Proposal for a Council Directive amending Directive 82/714/EEC laying down technical requirements for inland waterway vessels (98/C 105/01) (Text with EEA relevance) COM(97) 644 final - 97/0335 (SYN)

(submitted by the Commission on 9 December 1997)

THE COUNCIL OF THE EUROPEAN UNION,

Having regard to the Treaty establishing the European Community, and in particular Article 75.1 thereof,

Having regard to the proposal from the Commission,

Having regard to the opinion of the Economic and Social Committee,

Acting in accordance with the procedure laid down in Article 189c of the Treaty, in cooperation with the European Parliament,

Whereas Council Directive 82/714/EEC of 4 October 1982 laying down technical requirements for inland waterway vessels (1) introduced harmonised conditions for issuing technical certificates for inland waterway vessels in all Member States; whereas in the interest of safety these conditions have to be adapted to technical progress also taking into account changes in the Community's waterway network;

Whereas the conditions and technical requirements for issuing inland navigation certificates under Article 22 of the Revised Convention for Navigation on the Rhine have been revised as from 1 January 1995; whereas it is desirable for competition and safety reasons to adopt the scope and content of such technical requirements for the whole of the Community network;

Whereas it is appropriate that Community inland navigation certificates attesting the full compliance of vessels with the aforementioned revised technical requirements shall be valid on all Community waterways;

Whereas it is desirable to ensure a greater degree of harmonisation between the conditions for issuing supplementary Community certificates by Member States for operations in Zone 1 and 2 waterways (estuaries), as well as for operations on Zone 4 waterways;

Whereas it is appropriate to provide for a transitional regime for vessels in service not yet carrying a Community inland navigation certificate when subjected to a first technical inspection under the revised technical requirements established by this Directive;

Whereas it is appropriate, within certain limits and according to the category of vessel concerned, to determine the period of validity of Community certificates in each specific case;

Whereas it is necessary, in order to allow for a more rapid adaptation of the annexes to the Directive to technical progress, to introduce procedures foreseen for this purpose based on Council Decision 87/373/EEC (2);

Whereas it is necessary that the measures provided for in Directive 76/135/EEC of 20 January 1976 on reciprocal recognition of navigability licenses for inland waterway vessels (3) remain in force for those vessels covered by it which are not covered by this Directive,

HAS ADOPTED THIS DIRECTIVE:

Article 1

Directive 82/714/EEC is hereby amended as follows:

1. The third indent of Article 1 is amended to read as follows:

'- Zone 4: the other Community waterways listed in Chapter III of Annex I.`

2. Article 2 is replaced by the following:

'1. This Directive shall apply to:

- vessels having a length of 20 metres or more;

- vessels for which the product of L × B × T as defined in Annex II Article 1.01 is 100 m³ or more;

- tugs and pusher craft, including those with a length of less than 20 metres or those for which the product of L × B × T as defined in Annex II Article 1.01 is less than 100 m³, provided that they have been built to tow or to push or to move alongside vessels as referred to in the first indent.

2. The following are excluded from this Directive:

- vessels intended for passenger transport which carry no more than 12 people in addition to the crew,

- ferries,

- pleasure craft with a length of less than 24 metres,

- service craft belonging to supervisory authorities and fire-service vessels,

- naval vessels,

- sea going vessels, including sea going tugs and pusher craft operating or based on tidal waters or temporarily on inland waterways, provided that they carry the following valid navigation or safety certificates:

- a certificate proving conformity with the 1974 International Convention for the Safety of Life at Sea (SOLAS), as amended, or equivalent,

- a certificate proving conformity with the 1966 International Convention on Load Lines, as amended, or equivalent, and an IOPP certificate proving conformity with the 1973 International Convention for the Prevention of Pollution from Ships (MARPOL), as amended,

or,

- for passenger vessels not covered by all of these Conventions, a certificate issued in conformity with Council Directive 98/. . ./EEC on safety rules and standards for passenger ships.`

3. The first and second indents of Article 3 are replaced by the following:

'- a certificate issued pursuant to Article 22 of the Revised Convention for the Navigation of the Rhine or a Community inland-navigation certificate issued after 1 July 1998 pursuant to Article 8 attesting the full compliance of the vessel with the technical requirements of Annex II, when operating on a Zone R waterway,

- a Community inland navigation certificate issued to vessels in accordance with the provisions of this Directive and the technical requirements of Annex II when operating on waterways of other zones.`

4. Article 5 is replaced by the following:

'1. Each Member State may, subject to the requirements of the Revised Convention for the Navigation of the Rhine and subject to approval by the Commission acting in accordance with the procedure laid down in Article 19.3, adopt technical requirements additional to those in Annex II for vessels operating on Zone 1 and 2 waterways within its territory.

Such additional requirements shall be restricted to the subjects listed in Annex Va and shall be drawn up in conformity with the provisions thereof.

2. Compliance with these additional requirements shall be specified in the Community certificate referred to in Article 3 or, where Article 4(2) applies, in the supplementary Community certificate. Such proof of compliance shall be recognised on Community waterways of the corresponding zone.

3. Each Member State may, subject to approval by the Commission acting in accordance with the procedure laid down in Article 19.3, allow a reduction of the technical requirements of Annex II for vessels operating exclusively on Zone 4 waterways within its territory. Such a reduction shall be restricted to the subjects listed in Annex Vb. Where the technical characteristics of a vessel correspond to these reduced technical requirements it shall be specified in the Community certificate or, where Article 4(2) applies, in the supplementary Community certificate, that its validity is restricted to the Zone 4 waterways concerned.`

5. The following is added to Article 8(2):

'In cases where the first such technical inspection is carried out after 1 July 1998, any failure to meet the requirements laid down in Annex II shall be specified in the Community certificate. Provided that the competent authorities consider that these shortcomings do not constitute a manifest danger, the vessels concerned may continue to operate until such time as those components or areas of the vessel which have been certified as not meeting the requirements are replaced or altered, whereafter these components or areas shall meet the requirements of Annex II.

The replacement of existing parts with identical parts or parts of an equivalent technology and design during routine repairs and maintenance shall not be considered as a replacement within the meaning of this paragraph.`

6. The following paragraph is added to Article 8:

'4. The Community certificate shall be issued to vessels initially excluded from the scope of this Directive which become subject to it as a result of the modifications of Article 2 paragraphs 1 and 2 introduced by Directive 98/. . ./EC following a technical inspection which shall be carried out upon expiry of the vessel's current certificate, but in any case no later than 30 June 2008, to check that the vessel complies with the technical requirements laid down in Annex II. Any failure to meet these requirements shall be specified in the Community certificate. Provided that the competent authorities consider that these shortcomings do not constitute a manifest danger, these vessels may continue to operate until such time as those components or areas of the vessel which have been certified as not meeting the requirements are replaced or altered, whereafter these components or areas shall meet the requirements of Annex II.

The replacement of existing parts with identical parts or parts of an equivalent technology and design during routine repairs and maintenance shall not be considered as a replacement within the meaning of this paragraph.`

7. Article 11 is replaced by the following:

'1. The period of validity of the Community certificate shall be determined in each specific case by the authority competent for issuing such certificates. However, this period shall not exceed five years for passenger vessels or 10 years for other vessels.

2. Each Member State may, in the cases specified in Articles 12 and 16 of this Directive and in chapter 2.05 of Annex II, issue temporary Community certificates, the period of validity of which shall not exceed six months.`

8. The following sentence is added to Article 13:

'However, for the renewal of Community certificates issued before 1 July 1998 the transitional provisions of chapter 24 of Annex II shall apply.`

9. The first sentence of the second alinea of Article 15 shall read as follows

'Following this inspection, a new certificate stating the technical characteristics of the vessel shall be issued or the existing certificate amended accordingly.`

10. Article 19 is replaced by the following:

'1. Any amendments which are necessary to adapt the annexes of the Directive to technical progress, to developments in this area arising out of the work of other international organisations, in particular that of the Central Commission for Navigation on the Rhine, to ensure that the two certificates referred to in Article 3, first indent are issued on the basis of technical requirements which guarantee an equivalent level of safety, or to take account of the cases referred to in Article 5, shall be adopted by the Commission in accordance with the procedure laid down in the present Article, paragraphs 2 and 3:

2. The Commission shall be assisted by the Committee established under Article 7 of Council Directive 91/672/EEC (*), hereinafter referred to as "the Committee".

3. The representative of the Commission shall submit to the Committee a draft of the measures to be taken. The Committee shall deliver its opinion on the draft within a time limit which the chairman may lay down according to the urgency of the matter, if necessary by taking a vote. The opinion shall be recorded in the minutes; in addition, each Member State shall have the right to ask to have its position recorded in the minutes. The Commission shall take the utmost account of the opinion delivered by the Committee. It shall inform the Committee of the manner in which its opinion has been taken into account.

(*) OJ L 373, 31.12.1991.`

11. Article 20 is replaced by the following:

'For those vessels outside the scope of Article 2, paragraph 1, but falling within the scope of Article 1a. of Directive 76/135/EEC, the provisions of the latter shall apply.`

12. Annexes I, II and III shall be replaced by the new versions set out in the Annex attached to this Directive. Annexes Va, Vb and VI as set out in the Annex hereto are added to the Directive.

Article 2

1. Member States shall bring into force the laws, regulations and administrative provisions necessary to comply with this Directive at the same time not later than 1 July 1998 and forthwith inform the Commission thereof. They shall apply such laws, regulations and administrative provisions from 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 making such a reference shall be laid down by Member States.

3. 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 these penalties are applied. The penalties thus provided for shall be effective, proportionate and dissuasive.

4. The Member States shall immediately notify to the Commission all provisions of domestic law which they adopt in the field governed by this Directive. The Commission shall inform the Member States thereof.

Article 3

This Directive is addressed to the Member States.

(1) OJ L 301, 28.10.1982, p. 1.

(2) OJ L 197, 18.7.1987, p. 33.

(3) OJ L 21, 29.1.1976, p. 10.

ANNEX I

List of Community inland waterways divided geographically into zones 1, 2, 3 and 4

CHAPTER I

Zone 1

Federal Republic of Germany

Ems: from a line linking the Delfzijl church tower and the Knock lighthouse towards the open sea as far as latitude 53 ° 30' N and longitude 6 ° 45' E (i.e. somewhat outside the trans-shipment zone for dry-cargo carriers in the Alte Ems, taking account of the Ems-Dollard cooperation treaty).

