > 250 ≤250 > 250 ≤250 > 250 ≤250
Survival craft (1)(2)(3)(4):
— existing ships 1,10 N 1,10 N 1,10 N 1,10 N 1,10 N 1,10 N
— new ships 1,25 N 1,25 N 1,25 N 1,25 N 1,25 N 1,25 N
Rescue boats (4)(5)111111
Lifebuoys (6) 888484
Life jackets (8)(9) 1,05 N 1,05 N 1,05 N 1,05 N 1,05 N 1,05 N
Child life jackets 0,10 N 0,10 N 0,10 N 0,10 N 0,10 N 0,10 N
Distress flares (7) 1 21 21 21 26 6
Line-throwing appliances 1 1 1 1 — —
Radar transponders 1 1 1111
Two-way VHF radiotele-
phone apparatus333332
(1) Survival craft may be either lifeboats complying with section 4.5 or 4.6 or 4.7 of the LSA Code or life-rafts
complying with the requirements of section 4.1 of the LSA Code and of either section 4.2 or 4.3 of the LSACode. In addition, life-rafts on ro-ro passenger ships have also to comply with the requirements of regulation III/5-1.2.
When justified by the sheltered nature of the voyages and/or the favourable climatic conditions of the area of
operation, the Administration of the flag State may accept, if this is not rejected by the host Member State:
(a) open reversible inflatable life-rafts not complying with the section 4.2 or 4.3 of the LSA Code provided that
such life-rafts entirely comply with the requirements of Annex 10 of the High Speed Craft Code;
(b) life-rafts not complying with the requirements of paragraphs 4.2.2.2.1 and 4.2.2.2.2 of the LSA Code on the
insulation against cold of the floor of the life-raft.
Survival craft for existing B, C and D ships shall comply with the relevant regulations of SOLAS 74 for existing
ships as amended at the date of adoption of this Directive.
A marine evacuation system or systems complying with section 6.2 of the LSA Code may be substituted for the
equivalent capacity of life-rafts and launching appliances required by the table
(
2) Survival craft shall, as far as practicable, be equally distributed on each side of the ship.
(3) The total number of survival craft shall be in accordance with the percentage mentioned in the table above and
the aggregate capacity of a combination of survival craft and additional life-rafts shall be 110 % of the totalnumber of persons (N) the ship is certified to carry. Sufficient number of survival craft has to be carried in orderto ensure that in the event of any one survival craft being lost or rendered unserviceable, the remaining survival
craft can accommodate the total number of persons the ship is certified to carry.1998L0018 — EN — 30.07.2003 — 004.001 — 125
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(4) The number of lifeboats and/or rescue boats, shall be sufficient to ensure that in providing for abandonment by
the total number of persons the ship is certified to carry, no more than nine life-rafts need to be marshalled by
eachlifeboat or rescueboat.
(5) Rescue boats shall be served by their own launching appliances capable of launching and recovery.
If a rescue boat complies with the requirements section 4.5 or 4.6 of the LSA Code it may be included in the
capacity of the survival craft specified in the table above.
At least one of the rescue boats on ro-ro passenger ships shall be a fast rescue boat complying with the require-
ments of regulation III/5-1.3.
When the Administration of the flag State considers that the installation of a rescue boat on board of a ship is
physically impossible, such ship may be exempted from carrying a rescueboat, provided the ship meets all of the
following requirements:
(a) the ship is arranged to allow a helpless person to be recovered from the water;
(b) recovery of the helpless person can be observed from the navigating bridge; and
(c) the ship is sufficiently manoeuvrable to close and recover persons in the worst intended conditions.
(6) At least one lifebuoy on each side shall be equipped with a buoyant lifeline equal in length to not less than twice
the height at which it is stowed above the waterline in the lightest seagoing condition or 30 metres, whichever is
the greater.
Two lifebuoys shall be equipped with a self-activating smoke signal and a self-activating light; they shall be
capable of quick release from the navigation bridge. The remainder of the lifebuoys shall be equipped with
self-igniting lights, in compliance with the provisions of paragraph 2.1.2 of the LSA Code.
(7) Distress flares, complying with the requirements of section 3.1 of the LSA Code shall be stowed on the naviga-
tion bridge or steering position.
(8) Life jackets on board ro-ro passenger ships shall comply with the requirements of regulation III/5-1.5.
(9) An inflatable life jacket shall be provided for each person that has to carry out work on board in exposed areas.
These inflatable life jackets may be included in the total number of life jackets required by this Directive.
3 Emergency alarm, operating instructions, training manual, assembly
listsandemergency instructions(R6+8+9+19+20)
NEW AND EXISTING CLASS B, C AND D SHIPS:
Every ship shall be provided with:
.1A general emergency alarm system (R 6.4.2)
It must comply with the requirements of paragraph 7.2.1.1 of the LSA
Code, and be suitable for summoning passengers and crews to assembly
stations and to initiate the actions included in the assembly list.