Zone 2

Federal Republic of Germany

Ems: from a line going from the entrance of the port towards Papenburg crossing the Ems, which links the Diemen pumping station (Diemer Schöpfwerk) and the opening of the dyke at Halte as far as a line linking the Delfzijl and Knock lighthouses, taking account of the Ems-Dollard cooperation treaty.

Jade: inside a line linking the Schillighörn upper light and Langwarden church tower.

Weser: from the Bremen railway bridge to a line linking the Langwarden and Kappel church towers with the Schwerburg secondary arm including the Kleine Weser, Rekumder-Loch, and Rechter Nebenarm secondary arms.

Elbe: from the lower limit of the port of Hamburg to a line linking the Döse beacon and the north-west point of the Hohe Ufer (Dieksand) with the Este, Lühe, Schwinge, Oste, Pinnau, Krückau and Stör tributaries (in each case from the barrage to the mouth) including the Nebenelbe.

Meldorfer Bucht: inside a line linking the north-west point of the Hohe Ufer (Dieksand) and the Büsum west pier head.

Flensburger Förde: inside a line linking the Kekenis lighthouse and Birknack.

Eckernförder Bucht: inside a line linking Bocknis-Eck to the north-west tip of the mainland at Dänisch Nienhof.

Kieler Förde: inside a line linking the Bülk lighthouse and the Laboe naval memorial.

Leda: from the entrance to the outer harbour of Leer sea lock to the mouth.

Hunte: from the port of Oldenburg and from 140 m. downstream of the Amalienbrücke in Oldenburg to the mouth.

Lesum: from the Bremen-Burg railway bridge to the mouth.

Este: from the Buxtehude barrage gate to the Este barrage.

Lühe: from the mill 250 m. upstream of the Marschdamm-Horneburg road bridge to the Lühe barrage.

Schwinge: from the footbridge downstream of the Güldenstern bastion at Stade to the Schwinge barrage.

Freiburger-Hafenpriel: from the Freiburg/Elbe sluices to the mouth.

Oste: from the Bremervorde mill dam to the Oste barrage.

Pinnau: from the Pinneburg railway bridge to the Pinnau barrage.

Kruckau: from the Elmshorn watermill to the Kruckau barrage.

Stör: from Pegel Rensing to the Stör barrage.

Eider: from the Gieselau Canal to the Eider barrage.

Nord-Ostsee-Kanal (Kiel Canal): from a line linking the Brunsbüttel pierheads to a line linking the Kiel-Holtenau entry lights and the Schirnauer See, Bergstedter See, Audorfer See, Obereidersee with Enge, the Achterwehrer canal and the Flemhuder See.

Trave: from the railway bridge and the Holsten bridge (Stadttrave) in Lübeck to a line linking the two outer pierheads of Travemünde and the Pötenitzer Wick and the Dassower See.

Schlei: inside a line linking the Schleimünde pier heads.

Wismarbucht, Kirchsee.

Breitling, Salzhaff and Wismar harbour: seawards from the lines linking Hohen Wieschendorf Huk and the Timmendorf lights and the lights of Gollwitz on the isle of Poel and the southern tip of the Wustrow peninsula.

Unterwarnow and Breitling: seawards from the line linking the most northern points of the western, middle and eastern mole of Warnemünde.

Waters, encircled by the mainland and the Darß and Zingst peninsulas and the islands of Hiddensee and Rügen (including the Stralsund harbour): towards the open sea as far as:

- latitude 54 ° 27' N between the Zingst peninsula and the island of Bock

- the line linking the northern tip of the island of Bock with the southern tip of the island of Hiddensee

- on the islands of Hiddensee and Rügen (Bug), the line linking the southeastern tip of Neubessin with the Buger Haken.

Greifswald Bodden and Greifswald harbour (with Ryck): towards the open sea as far as the line linking the eastern tip of Thiessower Haken (Süd perd) with the eastern tip of the island or Ruden and ending at the northern tip of the island of Usedom (54 ° 10' 37″ N, 13 ° 47' 51″ E).

Waters, encircled by the mainland and the island of Usedom (river Peene including the Wolgast harbour, backwaters, Stettin lagoon): towards the east as far as the German-Polish border line crossing the Stettin lagoon.

French Republic

Seine: downstream of the Jeanne-d'Arc bridge in Rouen.

Garonne and Gironde: downstream of the Bordeaux stone bridge.

Rhône: downstream of the Trinquetaille bridge in Arles and beyond towards Marseille.

Dordogne: downstream from the stone bridge at Libourne.

Loire: downstream from the Haudaudine bridge of the Madeleine arm and downstream from the Pirmil bridge on the Pirmil arm.

Kingdom of the Netherlands

Dollard.

Eems.

Waddenzee: including the links with the North Sea.

Ijsselmeer: including the Markermeer and Ijmeer but excluding the Gouwzee.

Rotterdam Waterweg and the Scheur.

Caland Kanaal west from the Benelux harbour.

Hollands Diep.

Breeddiep, Beerkanaal and its connected harbours.

Haringvliet and Vuile Gat: including the waterways between Goeree-Overflakkee on the one hand and Voorne-Putten and Hoeksche Waard on the other.

Hellegat.

Volkerak.

Krammer.

Grevelingenmeer and Brouwerschavense Gat: including all the waterways between Schouwen-Duiveland and Goeree-Overflakkee.

Keten, Mastgat, Zijpe, Krabbenkreek, Eastern Scheldt and Roompot: including the waterways between Walcheren, Noord-Beveland and Zuid-Beveland on the one hand and Schouwen-Duiveland and Tholen on the other hand, excluding the Scheldt-Rhine Canal.

Scheldt and Western Scheldt and its mouth on the sea: including the waterways between Zeeland Flanders on the one hand and Walcheren and Zuid-Beveland on the other, excluding the Scheldt-Rhine Canal.

CHAPTER II

Zone 3

Republic of Austria

Danube: from the border with Germany to the border with Slovakia.

Inn: from the mouth to the Passau-Ingling Power Station.

Traun: from the mouth to km 1,80.

Enns: from the mouth to km 2,70.

March: to km 6,00.

Kingdom of Belgium

Maritime Schelde (downstream of Antwerp open anchorage).

Federal Republic of Germany

Danube: from Kelheim (km 2 414,72) to the German-Austrian border.

Rhine: from the German-Swiss border to the German-Netherlands border.

Elbe: from the mouth of the Elbe-Seiten-Canal to the lower limit of the port of Hamburg.

Müritz.

French Republic

Rhine.

Kingdom of the Netherlands

Rhine.

Sneekermeer, Koevordermeer, Heegermeer, Fluessen, Slotermeer, Tjeukemeer, Beulakkerwijde, Belterwijde, Ramsdiep, Ketelmeer, Zwartemeer, Veluwemeer, Eemmeer, Alkmaardermeer, Gouwzee, Buiten Ij, afgesloten Ij, Noordzeekanaal, port of Ijmuiden, Rotterdam port area, Nieuwe Maas, Noord, Oude Maas, Beneden Merwede, Nieuwe Merwede, Dordische Kil, Boven Merwede, Waal, Bijlandsch Canal, Boven Rijn, Pannersdensch Canal, Geldersche Ijssel, Neder Rijn, Lek, Amsterdam-Rhine-Canal, Veerse Meer, Schelde-Rhine-Canal as far as the mouth in the Volkerak, Amer, Bergsche Maas, the Meuse below Venlo, Gooimeer, Europort, Calandkanaal (east from the Benelux harbour), Hartelkanaal.

CHAPTER III

Zone 4

Republic of Austria

Thaya: up to Bernhardsthal.

March: above km 6,00.

Kingdom of Belgium

The entire Belgian network except the waterways in Zone 3.

Federal Republic of Germany

All Federal waterways except those in Zones 1, 2 and 3.

French Republic

The entire French network except the waterways in Zones 1, 2 and 3.

Kingdom of the Netherlands

All other rivers, canals and inland seas not listed in Zones 1, 2 and 3.

Italian Republic

River Po: from Piacenza to the mouth.

Milan-Cremona Canal, River Po: final stretch of 15 km to the Po.

River Mincio: from Mantua, Governolo to the Po.

Ferrara Waterway: from the Po (Pontelagoscuro), Ferrara to Porto Garibaldi.

Brondolo and Valle Canals: from the eastern Po to the Venice lagoon.

Fissero Canal - Tartaro - Canalbianco: from Adria to the eastern Po.

Venetian coastline: from the Venice lagoon to Grado.

Grand Duchy of Luxembourg

Moselle.

ANNEX II

MINIMUM TECHNICAL REQUIREMENTS APPLICABLE TO VESSELS NAVIGATING ON WATERWAYS IN ZONES 1, 2, 3 AND 4

PART I

CHAPTER 1 GENERAL

Article 1.01 Definitions

The following definitions are contained in this Directive:

Types of craft

1. 'craft`: a vessel or item of floating equipment.

2. 'vessel`: an inland waterway vessel or sea-going ship.

3. 'inland waterway vessel`: a vessel intended solely or mainly for navigation on inland waterways.

4. 'sea-going ship`: a vessel admitted and intended mainly for maritime or coastal navigation.

5. 'self-propelled craft`: an ordinary self-propelled craft or a self-propelled tanker.

6. 'self-propelled tanker`: a vessel intended for the carriage of goods in fixed tanks and built to navigate independently under its own motive power.

7. 'ordinary self-propelled vessel`: a vessel, other than a powered tanker, intended for the carriage of goods and built to navigate independently under its own motive power.

8. 'canal barge`: an inland waterway vessel not exceeding 38,5 m in length and 5,05 m in breadth.

9. 'tug`: a vessel specially built to perform towing.

10. 'pusher`: a vessel specially built to propel a pushed train of craft.

11. 'barge`: a dumb barge or tank barge.

12. 'tank barge`: a vessel intended for the carriage of goods in fixed tanks and built to be towed, either having no motive power of its own or having only sufficient motive power to perform restricted manoeuvres.

13. 'dumb barge`: a vessel, other than a tank barge, intended for the carriage of goods and built to be towed, either having no motive power of its own or having only sufficient motive power to perform restricted manoeuvres.

14. 'lighter`: a tank lighter, ordinary lighter or ship-borne lighter.

15. 'tank lighter`: a vessel intended for the carriage of goods in fixed tanks, built or specially modified to be pushed, either having no motive power of its own or having only sufficient motive power to perform restricted manoeuvres when not part of a pushed train of craft.

16. 'ordinary lighter`: a vessel, other than a tank lighter, intended for the carriage of goods and built or specially modified to be pushed, either having no motive power of its own or having only sufficient motive power to perform restricted manoeuvres when not part of a pushed train of craft.

17. 'ship-borne lighter`: a pushed lighter built to be carried aboard sea-going ships and to navigate on inland waterways.

18. 'passenger vessel`: a vessel built and fitted out to carry more than 12 passengers.

19. 'day-excursion vessel`: a passenger vessel without overnight passenger cabins.

20. 'passenger-cabin vessel`: a passenger vessel with overnight passenger cabins.

21. 'floating equipment`: a floating installation carrying working gear such as cranes, dredgers, pile drivers or elevators.

22. 'worksite craft`: an appropriate vessel, built and equipped for use at worksites, such as a reclamation dredger, hopper or pontoon barge, pontoon or block-layer.

23. 'recreational craft`: a vessel other than a passenger vessel, intended for sport or pleasure.

24. 'floating establishment`: any floating installation not normally intended to be moved, such as a swimming bath, dock, jetty or boathhouse.

25. 'floating installation`: a raft or other structure, object or assembly capable of navigation, not being a vessel or floating equipment or establishment.

Assemblies of craft

26. 'train of craft`: a rigid or towed train of craft.

27. 'formation`: the manner in which a train of craft is assembled.

28. 'rigid train`: a pushed train or breasted-up formation.

29. 'pushed train`: a rigid assembly of craft of which at least one is positioned in front of the craft providing the power for propelling the train, known as the 'pusher(s)`; a train composed of a pusher craft and a pushed craft coupled so as to permit guided articulation is also considered as rigid.

30. 'breasted-up formation`: an assembly of craft coupled rigidly side by side, none of which is positioned in front of the craft propelling the assembly.

31. 'towed train`: an assembly of one or more craft, floating establishments or floating installations towed by one or more self-propelled craft forming part of the train.

Particular areas on board

32. 'main engine room`: space where the propulsion engines are installed.

33. 'engine room`: space where combustion engines are installed.

34. 'boiler room`: a space housing a fuel-operated installation designed to produce steam or a thermal fluid.

35. 'enclosed superstructure`: a watertight, rigid, continuous structure with rigid walls joined to the deck in a permanent and watertight manner.

36. 'wheelhouse`: the area which houses all the control and monitoring instruments necessary for manoeuvring the vessel.

37. 'accommodation`: a space intended for the use of persons normally living on board, including galleys, storage space for provisions, toilets and washing facilities, laundry facilities, landings and gangways, but not the wheelhouse.

38. 'hold`: part of the vessel, delimited fore and aft by bulkheads, opened or closed by means of hatch covers, intended for the carriage of goods, whether packaged or in bulk, or for housing tanks not forming part of the hull.

39. 'fixed tank`: a tank joined to the vessel, the walls of the tank consisting either of the hull itself or of a casing separate from the hull.

40. 'working station`: an area where members of the crew carry out their duties, including gangway, derrick and ship's boat.

41. 'passageway`: an area intended for the normal movement of persons and goods.

Marine engineering terms

42. 'plane of maximum draught`: the water plane corresponding to the maximum draught at which the craft is authorised to navigate.

43. 'safety clearance`: the distance between the plane of maximum draught and the parallel plane passing through the lowest point above which the craft is no longer deemed to be watertight.

44. 'freeboard (F)`: the distance between the plane of maximum draught and a parallel plane passing through the lowest point of the gunwale or, in the absence of a gunwale, the lowest point of the upper edge of the hull planking or plating.

45. 'margin line`: An imaginary line drawn on the side plating not less than 10 cm below the bulkhead deck and not less than 10 cm below the lowest non-watertight point of the side plating. If there is no bulkhead deck, a line drawn not less than 10 cm below the lowest line up to which the outer plating is watertight shall be used.

46. 'water displacement (V)`: the immersed volume of the vessel in m³.

47. 'displacement (D)`: the total weight of the vessel, inclusive of cargo, in tonnes.

48. 'block coefficient (d)`: the ratio between the water displacement and the product of length, breadth and draught T.

49. 'sheer plan above water (S)`: sheer plan of the vessel above the waterline in m².

50. 'bulkhead deck`: the deck to which the required watertight bulkheads are taken and from which the freeboard is measured.

51. 'bulkhead`: a wall of a given height, usually vertical, partitioning the vessel and delimited by the bottom of the vessel, the plating or other bulkheads.

52. 'transverse bulkhead`: a bulkhead extending from one side of the vessel to the other.

53. 'wall`: a dividing surface, usually vertical.

54. 'partition wall`: a non-watertight wall.

55. 'length (L)`: the maximum length of the hull, excluding rudder and bowsprit.

56. 'length overall`: the greatest length of the craft in metres, including all fixed installations such as parts of the steering system or power plant, mechanical or similar devices.

57. 'length (LF)`: the length of the hull in metres, measured at maximum draught.

58. 'breath (B)`: the maximum breadth of the hull in metres, measured to the outer edge of the shell plating (excluding paddle wheels, rubbing strakes, etc.).

59. 'overall breadth`: the maximum breadth of the craft in metres, including all fixed equipment such as paddle wheels, plinths, mechanical devices and the like.

60. 'breadth (BF)`: breadth of the hull in metres, measured from the outside of the side plating at the maximum draught line.

61. 'side height (H)`: the shortest vertical distance between the top of the keel and the lowest point of the deck on the side of the vessel.

62. 'draught (T)`: the vertical distance between the lowest moulded point of the hull or the keel and the maximum draught line.

63. 'forward perpendicular`: the vertical line at the forward point of the intersection of the hull with the maximum draught line.

64. 'clear width of gunwale`: the distance between the vertical line passing through the most prominent part of the gunwale on the coaming side and the vertical line passing through the inside edge of the slip guard (guard-rail, foot rail) on the outer side of the gunwale.

Steering system

65. 'steering system`: all the equipment required for steering the vessel, such as to ensure the manoeuvrability laid down in Chapter 5 of this Regulation.

66. 'rudder`: the rudder or rudders, with shaft, including the rudder quadrant and the components connecting with the steering apparatus.

67. 'steering apparatus`: the part of the steering system which produces the movement of the rudder.

68. 'steering control`: the steering-apparatus control, between the power source and the steering apparatus.

69. 'power source`: the power supply to the steering control and the steering apparatus produced by an on-board network, batteries or an internal combustion engine.

70. 'drive unit`: the component parts of and circuitry for the operation of a power-driven steering control.

71. 'steering apparatus control unit`: the control for the steering apparatus, its drive unit and its power source.

72. 'manual drive`: a system whereby manual operation of the hand wheel, moves the rudder by means of a mechanical or hydraulic transmission, without any additional power source.

73. 'manually-operated hydraulic drive`: a manual control actuating a hydraulic transmission.

74. 'rate-of-turn regulator`: equipment which automatically produces and maintains a given rate of turn of the vessel in accordance with preselected values.

75. 'wheelhouse arranged for steering on radar by one person`: a wheelhouse arranged in such a way that, during navigation on radar, the vessel can be manoeuvred by one person.

Properties of structural components and materials

76. 'watertight`: a structural component or device fitted out in such a manner as to prevent any ingress of water.

77. 'spray-proof and weathertight`: a structural component or device so fitted that in normal conditions it allows only a negligible quantity of water to penetrate.

78. 'gastight`: a structural component or device so fitted as to prevent the ingress of gas and vapours.

79. 'non-combustible`: material which does not burn or give off inflammable vapours in a sufficient quantity to ignite when it reaches a temperature of approximately 750 °C.

80. 'fire-resistant`: material which does not readily catch fire, or the surface of which does not readily catch fire, and which impedes the spread of fire in an appropriate manner.

81. 'fire-retardant`: a structural component or device which meets certain fire-resistance requirements.

Other concepts

82. 'approved classification society`: the following are considered to be 'approved classification societies`: Germanischer Lloyd, Bureau Veritas and Lloyds Register of Shipping.

83a. 'Community certificate`: a certificate which, in accordance with Article 3 of the Directive, is issued by the competent authorities of a Member State for vessels complying with the technical requirements laid down in this Annex.

83b. 'supplementary Community certificate`: according to Article 4(2) of the Directive, all vessels require a supplementary Community certificate, in addition to the Rhine certificate, for zones 1 and 2 and for zones 3 and 4, if they wish to take advantage of the reduction in technical requirements on these waterways.

84. 'inspection bodies`: competent authorities appointed by the Member States, which inspect vessels on the basis of the provisions in this Annex and issue the certificate(s).

Article 1.02 (Left void)

Article 1.03 (Left void)

Article 1.04 (Left void)

Article 1.05 (Left void)

Article 1.06 Temporary requirements

After invoking the procedure provided for in Article 9 of the Directive the competent authority may issue temporary requirements where this would seem essential, in order to enable tests to be carried out without disrupting the safety or orderly functioning of navigation. Those requirements shall be valid for a maximum period of three years.

Article 1.07 Administrative instructions to the inspection bodies

In order to make the implementation of this Directive easier and uniform administrative instructions to the inspection bodies may be adopted if the procedure provided for in Article 19 of the Directive is applied.

Those administrative instructions shall be brought to the attention of the inspection bodies by the competent authorities.

The inspection bodies shall follow those administrative instructions.

CHAPTER 2 PROCEDURE

Article 2.01 Inspection bodies

1. Inspection bodies shall be set up by the Member States in certain appropriate ports.

2. Inspection bodies shall consist of a chairman and experts.

At least the following will form part of each body as experts:

(a) an official from the administration that is responsible for inland waterways;

(b) an expert on the design of inland waterway vessels and their engines;

(c) a nautical expert in possession of a navigation certification.

3. The Chairman and the experts within each body shall be designated by the authorities in the state from which they come.