In all ships carrying more than 36 passengers the emergency alarm
system shall be supplemented by a public address system that can be
used from the bridge. The system shall be of a such nature and so
arranged and located that messages read out over the system are readily
audible for persons whose hearing is normal, in all places where persons
are likely to stay when the main engine is in operation.
FOR NEW CLASS B, C AND D SHIPS, CONSTRUCTED ON OR
AFTER 1 JANUARY 2003:
The general emergency alarm systems shall be audible on all open decks
and minimum sound pressure levels for the emergency alarm tone shall
be in accordance with paragraphs 7.2.1.2 and 7.2.1.3 of the LSA Code.
.2A public address system (R 6.5)
.2.1 In addition to the requirements of regulation II-2/B/15.4 and of
paragraph .1, all passenger ships carrying more than 36 passengers
shall be fitted with a public address system. With respect to
existing ships the requirements of paragraphs .2.2, .2.3 and .2.5,
subject to the provisions of paragraph .2.6, shall apply not later
than the date of the first periodical survey after the date referred
to in Article 14(1) of this Directive.
.2.2 The public address system shall be a loudspeaker installation
enabling the broadcast of messages into all spaces where crew
members or passengers, or both, are normally present, and to
assembly stations. It shall allow for the broadcast of messages
from the navigation bridge and such other places on board the
ship as the Administration of the flag State deems necessary. It
shall be installed with regard to acoustically marginal conditions
and not require any action from the addressee.
.2.3 The public address system shall be protected against unauthorised
use and be clearly audible above the ambient noise in all spaces,
prescribed by paragraph.2.2, and sh all be provided withan over-
ride function controlled from one location on the navigation bridge
and such other places on board as the Administration of the flag
State deems necessary, so that all emergency messages will be
broadcast if any loudspeaker in the spaces concerned has been1998L0018 — EN — 30.07.2003 — 004.001 — 126
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switched off, its volume has been turned down or the public
address system is used for other purposes.
FOR NEW CLASS B, C AND D SHIPS, CONSTRUCTED ON
OR AFTER 1 JANUARY 2003:
The minimum sound pressure levels for broadcasting emergency
announcements shall be in accordance withparagraph 7.2.2.2 of
the LSA Code.
.2.4 NEW CLASS B, C AND D SHIPS:
.1 The public address system shall have at least two loops which
shall be sufficiently separated throughout their length and have
two separate and independent amplifiers; and
.2 the public address system and its performance standards shall
be approved by the Administration of the flag State having
regard to the recommendations adopted by the IMO.
.2.5 The public address system shall be connected to the emergency
source of electrical power.
.2.6 Existing ships which are already fitted with the public address
system approved by the Administration of the flag State which
comply substantially withth ose required byparagraph.2.2, .2.3
and .2.5 are not required to change their system.
.3Assembly list and emergency instructions (R 8)
Clear instructions to be followed in the event of an emergency shall be
provided for every person on board, in accordance withIMOResolution A.691 (17).
Assembly lists and emergency instructions complying withth e require-
ments of SOLAS regulation III/37 shall be exhibited in conspicuous
places throughout the ship including the navigating bridge, engine room
and crew accommodation spaces.
Illustrations and instructions in appropriate languages shall be posted in
passenger cabins and be conspicuously displayed at assembly stations
and other passenger spaces to inform passengers of:
(i) their assembly station;
(ii) the essential actions they must take in an emergency;(iii) the method of donning life jackets.
The person, who in accordance to SOLAS regulation IV/16, is designated
to have primary responsibility for radio-communications during distress
situations, shall have no other duties assigned in such situations. The
above shall be reflected in the assembly list and the emergency instruc-
tions.
.4Operating instructions (R 9)
Posters or signs shall be provided on or in the vicinity of survival craft
and their launching controls and shall:
(i) illustrate the purpose of controls and the procedures for operating
the appliance and give relevant instructions or warnings;
(ii) be easily seen under emergency lighting conditions;
(iii) use symbols in accordance withIMO Resolution A.760 (18).
.5Training manual
A training manual complying withth e requirements of SOLAS
regulation III/35 shall be provided in each crew messroom and recreation
room or in eachcrew cabin.
.6Instruction for maintenance (R 20.3)
Instructions for on-board maintenance of life-saving appliances or a ship-
board planned maintenance programmes which includes the maintenance
of life-saving appliances, shall be provided on board and maintenance
shall be carried out accordingly. The instructions shall be in compliance
withth e requirements of SOLAS regulation III/36.1998L0018 — EN — 30.07.2003 — 004.001 — 127
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4 Manningofsurvivalcraftandsupervision(R10)
NEW AND EXISTING CLASS B, C AND D SHIPS:
.1 There shall be a sufficient number of trained persons on board for assem-
bling and assisting untrained persons.