4. Inspection bodies may be assisted by specialist experts in accordance with the national provisions applying.

Article 2.02 Request for an inspection

1. The procedure for making a request for an inspection and establishing the place and time of that inspection fall within the powers of the authorities issuing the certificate. The inspection body shall determine which documents are to be submitted to it. The procedure shall take place in such a way as to ensure that the inspection may be conducted within a reasonable period following the lodging of the request.

2. The owner of a craft that is not subject to this Directive, or his representative, may request an inspection certificate. His request will be met if the vessel fulfils the requirements of this Directive.

Article 2.03 Presentation of the craft for inspection

1. The owner, or his representative, shall present the craft in an unladen, cleaned and rigged state. He shall provide any assistance needed for the inspection, such as providing an appropriate dinghy and staff, and uncovering any parts of the hull or fittings that are not directly accessible or visible.

2. The inspection body shall demand a dry inspection on the first occasion. That dry inspection may be dispensed with if a classification certificate or a certificate from an approved classification society to the effect that the construction meets its requirements can be produced. Where there is a supplementary or special inspection the inspection body may require an inspection out of the water.

The inspection body shall conduct running tests during an initial inspection of powered barges or trains of barges or where major changes are made to the propulsion or steering equipment.

3. The inspection body may require further operational tests and other supporting documents. That provision shall also apply during the building of the craft.

Article 2.04 (left void)

Article 2.05 Provisional inspection certificate

1. The inspection body may issue a provisional inspection certificate:

(a) to craft intended to travel to a selected inspection body in order to obtain an inspection certificate;

(b) to craft whose inspection certificate has been temporarily withdrawn in one of the instances referred to in Article 2.07 or Articles 12 and 16 of this directive;

(c) to craft whose inspection certificate is in preparation following a successful inspection;

(d) to craft where not all of the conditions required for obtaining an inspection certificate as referred to in Annex III (Community certificate) or Annex IV (additional Community certificate) have been met;

(e) to craft having been so damaged that their state no longer complies with the certificate;

(f) to floating installations or equipment where the authorities responsible for special transport operations make the authorisation to carry out a special transport operation subject to obtaining such an inspection certificate. Special transport operations may only be carried out under a special authorisation by the authorities overseeing the journeys to be made. They shall in each instance be subject to the requirements imposed by those authorities. For each special transport operation a skipper shall be appointed who holds a navigation certificate for the type of vessel and journey to be made.

2. The temporary inspection certificate shall be drawn up using the model set out in Annex VI where the navigability of the craft, floating installation or floating equipment seems to have been adequately ensured.

This will include the conditions considered necessary by the inspection body and shall be valid:

(a) in the cases referred to in Section 1(a), (d-f) for a single specific trip to be made within a suitable period that shall not exceed one month;

(b) in the cases referred to in Section 1, (b) and (c), for an appropriate duration.

Article 2.06 (left void)

Article 2.07 Particulars in and amendments to the inspection certificate

1. The owner of a craft, or his representative, shall bring to the notice of an inspection body any change in the name or ownership of a craft, any remeasurement, and any change in the official number, registration number or home port, and shall send the inspection certificate to that body for amendment.

2. Any inspection body may add any information or change to the inspection certificate.

3. Where an inspection body adds any alteration or information to a certificate it shall inform the inspection body having delivered the certificate thereof.

Article 2.08 (Left void)

Article 2.09 Additional inspection

1. Craft shall be subjected to an additional inspection before expiry of their inspection certificate.

2. Following a justified request by the owner or his representative, the inspection body may, by way of an exception, and without any further inspections, grant an extension of the validity of the certificate for not more than one year. That extension will be granted in writing and shall be kept on board the craft.

3. The inspection body conducting the additional inspection shall again lay down the period of validity of the inspection certificate in accordance with the results of that inspection.

The period of validity shall be entered on the inspection certificate and brought to the attention to the body having issued that certificate.

4. If, rather than have its period of validity extended, as in Section 3, an inspection certificate is replaced by a new version, the earlier certificate shall be returned to the inspection body having issued it.

Article 2.10 Voluntary inspection

The owner of a craft, or his representative, may voluntarily request an inspection of this in addition to either the special inspections referred to in Article 15 of this Directive or the additional inspections referred to in Article 2.09.

That request for an inspection shall be acted upon.

Article 2.11 (Left void)

Article 2.12 (Left void)

Article 2.13 (Left void)

Article 2.14 (Left void)

Article 2.15 Expenses

The owner of a craft, or his representative, shall bear all of the costs arising from the inspection of the vessel and the issue of the certificate in accordance with a special set of charges drawn up by each of the Member States.

Article 2.16 Information

Any persons expressing a well-founded interest may be informed of the contents of a certificate by the inspection body having issued this, and may, at their own expense receive extracts or copies of the certificates designated as such that have been certified as true.

Article 2.17 Register of inspection certificates

1. Inspection bodies shall assign an order number to the certificates they issue. They shall keep a register of all of the certificates they issue.

2. Inspection bodies shall keep a collection of the minutes, or a copy of all of the certificates they have issued, and shall enter on these any information and alterations, together with any certificate cancellations and replacements.

Article 2.18 Official number

1. The inspection body having issued an inspection certificate for a craft registered in a Member State or whose home port is located in one of those States shall enter on that certificate the official number assigned to that craft by the competent department of the State in which the craft has been registered or has its home port.

As far as craft from non-member states are concerned the official number to be affixed to the inspection certificate shall be assigned by the competent department of the State in which the inspection body having issued that certificate is located.

These requirements shall not apply to sea-going vessels or recreational craft.

2. The official number shall remain invariable throughout the existence of the craft. However, if that craft is registered in another State or if its home port is transferred there, the official number will no longer be valid. The inspection certificate must then be submitted to an inspection body which shall delete the official number that has ceased to be valid and, if necessary, shall enter the new official number assigned by the competent department.

Article 2.19 Equivalences and exemptions

1. Where the provisions of Part II require the use, or presence on board a craft, of certain materials, installations or items of equipment, or the adoption of certain design aspects or certain arrangements, the inspection body, after invoking the procedure provided for in Article 19 of the directive, may permit the use, or presence, on board the said craft of other materials, installations or items of equipment, or the adoption of other design features or other arrangements where these are recognised to be equivalent.

2. The inspection body may issue an inspection certificate on a trial basis and for a limited period to a specific craft incorporating new technical requirements that depart from those of Part II, provided those requirements offer adequate safety.

3. The equivalences and exemptions referred to in Sections 1 and 2 shall be referred to in the inspection certificate. The Commission shall be informed of the equivalences and departments referred to in Sections 1 and 2.

PART II

CHAPTER 3 SHIPBUILDING REQUIREMENTS

Article 3.01 Basic requirement

Vessels shall be built in accordance with the state of the art.

Article 3.02 Strength and stability

1. The hull shall be sufficiently strong to withstand all of the stresses to which it is normally subjected;

(a) in the case of new structures or major conversions affecting vessel strength, adequate strength shall be demonstrated by presenting design calculation proof. That proof is not required where a classification certificate or a certificate from an approved classification society is submitted;

(b) where there is an inspection as referred to in Article 2.09 the minimum thicknesses of the bottom, outer bilge and vertical side plates shall be checked in accordance with the following conditions:

Minimum thickness tmin is given by the highest of the values resulting from the following formulae:

1. tmin = for vessels that are longer than 40 m: f 7 b 7 c (2,3 + 0,04 L) [mm];

for vessels not more than 40 m in length: tmin = f 7 b 7 c (1,5 + 0,06 L) [mm], however, not less than 3,00 mm

2. tmin = 0,0005 7 a √ T [mm]

where:

>TABLE>

b = factor for bottom, skin or bilge plates

>TABLE>

f = 1 may be taken for the outer-hull plate clearances when calculating the minimum thickness of the vertical side plates. However, the minimum thickness of the bilge plates may in no case be less than that of the bottom plates and vertical side plates.

>TABLE>

The minimum values calculated in accordance with the method are limit values taking account of normal, uniform wear, and provided that shipbuilding steel is used and that the internal structural components such as floor plates, ribs, longitudinal and transverse bearers are in a good state and that no alteration to the hull assumes any longitudinal-rigidity overload.

As soon as these values are no longer achieved the plates in question must be repaired or replaced. However, lesser thicknesses, of 10 % maximum, are acceptable at certain points.

2. The stability of vessels shall correspond to their intended use.

Article 3.03 Hull

1. Bulkheads rising up to the deck or, where there is no deck, up to the freeboard, shall be installed at the following points:

(a) A collision bulkhead at a suitable distance from the bow in such a way that the buoyancy of the laden vessel is ensured, with a residual safety clearance of 100 mm if water enters the watertight compartment ahead of the collision bulkhead.

As a general rule, the requirement referred to in section 1 shall be considered to have been met if the collision bulkhead has been installed at a distance of between 0,04 L and 0,04 L + 2 m measured from the front perpendicular line in the plane of maximum draft.

If this distance exceeds 0,04 L + 2 m the requirement set out in section 2 shall be proved via calculation.

The distance may be reduced to 0,03 L. In that case the requirement referred to in section 1 shall be proved by calculation on the assumption that the compartment ahead of the collision bulkhead and those adjacent have all been filled with water.

(b) A rear-beak bulkhead at a suitable distance from the stern where the vessels' length exceeds 25 m.

2. No accommodation or equipment needed for vessel safety or operation may be located ahead of the plane of the collision bulkhead. This requirement shall not apply to anchor lines.

3. The accommodation, engine rooms and boilers, and the workspaces forming part of these, shall be separated from the holds by watertight transverse bulkheads that extend up to the deck.

4. The accommodation shall be separated from the engine rooms and boilers, and from the holds, by gastight bulkheads and shall be directly accessible from the deck. If no such access has been provided an emergency exit must also lead directly to the deck.

5. The bulkheads specified in sections 1 and 3 and the separation of areas specified in section 4 shall not contain any apertures.

However, doors in the stern bulkhead and penetrations, in particular for shafts and pipework, shall be permitted where they are so designed that the effectiveness of those bulkheads and of the separation of areas is not impaired. The doors in the stern bulkhead shall on both sides bear the following easily legible instruction:

'Door to be closed immediately after use`.

6. The water inlets and discharges, and the pipework connected to these, shall be such that no unintentional ingress of water into the vessel is possible.

Article 3.04 Engine and boiler rooms, bunkers

1. Engine or boiler rooms shall be arranged in such a way that the equipment therein can be operated, serviced and maintained easily and safely.

2. The liquid-fuel or lubricant bunkers, and accommodation, may not have any common services which are under the static pressure of the liquid when in normal service.

3. Engine room, boiler room and bunker bulkheads, ceilings and doors shall be made of steel or equivalent non-flammable material.

4. Engine and boiler rooms and other premises in which inflammable or toxic gases are likely to escape shall be capable of being adequately ventilated.

5. Companionways and ladders providing access to engine and boiler rooms and bunkers shall be firmly attached and be made of steel or an equivalent material in terms of mechanical strength and fireproofing.

6. Engine and boiler rooms shall have two exits of which one may be an emergency exit.

The second exit may be dispensed with if:

(a) the total floor area (average length × average width) of the engine or boiler room does not exceed 35 m² and

(b) the path between each point where servicing or maintenance operations are to be carried out and the exit, or foot of the companionway near the exit providing access to the outside, is not longer than five metres and that

(c) a fire extinguisher is located at the servicing point that is furthest removed from the exit door and also, by way of a departure from Article 10.03, section 1(e), where the installed power of the engines does not exceed 100 kW.

7. The maximum permissible sound pressure level in the engine rooms shall be 110 dB(A). The measuring points shall be selected as a function of the maintenance work needed during normal operation of the plant located therein.

CHAPTER 4 SAFETY CLEARANCE, FREEBOARD AND DRAUGHT MARKS

Article 4.01 Safety clearance

1. The safety clearance shall be at least 300 mm.

2. The safety clearance in the case of vessels whose apertures cannot be closed by spray- and storm-proof devices, and for vessels sailing with their holds uncovered, shall be increased in such a way that each of those apertures shall be at least 500 mm from the plane of maximum draught.

Article 4.02 Freeboard

1. The freeboard of vessels with a continuous deck, without sheer and superstructures shall be 150 mm.

2. The freeboard of vessels with sheer and superstructures shall be calculated via the following formula:

F = 150 (1 - á) - >NUM>âv 7 Sev + âa 7 Sea

>DEN>15

[mm]

where:

>TABLE>

3. The coefficient á is a calculated via the following formula:

á = >NUM>Ólea + Ólem + Ólev

>DEN>L

where:

>TABLE>

The effective length of a superstructure is calculated via the following formulae:

lem = l ( 2,5 7 >NUM>b

>DEN>B

- 1,5 ) 7 >NUM>h

>DEN>0,36

[m]

lev resp. lea = l ( 2,5 7 >NUM>b

>DEN>Bl

- 1,5 ) 7 >NUM>h

>DEN>0,36

[m].

where:

>TABLE>

If >NUM>b

>DEN>B

or >NUM>b

>DEN>Bl

is less than 0,6 the bracket value shall be taken to be zero, i.e. the effective length le of the superstructure will be zero.

4. Coefficients âv and âa are calculated via the following formulae:

âv = l- >NUM>3 7 lev

>DEN>L

âa = l- >NUM>3 7 lea

>DEN>L

5. The effective rear/front sheers Sev/Sea are calculated via the following formulae:

Sev = Sv 7 p

Sea = Sa 7 p

where:

>TABLE>

However, coefficient p will not be taken to be more than 1.

6. If âa 7 Sea is greater than âv 7 Sev, the value of âv 7 Sev will be taken as being the value for âa 7 Sea.

Article 4.03 Minimum freeboard

In view of the reductions referred to in Article 4.02 the minimum freeboard shall not be less than 0 mm.

Article 4.04 Draught marks

1. The plane of maximum draught shall be determined in such a way that the specifications concerning minimum freeboard and minimum safety clearance are both met at the same time. However, for safety reasons, the inspection body may lay down a greater value for the safety clearance or freeboard.

2. The plane of maximum draught shall be indicated by means of highly visible, indelible draught marks.

3. The draught marks consist of a rectangle 300 mm long and 40 mm deep, the base of which is horizontal and coincides with the plane of the maximum authorised drought. Any differing draught marks shall include such a rectangle.

4. Vessels shall have at least three pairs of draught marks of which one pair shall be centrally located and the two others located, respectively, at a distance from the bow and stern that is equal to roughly one-sixth of the length.

However,

(a) where a vessel is less than 40 m in length it will suffice to affix two pairs of marks at a distance from the bow and stern, respectively, that is equal to a quarter of the length;

(b) where boats are not intended for the carriage of goods, a pair of marks located roughly half way along the vessel will suffice.

5. Marks or indications which cease to be valid following a further inspection shall be deleted or marked as being no longer valid under the supervision of the inspection body. If a draught mark should disappear it may only be replaced under the supervision of an inspection body.

6. Where a vessel has been measured in implementation of the Convention on the gauging of inland waterway vessels and the plane of the measurement marks meets the requirements of this regulation those measurement marks shall take the place of the draught marks; this shall be mentioned in the certificate.

Article 4.05 Maximum loaded draught of craft whose hulls are not always closed so as to be sprayproof and weathertight

If the plane of maximum draught of a vessel is determined by assuming that the holds may be closed in such a way as to make them spray- and weatherproof and if the distance between the plane of maximum draught and the upper edge of the coamings is less than 500 mm the maximum draught for sailing with uncovered holds must be determined.

The following statement shall be entered on the certificate:

'Where the hold hatches are totally or partly covered the vessel may only be loaded up to . . . mm below the draught marks`.

Article 4.06 Draught scales

1. Vessels whose draught may exceed one metre shall bear a draught scale on each of their sides towards the stern; they may bear additional draught scales.

2. The zero points on each draught scale shall be taken vertically to this within the plane running parallel to the plane of maximum draught passing through the lowest point of the hull or of the keel where such exists. The vertical distance above the zero point shall be graduated in decimetres. That graduation shall be located on each scale, from the unladen water line up to 100 mm above the maximum draught by means of punched or chiselled marks, and shall be painted in the form of a highly-visible band in two alternating colours. That graduation shall be identified by at least five figures in five decimetres marked next to the scale and at the top of this.

3. The two stern measurement scales affixed in pursuance of the Convention referred to in Article 4.04, section 6, may replace the draught scales, provided that they include a graduation that meets the requirements plus, where appropriate, figures indicating the draught.

CHAPTER 5 MANOEUVRABILITY

Article 5.01 General

Vessels and trains of vessels shall display adequate navigability and manoeuvrability.

Unpowered vessels intended to be towed shall meet the specific requirements laid down by the inspection body.

Powered vessels and trains of vessels shall meet the requirements set out in Articles 5.02-5.10.

Article 5.02 Navigation tests

1. Navigability and manoeuvrability shall be checked by means of navigation tests. The following, in particular, shall be examined:

>TABLE>

2. The inspection body may dispense with all or part of the tests where compliance with the navigability and manoeuvrability requirements is proven in another manner.

Article 5.03 Test area

1. The navigation tests referred to in Article 5.02 shall be carried out on areas of inland waterways that have been designated by the competent authorities.

2. Those test areas shall be situated on a stretch of running or stagnant water that is if possible straight, at least two kilometres long and sufficiently wide and is equipped with highly-distinctive marks for determining the position of the vessel.

3. It must be possible for the inspection body to plot the hydrological data such as depth of water, width of navigable channel and average speed of the current in the navigation area as a function of the various water levels.

Article 5.04 Degree of loading of vessels and trains of vessels during navigation tests

During navigation tests vessels and trains of vessels intended to carry goods shall be loaded to at least 70 % of their tonnage and loading, distributed in such a way as to ensure a horizontal attitude as far as possible. If the tests are carried out with a lesser load the approval for downstream navigation shall be restricted to that loading.

Article 5.05 Use of on-board facilities for navigation test

1. During the navigation test all of the equipment referred to in items 34 and 52 of the certificate which may be actuated from the wheelhouse may be used, apart from any anchor.

2. However, during the test involving turning into the current referred to in Article 5.10, the anchors may be used.

Article 5.06 Prescribed maximum (forward) speed

1. Vessels and trains of vessels shall achieve a speed in relation to the water of at least 13 km/h. That condition is not mandatory where pusher tugs are operating solo.

2. The inspection body may grant exemptions to vessels and trains of vessels operating solely in estuaries and ports.

Article 5.07 Stopping capacity

1. Vessels and trains of vessels shall be able to stop facing downstream in good time while remaining adequately manoeuvrable.

2. Where vessels and trains of vessels are not longer than 86 m and not wider than 22,90 m the stopping capacity mentioned above may be replaced by turning capacity.

3. The stopping capacity shall be proved by means of stopping manoeuvres carried out within a test area as referred to in Article 5.03 and the turning capacity by turning manoeuvres in accordance with Article 5.10.

Article 5.08 Navigability while going astern

Where the stopping manoeuvre required by Article 5.07 is carried out in stagnant water it shall be followed by a navigation test while going astern.

Article 5.09 Capacity for taking evasive action

Vessels and trains of vessels shall be able to take evasive action in good time. That capacity shall be proven by means of evasive manoeuvres carried out within a test area as referred to in Article 5.03.

Article 5.10 Turning capacity

Vessels and trains of vessels not exceeding 86 m in length or 22,90 m in width shall be able to turn in good time.

That turning capacity may be replaced by the stopping capacity referred to in Article 5.07.

The turning capacity shall be proven by means of turning manoeuvres against the current.

CHAPTER 6 STEERING SYSTEM

Article 6.01 General requirements

1. Vessels shall be fitted with steering system providing at least the manoeuvrability required by Chapter 5 of this annex.

2. Powered steering systems shall be designed in such a way that the rudder cannot change position unexpectedly.

3. The steering system as a whole shall be designed for permanent lists of up to 15 ° and ambient temperatures from - 20° C to + 50° C.

4. The component parts of the steering system shall be rugged enough always to be able to withstand the stresses to which they may be subjected during normal operation. No external forces applied to the rudder shall impair the operating capacity of the steering equipment and its controls.

5. The steering system shall incorporate a powered steering control if so required by the forces needed to actuate the rudder.

6. The power-actuated steering devices shall be protected against overloads by means of a system that restricts the torque applied by the control.