.2 There shall be a sufficient number of crew members on board for oper-
ating the survival craft and launching arrangements required for
abandonment of the total number of persons on board.
.3 An officer or certified person shall be placed in charge of each survival
craft to be used. However, a crew member practised in the handling and
operation of life-rafts, may be placed in charge of each life-raft or group
of life-rafts. Every rescue boat and motorised survival craft shall have a
person assigned who is capable of operating the engine and carrying out
minor adjustments.
.4 The master shall ensure the equitable distribution of persons referred to
in paragraphs .1, .2 and .3 among the ship's survival craft.
5 Survivalcraftassemblyandembarkationarrangements(R11+23+25)NEW AND EXISTING CLASS B, C AND D SHIPS:
.1 Survival craft for which approved launching appliances are required shall
be stowed as close to accommodation and service spaces as possible.
.2 Assembly stations shall be provided close to the embarkation stations and
shall be readily accessible from accommodation and work areas and have
ample room for marshalling and instruction of the passengers. Clear deck
space at least 0,35 m
2per person.
.3 Assembly and embarkation stations, alleyways, stairways and exits
giving access to the assembly and embarkation stations shall be
adequately illuminated.
Such lighting shall be capable of being supplied by the emergency source
of electrical power required by regulations II-1/D/3 and II-1/D/4.
In addition to and as part of the markings required under II-2/B 6.1.7 for
new class B, C and D ships, routes to assembly stations shall be indi-
cated with the assembly station symbol, intended for that purpose, in
accordance with IMO Resolution A.760 (18). This requirement shall
also be applied to existing class B ships, carrying more than 36 passen-
gers.
.4 Lifeboats shall be capable of being boarded either directly from the
stowed position or from an embarkation deck, but not both.
.5 Davit-launched life-raft shall be capable of being boarded from a position
immediately adjacent to the stowed position or from a position the life-
raft is transferred to prior to launching.
.6 Where necessary means shall be provided for bringing the davit-launched
survival craft against the ship's side and holding them alongside so that
persons can safely embark.
NEW CLASS B, C AND D SHIPS:
.7 If a survival craft launching arrangement does not allow embarkation into
the survival craft before it is on the water and the height from the embar-
kation station to the water is more than 4,5 metres above the waterline in
the lightest seagoing condition, an approved type of MES (Marine
Evacuation System) complying with section 6.2 of the LSA Code shall
be installed.
On ships fitted with a marine evacuation system communication between
the embarkation station and the platform of the survival craft shall be
ensured.
.8 There shall be at least one embarkation ladder, complying with the
requirements ofparagraph 6.1.6 of the LSA Code on each side of the
ship; the Administration of the flag State may exempt a ship from this
requirement provided that, in all undamaged and prescribed damage
conditions of trim and heel, the freeboard between the intended embarka-
tion position and the waterline is not more than 1,5 metres.1998L0018 — EN — 30.07.2003 — 004.001 — 128
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5-1Requirementsforro-ropassengerships(R26)
CLASS B, C AND D RO-RO SHIPS CONSTRUCTED BEFORE 1 JANUARY
2003:
.1 Ro-ro passenger ships constructed before 1 January 2003, shall comply
with the requirements of paragraphs .6.2, .6.3, .6.4, .7, .8 and .9 not later
than the date of the first periodical survey after 1 January 2006.
Prior to this date, paragraphs .2, .3, .4 and .5 shall apply for ro-ro ships
constructed before 1 January 2003.
Notwithstanding the above, when life-saving appliances or arrangements
on such ships are replaced or such ships undergo repairs, alterations or
modifications of a major character which involve replacement of, or any
addition to, their existing life saving appliances or arrangements, such
life-saving appliances or arrangements shall comply with the relevant
requirements of paragraphs .6, .7, .8 and .9.
.2Life-rafts
.1 The ro-ro passenger ship's life-rafts shall be served by marine
evacuation systems complying withSOLAS Regulation III/48.5, as
in force on 17 March1998, or launch ing appliances complying with
SOLAS Regulation III/48.6, as in force on 17 March1998, equally
distributed on each side of the ship.
Communication between the embarkation station and the platform
shall be ensured.
.2 Every life-raft on ro-ro passenger ships shall be provided with float-
free stowage arrangements complying withth e requirements of
SOLAS Regulation III/23, as in force on 17 March1998.
.3 Every life-raft on ro-ro passenger ships shall be of a type fitted with
a boarding ramp complying withth e requirements of SOLAS Regu-
lation III/39.4.1 or SOLAS Regulation III/40.4.1, as in force on 17
March1998, as appropriate.