7. The penetrations for the rudder stocks shall be so designed as to prevent the spread of water-polluting lubricants.

Article 6.02 Steering-gear control system

1. If the steering system is power actuated, it must be possible to bring a second control system, or manual control, into use within five seconds if the steering-control system fails or malfunctions.

2. If the second control system or manual control is not placed in service automatically it must be possible to do so immediately by means of a single operation by the helmsman that is both simple and quick.

3. The second control system or manual control shall enable the manoeuvrability required by Chapter 5 of this regulation to be ensured.

Article 6.03 Steering-system hydraulic drive

1. No consumer device may be connected to the hydraulic actuating system for the steering system. Where there are two independent steering controls such a connection to one of the two systems is however acceptable if the consumers are connected to the return line and may be disconnected from the steering control by means of an isolating device.

2. Where there are two hydraulic systems a separate hydraulic reservoir is needed for each of the two systems. However, double reservoirs are acceptable. Hydraulic reservoirs shall be fitted with a warning system that monitors any drop in the oil level below the lowest content level needed for reliable operation.

3. The manoeuvring system does not have to be duplicated if this can be actuated manually or by manually-controlled hydraulic actuation from the wheelhouse.

4. The dimensions, design and arrangement of the pipework shall as far as possible exclude damage to them as a result of mechanical factors or fire.

5. As far as hydraulically-actuated systems are concerned no separate pipework system is required for the second steering system actuation system if independent operation of the two control systems is guaranteed and if the pipework system is able to withstand a pressure at least 1.5 times that of the maximum service pressure.

6. Flexible piping is only permitted where its use is essential in order to damp vibrations or to allow freedom of movement of components. It shall be designed for a pressure that is at least equal to the maximum service pressure.

Article 6.04 Power source

1. Steering systems fitted with two powered actuators shall have at least two power sources.

2. If the second power source for the power-actuated steering system is not constantly available while the vessel is under way the buffer device carrying adequate capacity shall provide back up during the period needed for start up.

3. In the case of electrical power sources no other consumer unit may be supplied by the main power supply for the steering system.

Article 6.05 Manual actuation

1. The hand-operated wheel shall not be driven by the power-actuation system.

2. Regardless of rudder position hand wheel kick-back must be prevented when that manually-operated wheel is engaged automatically.

Article 6.06 Rudder-propeller, water-jet, cycloidal-propeller, and bow-thruster systems

1. Where the thrust vectoring of rudder-propeller, water-jet, cycloidal-propeller or bow-thruster systems is remotely actuated by electric, hydraulic or pneumatic power, there must be two actuation systems, each independent of the other, between the wheelhouse and the system which, by analogy, meet the requirements of Articles 6.01 to 6.06.

Such systems are not subject to this section if they are not needed in order to achieve the manoeuvrability required by Chapter 5 of this regulation or if they are only needed for the stopping test.

2. Where there are several rudder-propeller, water-jet, cycloidal-propeller or bow-thruster systems that are independent of each other the second actuation system is not necessary if the vessel retains the manoeuvrability required by Chapter 5 of this regulation if one of the systems fails.

Article 6.07 Readouts and monitoring

1. The rudder position must be clearly displayed at the steering position. If the rudder-position readout is electric it must have its own power supply.

2. There must be at least the following readouts and monitoring devices at the steering position:

(a) oil level in the hydraulic reservoirs in accordance with Article 6.03, section 2, and service pressure of the hydraulic system;

(b) failure of the electricity supply for the actuation system;

(c) failure of the electricity supply for the drive system;

(d) failure of the rate-of-turn regulator;

(e) failure of the required buffer devices.

Article 6.08 Rate-of-turn regulators

1. The rate-of-turn regulators and their components shall meet the requirements laid down in Article 9.20.

2. The proper functioning of the rate-of-turn regulator must be displayed at the steering position by means of a green warning light.

Any lack of or unacceptable variations in the supply voltage and an unacceptable fall in the speed of rotation of the gyroscope must be monitored.

3. Where, in addition to the rate-of-turn regulator, there are other steering systems, it must be possible to distinguish clearly at the steering position which of these systems has been activated. It must be possible to shift from one system to another immediately. The rate-of-turn regulator must not cause any kick-back in the steering systems.

4. The electricity supply to the rate-of-turn regulator must be independent of that for the other power consumers.

5. The gyroscopes, detectors and turn displays used in the rate-of-turn regulators must meet the minimum requirements of the minimum Specifications and test conditions concerning rate-of-turn displays for inland waterways.

Article 6.09 Acceptance

1. The compliance of the installed steering system must be checked by an inspection body. It may, for this purpose, request the following documents:

(a) description of the steering system;

(b) drawings and information on the steering system actuation systems and of the operating controls;

(c) information concerning the steering system;

(d) electrical wiring diagram;

(e) description of the rate-of-turn regulator;

(f) system-use instructions.

2. Operation of the entire steering system must be checked by means of a navigation test. It must be checked that a predetermined course can be reliably maintained by the rate-of-turn regulators and that bends can be negotiated safely.

CHAPTER 7 WHEELHOUSE

Article 7.01 General

1. Wheelhouses shall be arranged in such a way that the helmsman may at all times perform his task while the vessel is under way.

2. Under normal operating conditions sound pressure generated by the vessel itself and perceived by the helmsman at the steering position shall not exceed 70 dB(A).

3. Where a wheelhouse has been configured for radar navigation by a single person the helmsman shall be able to accomplish his task while seated and all of the display or monitoring instruments and all of the controls needed for operation of the vessel shall be arranged in such a way that the helmsman may use them comfortably while the vessel is under way without leaving his position or losing sight of the radar screen.

Article 7.02 Unobstructed view

1. There must be an adequately unobstructed view in all directions from the steering position.

2. The area of obstructed vision for the helmsman ahead of the vessel in an unladen state with half of its supplies but without ballast shall not exceed 250 m.

The optical means of reducing the area of restricted vision may not be taken into account during the inspection.

3. The helmsman's field of vision at his normal position shall be at least 240 ° from the horizon and at least 140 ° within the semicircle pointing towards the front of the vessel.

No column, post or superstructure shall lie within the normal line of sight of the helmsman.

If no sufficiently unobstructed view is provided towards the rear the inspection body may require other forms of action and in particular the installation of auxiliary optical devices.

4. There must in all weathers be suitable means of providing a clear view through the windscreen.

5. The glazing used in wheelhouses shall display a light transmission of at least 75 %.

Article 7.03 General requirements concerning control, display and monitoring equipment

1. It must be easily possible to place in their position of use those controls that are needed to operate the vessel. That position must be unambiguously clear.

2. The monitoring instruments must be easily legible. It must be possible to adjust their lighting steplessly down to their extinction. Light sources shall be neither intrusive nor impair the legibility of the monitoring instruments.

3. There must be a system for testing the warning lights.

4. It must be possible to establish clearly whether a system is in operation. If its functioning is indicated by means of a warning light this shall be green.

5. Any malfunctioning or failure of systems that require monitoring shall be indicated by means of red warning lights.

6. An audible warning shall sound at the same time that the red warning lights light up. The audible warnings may consist of a single, common signal. The sound pressure level of that signal shall exceed the maximum sound pressure level of the ambient noise at the steering position by at least 3 dB(A).

7. The audible warning system may be switched off after the malfunction or failure has been confirmed. That shutdown shall not prevent the alarm signal from being triggered by other malfunctions. The red warning lights shall only go out when the malfunction has been corrected.

8. The monitoring and display devices shall be automatically connected to an alternative power supply if their own power supply fails.

Article 7.04 Equipment for controlling, displaying and monitoring the operation of the power plants and steering system

1. It must be possible to control and monitor the power plants and steering systems from the steering position. Power plants fitted with a clutch which may be actuated from the steering position, or which drive a rudder - propeller which may be controlled from the steering position, may only be started up and shut down from inside the engine room.

2. The control for each drive engine shall take the form of a single lever which prescribes an arc within a vertical plane that is perceptibly parallel to the longitudinal axis of the vessel. Movement of that lever towards the bow of the vessel shall cause forward motion, whereas movement of the lever towards the stern shall cause the vessel to go astern. Clutch engagement and reversal of the direction of travel shall take place about the neutral position of that lever. A clearly audible click shall indicate that neutral position. The lever travel between neutral and the 'full speed ahead` position and between neutral and the 'full astern` position shall not exceed 90 °.

3. The direction of the power-plant thrust imparted to the vessel and the rotational speed of the propeller or drive engines must be displayed inside wheelhouses that have been designed for radar navigation by one person.

4. The displays and control devices required by Article 6.07, section 2, Article 8.03, section 2, and Article 8.05, section 11, shall be located at this steering position.

5. The steering system for the vessel shall be controlled by means of a lever in wheelhouses that have been designed for radar navigation by one person. It must be possible to move that lever easily by hand. The angular displacement of the lever in relation to the axis of the vessel shall correspond precisely to the displacement of the rudder blades. It must be possible to leave the lever in any given position without that of the rudder blades changing. A clearly perceptible click must indicate the neutral position.

6. Where, in wheelhouses arranged for radar navigation by one person the vessel is fitted with bow rudders or special rudders, particularly for going astern, these shall be actuated by special levers which, by analogy, meet the requirements set out in section 5. That requirement shall also apply where, in trains of craft, the steering system fitted to craft other than those powering the train is used.

7. Where rate of turn regulators are used it must be possible for the rate of turn control to be released in any given position without altering the speed selected.

The control must turn through a wide enough arc to guarantee adequately precise positioning. The neutral position must be clearly distinguished from the other position. It must be possible to set the scale illumination so as to be infinitely variable.

8. The remote-control equipment for all of the steering system must be installed in a permanent manner and be arranged in such a way that the course selected is clearly visible. If the remote control equipment can be disengaged it must be equipped with a read-out displaying the situation 'in service` or 'not in service`. The disposition and manipulation of the controls must be functional.

Impermanent remote-control equipment for systems that are subsidiary to the steering system, such as active bow thruster, shall be acceptable provided that such a subsidiary installation can be activated by means of an override at any time within the wheelhouse.

9. In the case of propeller-rudder, water-jet, cycloidal-propeller and bow-rudder systems, equivalent devices shall be acceptable as control, display and monitoring devices.