.4 Every life-raft on ro-ro passenger ships shall either be automatically
self-righting or be a canopied reversible life-raft which is stable in a
seaway and is capable of operating safely whichever way up it is
floating. Open reversible life-rafts may be permitted if the adminis-
tration of the flag State considers this appropriate in view of the
sheltered nature of the voyage and the favourable climatic conditions
of the area and period of operation, and provided that such life-rafts
entirely comply with the requirements of Annex 10 to the High
Speed Craft Code.
Alternatively, the ship shall carry automatically self-righting life-
rafts or canopied reversible life-rafts in addition to its normal
complement of life-rafts, of suchaggregate capacity as will accom-
modate at least 50 % of the persons not accommodated in lifeboats.
This additional life-raft capacity shall be determined on the basis of
the difference between the total number of persons on board and the
number of persons accommodated in lifeboats. Every suchlife-raft
shall be approved by the administration of the flag State having
regard to the recommendations adopted by the IMO with MSC/Circ.
809.
.3Fast rescue boats
.1 At least one of the rescue boats on a ro-ro passenger ship shall be a
fast rescue boat approved by the administration of the flag State
having regard to the recommendations adopted by the IMO by
MSC/Circ. 809.
.2 Each fast rescue boat shall be served by a suitable launching appli-
ance approved by the administration of the flag State. When
approving such appliances, the administration of the flag State shall
take into account that the fast rescue boat is intended to be launched
and retrieved even under severe adverse weather conditions, and also
have regard to the recommendations adopted by the IMO.
.3 At least two crews of eachfast rescue boat sh all be trained and
drilled regularly having regard to section A-VI/2, table A-VI/2-2
‘Specification of the minimum standard of competence in fast rescue
boats’ of the Seafarers Training, Certification and Watchkeeping
(STCW) Code and the recommendations adopted by the IMO by
Resolution A.771(18), as amended. The training and drills shall
include all aspects of rescue, handling, manoeuvring, operating these
craft in various conditions, and righting them after capsize.1998L0018 — EN — 30.07.2003 — 004.001 — 129
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.4 In the case where the arrangement or size of an existing ro-ro
passenger ship is such as to prevent the installation of the fast rescue
boat required by paragraph.3.1, th e fast rescue boat may be installed
in place of an existing lifeboat which is accepted as a rescue boat or
boat for use in an emergency, provided that all of the following
conditions are met:
.1 the fast rescue boat installed is served by a launching appliance
complying withth e provisions of paragraph.3.2;
.2 the capacity of the survival craft lost by the above substitution is
compensated by the installation of life-rafts capable of carrying
at least an equal number of persons served by the lifeboat
replaced; and
.3 such life-rafts are served by the existing launching appliances or
marine evacuation systems.
.4Means of rescue
.1 Each ro-ro passenger ship shall be equipped with efficient means for
rapidly recovering survivors from the water and transferring survi-
vors from rescue units or survival craft to the ship.
.2 The means of transfer of survivors to the ship may be part of a
marine evacuation system, or may be part of a system designed forrescue purposes.
These means shall be approved by the flag State having regard to the
recommendations adopted by IMO withMSC/Circ. 810.
.3 If the slide of a marine evacuation system in intended to provide the
means of transfer of survivors to the deck of the ship, the slide shall
be equipped with handlines or ladders to aid in climbing up the slide.
.5Life jackets
.1 Notwithstanding the requirements of SOLAS Regulations III/7.2 and
III/22.2, a sufficient number of life jackets shall be stowed in the
vicinity of the assembly stations so that passengers do not have to
return to their cabins to collect their life jackets.
.2 In ro-ro passenger ships, each life jacket shall be fitted with a light
complying withth e requirements of SOLAS Regulation III/32.2, as
in force on 17 March1998.
CLASS B, C AND D RO-RO SHIPS CONSTRUCTED AFTER 1 JANUARY
2003
.6Life-rafts
.1 The ro-ro passenger ship's life-rafts shall be served by marine
evacuation systems complying withsection 6.2 of th e LSA Code or
launching appliances complying with paragraph 6.1.5 of the LSA
Code equally distributed on each side of the ship.
Communication between the embarkation station and the platform
shall be ensured.
.2 Every life-raft on ro-ro passenger ships shall be provided with float-
free stowage arrangements complying withth e requirements of
SOLAS Regulation III/13.4
.3 Every life-raft on ro-ro passenger ships shall be of a type fitted with
a boarding ramp complying withth e requirements of paragraph
4.2.4.1 or 4.3.4.1 of the LSA Code as appropriate.
.4 Every life-raft on ro-ro passenger ships shall either be automatically
self-righting or be a canopied reversible life-raft which is stable in a
seaway and is capable of operating safely whichever way up it is
floating. Open reversible life-rafts may be permitted if the adminis-
tration of the flag State considers this appropriate in view of the
sheltered nature of the voyage and the favourable climatic conditions
of the area and period of operation, and provided that such life-rafts
entirely comply with the requirements of Annex 10 to the High
Speed Craft Code.