The requirements set out in sections 1-8 shall apply, by analogy, in view of the specific characteristics and arrangements selected for the steering and drive controls referred to above. The direction of the thrust acting on the vessel or the direction of the jet must be clearly indicated for each installation, account being taken of its position.

Article 7.05 Control and monitoring of signal lights, light signals and sound signals

1. In this Article the term

(a) 'signal lights` means the mast, side and stern lights, and the lights visible from all sides, the blue flashing lights and the blue lights for the carriage of dangerous substances;

(b) 'light signals` means the lights accompanying the audible signals and the light assigned to the blue panel.

2. Warning lights or any other equivalent device for monitoring the signal lights shall be installed in the wheelhouse unless that monitoring can be performed direct from the wheelhouse.

3. In wheelhouses designed for radar navigation one person warning lights must be installed on the control panel in order to monitor the signal lights and the light signals. Signal-light switches must be included in the warning lights or be adjacent to these.

The layout and colour of the warning lights for the signal lights and light signals must correspond to the actual position and colour of those lights and signals. The failure of a signal light or light signal to function must cause the corresponding warning light to go out or to be signalled in another manner by the corresponding warning light.

4. The audible warning devices shall be foot actuated in wheelhouses that have been designed for radar navigation by one person. That requirement shall not apply to the 'do not approach` signal in line with the police instructions in force in the Member States.

Article 7.06 Radar installations and rate-of-turn indicators

1. The radar equipment and rate of turn indicators must be of a type that has been approved by the competent authorities. The requirements concerning installation and operational monitoring must be met.

The rate of turn indicator must be located ahead of the helmsman and within his field of vision.

2. In wheelhouses designed for radar navigation by one person:

(a) the radar screen shall not be significantly to one side of the line of sight of the helmsman in its normal position;

(b) the radar image shall continue to be perfectly visible, without a mask or screen, whatever the lighting conditions applying outside the wheelhouse;

(c) the rate of turn indicator shall be installed directly above or below the radar image or be incorporated into this.

Article 7.07 Radio telephony systems for vessels with wheelhouses designed for radar navigation by one person

1. Where vessel wheelhouses have been designed for radar navigation by one person reception from the vessel-vessel networks and that of nautical information shall be via a loudspeaker, and outgoing communications via a fixed microphone. Send/receive shall be selected by means of a push-button.

It shall not be possible to use the microphones in those networks for the public correspondence network.

2. It must be possible for reception to take place from the helmsman's seat on vessels whose wheelhouse has been designed for radar navigation by one person and which have been equipped with a radio telephone system for the public telephone network.

Article 7.08 Sound links on board

There must be a sound link for internal communications on board vessels whose wheelhouse has been designed for radar navigation by one person.

It must be possible to establish sound links from the steering position:

(a) with the bow of the vessel or train of vessels;

(b) with the stern of the vessel or train of vessels if no other communication is possible from the steering position;

(c) with the crew accommodation;

(d) with the skipper's cabin.

Reception at all of these sound-link positions shall be via high speaker, and transmission shall be via a fixed microphone. The link with the front and rear of the vessel or train of vessels may be of the radio-telephone type.

Article 7.09 Alarm system

1. There must be an independent alarm system enabling the accommodation, engine rooms and, where appropriate, the separate pump rooms to be reached.

2. The helmsman must have within reach an on/off switch controlling the alarm signal; switches which automatically return to the off position when released are not acceptable.

3. The sound pressure level for the alarm signal shall be at least 75 dB(A) within the accommodation area.

In the engine rooms and pump rooms the alarm signal shall take the form of a flashing light that is visible on all sides and clearly perceptible at all points.

Article 7.10 Heating and ventilation

Wheelhouses shall be equipped with a heating and ventilation system that can be regulated.

Article 7.11 Stern-anchor operating equipment

It must be possible for the helmsman to drop the stern anchor from his position on board vessels and trains of vessels whose wheelhouse has been designed for radar navigation by one person and whose length exceeds 86 m and whose width exceeds 22,90 m.

Article 7.12 Retractable wheelhouses

It must be possible for variable-height wheelhouses to be fitted with an emergency lowering system.

All lowering operations shall automatically trigger a clearly audible warning signal. That requirement shall not apply if the risk of corporal injury which may result from the lowering is prevented by appropriate design features.

It must be possible to leave the wheelhouse safely whatever its position.

Article 7.13 Entry in the inspection certificate that vessels have special wheelhouse arrangements for radar navigation by one person

Where a vessel complies with Article 7.01, 7.04-7.08, and 7.11 in respect of wheelhouses that have been designed for radar navigation by one person, the following statement shall be entered in the certificate:

'The vessel has special wheelhouse arrangements for steering on radar by one person`.

CHAPTER 8 ENGINE DESIGN

Article 8.01 General

1. Engines and their ancillaries shall be designed, built and installed in accordance with the state of the art.

2. Installations requiring close inspection such as steam boilers, other pressure vessels and their accessories, together with lifts, shall meet the regulations applying in one of the Member States of the Community.

3. Only internal-combustion engines burning fuels having a flashpoint of more than 55 °C may be installed.

Article 8.02 Safety equipment

1. Engines shall be installed and fitted in such a way as to be adequately accessible for operation and maintenance and shall not endanger the persons assigned to those tasks. It must be possible to make them secure against inadvertent starting.

2. Power plants, ancillaries, boilers and pressure vessels, together with their accessories, must be fitted with safety devices.

3. It must be possible, where so needed, also to shut down the motors driving the blower and suction fans from outside the premises in which they are located, and from outside the engine room.

Article 8.03 Power plant

1. It shall be possible to start, stop or reverse the power plant safety and quickly.

2. The following shall be monitored by suitable devices which trigger an alarm once a critical level has been reached:

(a) the temperature of the main-engine cooling water;

(b) the lubricating-oil pressure for the main engines and transmissions;

(c) the oil and air pressure of the main engine reversing units, reversible transmissions or propellers.

3. Where vessels have only one drive engine that engine shall not be shut down automatically except in order to protect against over-revving.

4. Shaft bushings shall be designed in such a way as to prevent the spread of water-polluting lubricants.

Article 8.04 Engine exhaust system

1. The exhaust gases shall be ducted out of the vessel in their entirety.

2. All suitable steps shall be taken to avoid ingress of the exhaust gases into the various compartments. Exhaust pipes passing through accommodation or the wheelhouse shall, within these, be covered by protective gas-tight sheathing. The gap between the exhaust pipe and this sheathing shall be open to the outside air.

3. The exhaust pipes shall be arranged and protected in such a way that they cannot cause a fire.

4. The exhaust pipes shall be suitably insulated or cooled in the engine rooms. Protection against physical contact may suffice outside the engine rooms.

Article 8.05 Fuel tanks, pipes and accessories

1. Liquid fuels shall be stored in steel tanks or, if so required by the design of the vessel, in any equivalent material in terms of fireproofing, this forming part of the hull or being firmly attached to this. That requirement shall not apply to tanks having a capacity of no more than 12 litres that have been incorporated in ancillaries at the factory. Fuel tanks shall not have common surfaces with drinking-water tanks.

2. Tanks and their pipework and other accessories shall be laid out and arranged in such a way that neither fuel nor gas may accidentally reach the inside of the vessel. Tank valves intended for fuel sampling or water drainage shall close automatically.

3. No fuel tanks may be located ahead of the transverse watertight bulkhead.

4. Daily-supply tanks and their fittings shall not be located above engines or exhaust pipes.

5. The filler orifices for fuel tanks shall be marked distinctly.

6. The orifice for the liquid-fuel tank filler necks shall be on the deck, except for the daily-supply tanks. The filler neck shall be fitted with a cap. Such tanks shall be fitted with a breather pipe terminating in the open air above the deck and arranged in such a way that no water ingress is possible.

Its section shall be at least 1,25 times the cross section of the filler neck.

7. At tank outlets the pipework for the distribution of liquid fuels shall be fitted with a shutoff device that can be operated from the deck.

That requirement shall not apply to tanks mounted directly on the engine.

8. Fuel pipes, their connections, seals and fittings shall be made of materials that are able to withstand the mechanical, chemical and thermal stresses to which they are likely to be subjected. The fuel pipes shall not be subjected to any damaging effects of heat and it must be possible to monitor them throughout their length.

9. Fuel tanks shall be provided with a capacity-gauging device that is legible right up to the maximum filling level. The checking tubes shall be effectively protected against impacts, shall be fitted with automatically closing taps at their base and shall be attached at their upper part to the tanks above their maximum filling level. The material used for the checking tubes shall not deform under normal ambient temperatures.

10. Liquid-fuel tanks shall be provided with openings having leak-proof closures that are intended to permit cleaning and inspection.

11. Fuel tanks directly supplying the power plants and the engines needed for navigation purposes shall be fitted with a device emitting both visual and audible signals in the engine room if their level of filling is not sufficient to ensure continued reliable operation.

Article 8.06 Bilge pumping and drainage systems

1. It shall be possible to pump each sealed compartment dry separately. However, that requirement shall not apply to compartments that are normally sealed hermetically during operation.

2. Vessels requiring a crew shall be equipped with two separate bilge pumps which shall not be installed within the same space. At least one of these shall be motor driven. However, if the power units for such vessels develop less than 225 kW or weight less than 350 tonnes gross respectively, or where vessels not intended for the carriage of goods have a displacement of less than 250 m³, either a manually-operated or motor-driven pump will suffice.

Each of the required pumps shall be capable of use on each sealed compartment.

3. The pumping capacity of the first bilge pump shall be calculated via the formula:

Q1 = 0,1 7 d1² [l/min]

d1 is calculated via the formula:

d1 = 1,5 7 √ L (B + H) + 25 [mm]

The pumping capacity of the second bilge pump shall be calculated, in l/min via the following formula:

Q2 = 0,1 7 d2² [l/min]

d2 is calculated by the formula:

d2 = 2 7 √ l (B + H) + 25 [mm]

However, the value d2 may be taken no to exceed value d1. The length of the longest sealed compartment shall be taken to be 1 in order to determine Q2.

In these formulae:

>TABLE>

4. Where the drainage pumps are connected to a drainage system the drainage pipes shall have an internal diameter of at least d1, in mm, and the drainage spurs an internal diameter of at least d2, in mm.