Alternatively, the ship shall carry automatically self-righting life-
rafts or canopied reversible life-rafts in addition to its normal
complement of life-rafts, of suchaggregate capacity as will accom-
modate at least 50 % of the persons not accommodated in lifeboats.
This additional life-raft capacity shall be determined on the basis of
the difference between the total number of persons on board and the1998L0018 — EN — 30.07.2003 — 004.001 — 130
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number of persons accommodated in lifeboats. Every suchlife-raft
shall be approved by the administration of the flag State having
regard to the recommendations adopted by the IMO, with MSC/
Circ. 809.
.7Fast rescue boats
.1 At least one of the rescue boats on a ro-ro passenger ship shall be a
fast rescue boat approved by the administration of the flag State
having regard to the recommendations adopted by the IMO, with
MSC Circ. 809.
.2 Each fast rescue boat shall be served by a suitable launching appli-
ance approved by the administration of the flag State. When
approving such appliances, the administration of the flag State shall
take into account that the fast rescue boat is intended to be launched
and retrieved even under severe adverse weather conditions, and also
have regard to the recommendations adopted by the IMO.
.3 At least two crews of eachfast rescue boat sh all be trained and
drilled regularly having regard to section A-VI/2, table A-VI/2-2
‘Specification of the minimum standard of competence in fast rescue
boats’ of the Seafarers Training, Certification and Watchkeeping
(STCW) Code and the recommendations adopted by the IMO by
Resolution A.771(18), as amended. The training and drills shall
include all aspects of rescue, handling, manoeuvring, operating these
craft in various conditions, and righting them after capsize.
.4 In the case where the arrangement or size of an existing ro-ro
passenger ship is such as to prevent the installation of the fast rescue
boat required by paragraph.3.1, th e fast rescue boat may be installed
in place of an existing lifeboat which is accepted as a rescue boat or
boat for use in an emergency, provided that all of the following
conditions are met:
.1 the fast rescue boat installed is served by a launching appliance
complying withth e provisions of paragraph.3.2;
.2 the capacity of the survival craft lost by the above substitution is
compensated by the installation of life-rafts capable of carrying
at least an equal number of persons served by the lifeboat
replaced; and
.3 such life-rafts are served by the existing launching appliances or
marine evacuation systems.
.8Means of rescue
.1 Each ro-ro passenger ship shall be equipped with efficient means for
rapidly recovering survivors from the water and transferring survi-
vors from rescue units or survival craft to the ship.
.2 The means of transfer of survivors to the ship may be part of a
marine evacuation system, or may be part of a system designed for
rescue purposes.
These means shall be approved by the flag State having regard to the
recommendations adopted by IMO withMSC/Circ. 810.
.3 If the slide of a marine evacuation system in intended to provide the
means of transfer of survivors to the deck of the ship, the slide shall
be equipped with handlines or ladders to aid in climbing up the slide.
.9Life jackets
.1 Notwithstanding the requirements of SOLAS Regulations III/7.2 and
III/22.2 a sufficient number of life jackets shall be stowed in the
vicinity of the assembly stations so that passengers do not have to
return to their cabins to collect their life jackets.
.2 In ro-ro passenger ships, each life jacket shall be fitted with a light
complying with the requirements of paragraph 2.2.3 of the LSA
Code.
5-2Helicopter landingandpick-upareas(R28)
NEW AND EXISTING CLASS B, C AND D RO-RO SHIPS:
.1 Existing ro-ro passenger ships shall comply with the requirements of
paragraph .2 of this regulation not later than the date of the first period-
ical survey after the date referred to in Article 14(1) of this Directive.1998L0018 — EN — 30.07.2003 — 004.001 — 131
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.2 Ro-ro passenger ships shall be provided with a helicopter pick-up area
approved by the Administration of the flag State having regard to the
recommendations adopted by the IMO in Resolution A.229(VII), as
amended.
.3 New ro-ro passenger ships of class B, C and D of 130 metres and
upwards in length shall be fitted with a helicopter landing area approved
by the Administration of the flag State having regard to the recommenda-
tions adopted by the IMO.
5-3Decisionsupportsystemformasters(R29)
NEW AND EXISTING CLASS B, C AND D SHIPS:
.1 Existing ships shall comply with the requirements of this regulation not
later than the date of the first periodical survey after 1 July 1999.
.2 In all ships, a decision support system for emergency management shall
be provided on the navigation bridge.
.3 The system shall, as a minimum, consist of a printed emergency plan or
plans. All foreseeable emergency situations shall be identified in the
emergency plan or plans, including but not limited to, the following
main groups of emergencies:
.1 fire;
.2 damage to ship;.3 pollution;
.4 unlawful acts threatening the safety of the ship and the security of
its passengers and crew;
.5 personnel accidents; and
.6 cargo-related accidents;
.7 emergency assistance to other ships.
.4 The emergency procedures established in the emergency plan or plans
shall provide decision support to masters for handling any combination
of emergency situations.
.5 The emergency plan or plans shall have a uniform structure and be easy
to use. Where applicable, the actual loading condition as calculated for
the ship's voyage stability shall be used for damage control purposes.
.6 In addition to the printed emergency plan or plans the Administration of
the flag State may also accept the use of a computer-based decision-
support system on the navigation bridge which provides all the informa-
tion contained in the emergency plan or plans, procedures, check lists,
etc., which is able to present a list of recommended actions to be carried
out in foreseeable emergencies.
6 Launchingstations(R12)NEW AND EXISTING CLASS B, C AND D SHIPS:
Launching stations shall be in such positions as to ensure safe launching having
particular regard to clearance from the propeller and steeply overhanging
portions of the hull, and so that survival craft can be launched down the straight
side of the ship. If positioned forward they shall be positioned abaft the collision
bulkhead, in a sheltered position.
7 Stowageofsurvivalcraft(R13+24)
NEW AND EXISTING CLASS B, C AND D SHIPS:
.1 Eachsurvival craft sh all be stowed:
a. so that neither the survival craft nor its stowage arrangements will
interfere with other survival craft launching operations;
b. as near to the water surface as is safe and practicable; for a davit-
launched survival craft the height of the davit head, with the survival
craft in embarkation position, shall, as far as practicable, not exceed
15 metres to the waterline when the ship is in its lightest seagoing
condition, and the position of a davit launched survival craft in the
embarkation position shall be such that it stays clear of the waterline
with the ship in the fully loaded condition under unfavourable condi-
tions of trim of up to 10º and listed up to 20º either way for new
ships, respectively up to at least 15º either way for existing ships,1998L0018 — EN — 30.07.2003 — 004.001 — 132
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or to the angle at which the ship's weatherdeck becomes submerged,
whichever is less;
c. in a state of continuous readiness so that two crew members can
prepare it for embarkation and launching within 5 minutes;
d. as far forward of the propeller as is practicable; and
e. fully equipped, as required by the relevant SOLAS regulations,
except that additional life-rafts as defined in note 3 to the table of
regulation III/2 may be exempted from some of the SOLAS require-
ments for equipment as mentioned in this note;
.2 Lifeboats shall be stowed attached to launching appliances, and on
passenger ships of 80 metres in length and upwards, each lifeboat shall
be so stowed that the after end of the lifeboat is not less than 1,5 times
the length of the lifeboat forward of the propeller.
.3 Every life-raft shall be stowed:
a. with its painter attached to the ship;
b. witha float-free arrangement, complying withth e requirements para-
graph 4.1.6 of the LSA Code enabling the life-raft to float free and,
if inflatable, to inflate automatically when the ship sinks. One float-
free arrangement may be used for two or more life-rafts if the float-
free arrangement is sufficient to comply withth e requirements para-
graph4.1.6 of th e LSA Code;
c. so as to permit manual release from its securing arrangements.
.4 Davit-launched life-rafts shall be stowed within reach of the lifting
hooks, unless some means of transfer is provided which is not rendered
inoperable within the limits of trim of up to 10º and list up to 20º either
way for new ships, respectively up to at least 15º either way for existing
ships, or by ship motion or power failure.
.5 Life-rafts intended for throw-overboard launching shall be so stowed as
to be in a position providing easy side to side transfer at a single open
deck level. If this stowing arrangement cannot be met additional life-rafts
shall be provided so that the total capacity available on each side will
accommodate 75 % of the total number of persons on board.
.6 Life-rafts associated witha Marine Evacuation System (MES) sh all:
a. be stowed close to the container containing the MES;
b. be capable of release from its stowage rack witharrangements wh ich
will enable it to be moored and inflated alongside the boarding plat-
form;
c. be capable of release as an independent survival craft; andd. be provided withretrieving lines to th e boarding platform.
8 Stowageofrescueboats(R14)NEW AND EXISTING CLASS B, C AND D SHIPS:
Rescue boats shall be stowed:.1 in a state of continuous readiness for launching in no more than 5 minutes;
.2 in a position suitable for launching and recovery;
.3 so that neither the rescue boat nor its stowage arrangements will interfere
with the operation of any survival craft at any other launching station;
.4 if it is also a lifeboat, in compliance withth e requirements of regulation 7.
8aStowageofmarineevacuationsystems(R15)
NEW CLASS B,C AND D SHIPS AND EXISTING CLASS B, C AND D RO-
RO SHIPS:
1. The shipside shall not have any openings between the embarkation
station of the marine evacuation system and the waterline in the lightest
seagoing condition and means shall be provided to protect the system
from any projections.