Where vessels are less than 25 m in length these values may be reduced to 35 mm.

5. Only self-priming drainage pumps are acceptable.

6. There must be at least one strainer on both the starboard and port sides of all flat-bottomed, drainable compartments that are wider than five metres.

7. It may be possible to drain the rear beak via the main engine room by means of an easily accessible, automatically closable set of pipes.

8. The drainage spurs for the various compartments shall be linked to the main drain by means of a lockable non-return valve.

The compartments or other spaces fitted out for ballast may only be linked to the drainage system by means of a single closing device. That requirement shall not apply to holds fitted out for ballast. Such holds shall be filled with ballast water by means of ballast piping that is permanently installed and independent of the drainage pipes, or by means of spurs consisting of flexible pipes or intermediate pipes that can be connected to the main drain. Water intake valves located in the base of the hold shall not be permitted for this purpose.

9. The hold bottoms shall be fitted with depth gauges.

10. Where a drainage system incorporates permanently fixed pipework the bilge-bottom drainage pipes intended to extract oily water shall be equipped with closures that have been sealed in position by an inspection body. The number and position of those closures shall be entered on the certificate.

Article 8.07 Oily-water and drained-oil stores

1. It shall be possible to store water made oily by operation on board. The engine-room hold bottom is considered to be a store for this purpose.

2. In order to store spent oils there shall, in the engine room, be one or several specific recipients whose capacity corresponds to at least 1,5 times the quantity of the waste oils from the sums of all of the internal combustion engines and all of the equipment installed, together with the hydraulic fluids from the hydraulic-fluid reservoirs.

The connections used in order to empty the recipients referred to above shall comply with European standard EN 1305.

3. Where vessels are only used on short-haul work the inspection body may grant exemptions from the requirements of section 2.

Article 8.08 Noise emitted by vessels

1. The noise produced by a vessel under way, and in particular the engine induction and exhaust noises, shall be damped by using appropriate means.

2. The noise generated by a vessel shall not exceed 75 dB(A) at lateral distance of 25 m from the outer hull.

3. Apart from transhipment operations the noise generated by a stationary vessel shall not exceed 65 dB(A) at a lateral distance of 25 m.

CHAPTER 9 ELECTRICAL EQUIPMENT

Article 9.01 General

1. Where there are no specific requirements concerning certain parts of an installation the safety level shall be considered satisfactory where those parts have been produced in accordance with an approved European standard or in accordance with the requirements of an approved classification society.

The relevant documents shall be submitted to the inspection body.

2. Documents containing the following, and duly stamped by the inspection body, shall be kept on board:

(a) general drawings concerning all of the electrical equipment;

(b) switching diagrams for the main control panel, the emergency-installation panel and the distribution panels, together with the most important technical data such as the amperage and rated current of the protection and control devices;

(c) power data concerning the electrical service equipment;

(d) types of cable and statement of conductor cross sections.

It is not necessary to keep such documents on board uncrewed craft, but they must be available at all times from the owner.

3. The equipment shall be designed for permanent lists of up to 15 ° and ambient inside temperatures of between 0 and +40 °C, and on the deck between -20 °C and +40 °C. It shall function perfectly at those limits.

4. The electrical and electronic equipment and appliances shall be fully accessible and easy to maintain.

Article 9.02 Electricity supply systems

1. Where craft are fitted with an electrical system that system shall in principle have at least two power sources in such a way that where one power source fails the remaining source is able to supply the equipment needed for navigational safety for at least 30 minutes.

2. Adequate sizing of the power supply shall be demonstrated by means of a power budget. An appropriate simultaneity factor may be taken into account.

3. Independently of Section 1 above, Article 6.04 shall apply to the power supplies for the steering system (rudder installations).

4. The power supplies referred to in Section 1 shall be independent of each other on board passenger vessels.

5. Article 9.18 shall apply to emergency power supplies on board day-excursion vessels whose length LF is not less than 25 m, and on vessels with cabins.

Article 9.03 Protection against physical contact, the insertion of solid objects and the infiltration of water

The type of minimum protection for parts of permanent fixtures shall be as set out in the table.

>TABLE>

Article 9.04 Explosion proofing

Only electrical equipment that has been explosion proofed, (safety-certified) may be installed in premises where potentially explosive gases or mixtures of gases are likely to accumulate, such as compartments set aside for accumulators or the storage of highly inflammable products. No light switches or other electrical appliances shall be installed on those premises. The explosion proofing shall take account of the characteristics of the potentially explosive gases or mixtures of gases that are likely to arise (explosion-potential group, temperature class).

Article 9.05 Earthing

1. Systems with a voltage of more than 50 V need to be earthed.

2. Metal parts that are open to physical contact and which, during normal operation, are not electrically live, such as engine frames and casings, appliances and lighting equipment, shall be earthed separately where these are not in electrical contact with the hull as a result of their installation.

3. The housings of electrical receivers of the mobile and portable type shall, during normal use, be earthed by means of an additional neutral conductor that is incorporated into the power cable.

That prescription does not apply where a circuit-separation transformer is used, nor to appliances fitted with protective insulation (double insulation).

4. The cross section of the earthing conductors shall be not less than as set out in the table:

>TABLE>

Article 9.06 Maximum permissible voltages

1. The following voltages shall not be exceeded:

>TABLE>

2. If the required protective measures are applied higher voltages are acceptable:

(a) for power installations where their power so requires;

(b) for special on-board installations such as radio and ignition systems.

Article 9.07 Distribution systems

1. The following distribution systems are allowed for direct and single-phase alternating current:

(a) two-conductor systems of which one is earthed (L1/N/PE);

(b) single-conductor systems using the hull-return principle, only for local installations (for example, starting gear for combustion engines, cathodic protection) (L1/PEN);

(c) two-conductor systems that are insulated from the hull (L1/L2/PE).

2. The following distribution systems are allowed for three-phase alternating current:

(a) four-conductor systems with earthing of the neutral point, not using the hull return principle (L1/L2/L3/N/PE) = network (TN-S) or network (lT);

(b) three-conductor systems insulated from the hull (L1/L2/L3/PEN);

(c) three-conductor systems with earthing of the neutral point using the hull return principle except for terminal circuits (L1/L2/L3/PEN).

3. The inspection body may allow the use of other systems.

Article 9.08 Connection to the shore or other external networks

1. Incoming supply lines from landbased networks or other external networks to the installations of the onboard network shall have a permanent connection on board in the form of fixed terminals or fixed plug sockets. The cable connections shall not be subjected to any pulling toad.

2. The hull shall be capable of being earthed effectively when the connection voltage exceeds 50 V. The earthing connection shall be specially marked.

3. The switching devices for the connection shall be capable of being locked so as to prevent the concurrent operation of the onboard network generators and the shore network or another external network. A brief period of concurrent operation shall be permitted when changing from one system to another without a break in voltage.

4. The connection shall be protected against short circuits and overloads.

5. The main switchboard shall indicate whether the connection is live.

6. Indicator devices shall be installed to enable polarity to be compared, in the case of direct current, and phase sequence in the case of alternating current, between the connection and the onboard network.

7. A panel on the connection shall indicate:

(a) the measures required to make the connection;

(b) the types of current and the nominal voltage and, for alternating current, the frequency.

Article 9.09 Power supply to other craft

1. When power is supplied to other craft, a separate connection shall be used. If power sockets rated at more than 16 A are used to supply current to other craft, steps shall be taken to ensure (for example, by the use of switches or interlocks) that connection and disconnection can take place only when the line is dead.

2. Cables and their connections shall not be subjected to any pulling load.

3. Article 9.08, (3) to (7), shall apply by analogy.

Article 9.10 Generators and motors

1. Generators, motors and their terminal boxes shall be accessible for checks, measurements and repairs. The type of protection shall correspond to their location (see Article 9.03).

2. Generators driven by the main power plant, the propeller shaft or by an ancillary set intended for another function shall be designed as a function of the range of rotational speeds which can occur during operation.

Article 9.11 Accumulators

1. Accumulators shall be accessible and so arranged as not to shift with movements of the craft. They shall not be placed where they will be exposed to excessive heat, extreme cold, spray, steam or vapour.

They shall not be installed in the wheelhouse, accommodation or holds. This requirement shall not apply to accumulators for portable appliances, or to accumulators requiring a charging power of less than 0,2 kW.

2. Accumulators requiring a charging power of more than 2,0 kW (calculated on the basis of the maximum charging current and the nominal voltage of the accumulator and taking into account the characteristic charging curve of the charging appliance) shall be installed in a special room. If placed on deck they may also be enclosed in a cabinet.

Accumulators requiring a charging power not exceeding 2,0 kW may also be installed below decks in a cabinet or chest. They may also be installed in an engine room or any other well-ventilated space provided that they are protected against falling objects and dripping water.

3. The interior surfaces of all rooms, cabinets or boxes, shelving or other built-in features intended for accumulators shall be protected against the harmful effects of the electrolyte.

4. Provision shall be made for effective ventilation when accumulators are installed in a closed compartment, cabinet or chest. Forced-draught ventilation shall be provided for nickel-cadmium accumulators requiring a charging power of more than 2 kW and for lead-acid accumulators requiring more than 3 kW.

The air shall enter at the bottom and be discharged at the top so as to ensure total gas extraction.

Ventilation ducts shall not include any devices which obstruct the air flow, such as stop valves.

5. The required air throughput (Q) shall be calculated by the following formula:

Q = 0,11 7 I 7 n [m³/h]

where

>TABLE>

In the case of buffer accumulators within the onboard network other methods of calculation taking into account the characteristic charging curve of the charging device may be accepted by the inspection body, provided that these methods are based on the provisions of approved classification societies or on relevant standards.

6. Where natural ventilation is used the cross-section of the ducts shall be sufficient for the required air throughput on the basis of an air-flow velocity of 0,5 m/sec. The cross-section shall be at least 80 cm² for lead-acid accumulators and 120 cm² for nickel-cadmium accumulators.

7. Where forced-draught ventilation is used a fan shall be provided - preferably of the suction type - whose motor shall be clear of the gas or air stream.

Fans shall be so designed as to preclude the generation of sparks through contact between a blade and the fan casing and to avoid any electrostatic charg