2. Marine evacuation systems shall be in such position as to ensure safe
launching having particular regard to clearance from the propeller and
steeply overhanging positions of the hull and so that, as far as practic-
able, the system can be launched down the straight side of the ship.1998L0018 — EN — 30.07.2003 — 004.001 — 133
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3. Each marine evacuation system shall be stowed so that neither the
passage nor the platform nor its stowage or operational arrangements
will interfere with the operation of any other life-saving appliance at
any other launching station.
4. Where appropriate, the ship shall be so arranged that the marine evacua-
tion systems in their stowed positions are protected from damage by
heavy seas.
9 Survivalcraftlaunchingandrecovering arrangements(R16)
NEW AND EXISTING CLASS B, C AND D SHIPS:
.1 Launching appliances complying with the requirements of section 6.1 of
the LSA Code shall be provided for all survival craft and except:
.1 FOR EXISTING CLASS B, C AND D SHIPS:
a. survival craft which are boarded from a position on deck which
is less than 4,5 metres above the waterline in the lightest
seagoing condition and which either:
— have a mass of not more than 185 kg; or
— are stowed for launching directly from the stowed position
under unfavourable conditions of trim of up to 10º and list
up to at least 15º either way; or
b. survival craft which are carried in excess of the survival craft for
110 % of the total number of persons on board; or survival craft
provided for use in conjunction witha marine evacuation system
(MES) complying with the requirements of section 6.2 of the
LSA Code and stowed for launching directly from the stowed
position under unfavourable conditions of trim of up to 10º and
list of up to 20º either way.
.2 FOR NEW CLASS B, C AND D SHIPS:
where, subject to survival craft and rescue boat embarkation arrange-
ments being effective within the environmental conditions in which
the ship is likely to operate and in all undamaged and prescribed
damage conditions of trim and heel, the freeboard between the
intended embarkation position and the waterline in the lightest
seagoing condition is not more than 4,5 metres, the Administration
of the flag State may accept a system where persons board life-rafts
directly.
.2 Each lifeboat shall be provided with an appliance which is capable of
launching and recovering the lifeboat.
FOR NEW CLASS B, C AND D SHIPS, CONSTRUCTED ON OR
AFTER 1 January 2003:
In addition there shall be provision for hanging-off the lifeboat to free
the release gear for maintenance.
.3 Launching and recovering arrangements shall be such that the appliance
operator on the ship is able to observe the survival craft at all times
during launching and for lifeboats during recovery.
.4 Only one type of release mechanism shall be used for similar survival
craft carried on board the ship.
.5 Falls, where used, shall be long enough for survival craft to reach the
water with the ship in its lightest seagoing condition, under unfavourable
conditions of trim of up to 10º and list of up to 20º either way for new
ships, respectively up to at least 15º either way for existing ships.
.6 Preparation and handling of survival craft at any one launching station
shall not interfere with the prompt preparation and handling of any other
survival craft or rescue boat at any other station.
.7 Means shall be available to prevent any discharge of water on survival
craft during abandonment.
.8 During preparation and launching, the survival craft, its launching appli-
ance, and the area of water into which it is to be launched shall be
adequately illuminated by lighting supplied from the emergency source
of electrical power required by regulations II-1/D/3 and II-1/D/4.1998L0018 — EN — 30.07.2003 — 004.001 — 134
▼M1
10 Rescueboatembarkation,launchingandrecoveryarrangements(R17)
NEW AND EXISTING CLASS B, C AND D SHIPS:
.1 The rescue boat embarkation and launching arrangements shall be such
that the rescue boat can be boarded and launched in the shortest possible
time.
.2 The rescue boat shall be capable of being boarded and launched directly
from the stowed position with the number of persons assigned to crew
the rescue boat on board.
.3 If the rescue boat is included in the capacity of the survival craft and the
other lifeboats are boarded from the embarkation deck the rescue boat
shall, in addition to paragraph .2, also be capable of being boarded from
the embarkation deck.
.4 Launching arrangements shall comply with the requirements of
regulation 9. However all rescue boats shall be capable of being
launched, where necessary utilising painters, with the ship making
headway at speeds up to 5 knots in calm water.
.5 Recovery time of the rescue boat shall be not more than 5 minutes in
moderate sea conditions when loaded with its full complement of persons
and equipment. If the rescue boat is included in the capacity of the
survival craft, this recovery time shall be possible when loaded with its
survival craft equipment and the approved rescue boat complement of at
least 6 persons.
.6 FOR NEW CLASS B,C AND D SHIPS, CONSTRUCTED ON OR
AFTER 1 JANUARY 2003:
Rescue boat embarkation and recovery arrangements shall allow for safe
and efficient handling of a stretcher case. Foul weather recovery strops
shall be provided for safety if heavy fall blocks constitute a danger.
11 Emergencyinstructions(R19)NEW AND EXISTING CLASS B, C AND D SHIPS:
Whenever new passengers embark a passenger safety briefing shall be given
immediately before or after departure. This briefing shall at least include the
instructions required by regulation III/3.3. It shall be made by means of an
announcement in one or more languages likely to be understood by
the passengers. The announcement shall be made on the ship's public address
system or by other suitable means likely to be heard at least by the passengers
who have not yet heard it during the voyage.
12 Operationalreadiness,maintenanceandinspections(R20)NEW AND EXISTING CLASS B, C AND D SHIPS:
.1 Before the ship leaves port and at all times during the voyage all life-
saving appliances shall be in working order and ready for immediate use.
.2 Maintenance and inspections of life-saving appliances shall be carried
out in accordance withth e requirements of SOLAS regulation III/20.
13 Abandonshiptraininganddrills(R19+R30)NEW AND EXISTING CLASS B, C AND D SHIPS:
.1 Every crew member withassigned emergency duties sh all be familiar
with these duties before the voyage begins.
.2 An abandon ship drill and fire drill shall take place weekly.
Each member of the crew shall participate in at least one abandon ship
drill and one fire drill every month. The drills of the crew shall take
place before departure of the ship if more than 25 % of the crew have
not participated in abandon ship and fire drills on board that particular
ship in the previous month. When a ship enters into service for the first
time, after modification of a major character or when a new crew is
engaged, the above mentioned drills shall be held before sailing.
.3 Each abandon ship drill shall include the actions required in SOLAS
regulation III/19.3.3.1.1998L0018 — EN — 30.07.2003 — 004.001 — 135
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.4 Lifeboats and rescue boats shall be lowered at successive drills in accor-
dance withth e provision of SOLAS regulation III/19.3.3.2, 3.3.3, 3.3.6,
and 3.3.7.
The Administration of the flag State may allow ships not to launch the
lifeboats on one side if their berthing arrangements in port and their
trading patterns do not permit launching of lifeboats on that side.
However, all such lifeboats shall be lowered at least once every 3 months
and launched at least annually.
.5 If a ship is fitted with marine evacuation systems drills shall include the
actions required in SOLAS regulation III/19.3.3.8.
.6 Emergency lighting for assembling and abandonment shall be tested at
eachabandon sh ip drill.
.7 Fire drills shall be carried out in accordance with the provisions of
SOLAS regulation III/19.3.4.
.8 On-board training and instructions shall be given to crew members in
accordance withth e provisions of SOLAS regulation III/19.4.1998L0018 — EN — 30.07.2003 — 004.001 — 136
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ANNEX II
FORMOFPASSENGERSHIPSAFETYCERTIFICATE1998L0018 — EN — 30.07.2003 — 004.001 — 137
▼B
PASSENGERSHIPSAFETYCERTIFICATE
1998L0018 — EN — 30.07.2003 — 004.001 — 138
▼B
1998L0018 — EN — 30.07.2003 — 004.001 — 139
▼B
1998L0018 — EN — 30.07.2003 — 004.001 — 140
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ANNEX III
GUIDELINES FOR SAFETY REQUIREMENTS FOR PASSENGER
SHIPS ANDHIGH-SPEEDPASSENGER CRAFT FOR PERSONS WITH
REDUCEDMOBILITY
(as referred to in Article 6b)
In applying the guidelines of this Annex, Member States shall follow the IMO
circular MSC/735 of 24 June 1996 entitled ‘Recommendation on the design and
operation of passenger ships to respond to elderly and disabled persons' needs’.
1.Accesstotheship
The ships should be constructed and equipped in such a way that a person
withreduced mobility can embark and disembark easily and safely, and can
be ensured access between decks, either unassisted or by means of ramps,
elevators or lifts. Directions to such access should be posted at the other
accesses to the ship and at other appropriate locations throughout the ship.
2.Signs
Signs provided on a ship to aid passengers should be accessible and easy to
read for persons withreduced mobility, (including persons withsensory
disabilities), and be positioned at key points.
3.Meanstocommunicatemessages
The operator should have the means onboard the vessel visually and verbally
to provide announcements, such as those regarding delays, schedule changes
and on-board services, to persons withvarious forms of reduced mobility.
4.Alarm
The alarm system and alarm buttons must be designed so as to be accessible
by and to alert all passengers withreduced mobility, including persons with
sensory disabilities and persons withlearning disabilities.
5.Additionalrequirements ensuringmobilityinsidetheship
Handrails, corridors and passageways, doorways and doors shall accommo-
date the movement of a person in a wheelchair. Elevators, vehicle decks,
passenger lounges, accommodation and washrooms shall be designed in order
to be accessible in a reasonable and proportionate manner to persons with
reduced mobility.1998L0018 — EN — 30.07.2003 — 004.001 — 141