Council Directive 98/18/EC of 17 March 1998 on safety rules and standards for passenger ships
Date: 1998-03-17
Institutions: Council of the European Union
Subjects: International Maritime Organisation, carriage of passengers, maritime safety, maritime transport, safety standard, transport safety

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I

(Acts  whose  publication  is  obligatory)

COUNCIL  DIRECTIVE  98/18/EC

of  17  March  1998

on  safety  rules  and  standards  for  passenger  ships

THE  COUNCIL  OF  THE  EUROPEAN  UNION,

Having  regard  to  the  Treaty  establishing  the  European
Community,  and  in  particular  Article  84(2)  thereof,

Having  regard  to  the  proposal  from  the  Commission (1),

Having regard to the opinion of the Economic and Social
Committee (2),

Acting  in  accordance  with  the  procedure  laid  down  in
Article  189c  of  the  Treaty (3),

(1)  Whereas  within  the  framework  of  the  common
transport  policy  further  measures  must  be  adopted
to  enhance  safety  in  maritime  transport;

latest  shipping  casualties 

(2)  Whereas  the  Community  is  seriously  concerned
in  which
about  the 
involved  resulting 
in  a
passenger  ships  were 
life;  whereas  persons  using
massive 
passenger  ships  and  high  speed  passenger  craft
throughout  the  Community  have  the  right  to
expect and to rely on an appropriate level of safety
on  board;

loss  of 

to 

of  measures 

introduction 
encourage
improvements  in  the  safety  and  health  of  workers
at  work (4)  and  the  relevant  provisions  of  its
relevant  individual  directives  are  applicable  to  the
use  of  such  equipment  on  passenger  ships  engaged
on  domestic  voyages;

(4)  Whereas  the  provision  of  maritime  passenger
transport  services  between  Member  States  has
already  been  liberalised  by  Regulation  (EEC)  No
4055/86 (5);  whereas 
the
principle  of 
to
freedom 
States
maritime 
(maritime  cabotage),  provided  for  by  Regulation
(EEC)  No  3577/92 (6),  will  be 
completed
throughout  the  Community  within  the  next  few
years;

the  application  of 
to  provide  services 

transport  within  Member 

(5)  Whereas  to  attain  a  high  level  of  safety,  and  to
remove barriers to trade, it is necessary to establish
harmonised  safety  standards  at  an  appropriate
level  for  passenger  ships  and  craft  operating
domestic  services;  whereas  standards  for  vessels
operating 
being
International  Maritime
developed  within 
Organisation 
this  Directive
(IMO);  whereas 
introduces  procedures  to  request  action  at  IMO  in
order 
for
line 
international  voyages  with  the  standards  of  this
Directive;

international 
the 

to  bring 

standards 

voyages 

are 

the 

in 

(3)  Whereas  work  equipment  and  personal  protective
equipment  of  workers  are  not  covered  by  this
Directive,  because 
the  provisions  of  Council
Directive  89/391/EEC  of  12  June  1989  on  the

(1)  OJ  C  238,  16.8.1996,  p.  1.
(2)  OJ  C  212,  22.7.1996,  p.  21.
(3)  Opinion  of  the  European  Parliament  of  5  September  1996
(OJ  C  277,  23.9.1996,  p.  19),  Council  Common  Position  of
17  June  1997  (OJ  C  293,  26.9.1997,  p.  1)  and  Decision  of
the  European  Parliament  of  6  November  1997  (OJ  C  358,
24.11.1997,  p.  27).

(6)  Whereas,  as  proposed  by  the  Commission  in  its
communication  ‘A  Common  Policy  on  Safe  Seas’,
the Council, in its Resolution of 8 June 1993 on a
common  policy  on  safe  seas (7),  and  the  European
Parliament, inter alia in  its  Resolution  on  safety  at

(4)  OJ  L  183,  29.6.1989,  p.  1.
(5)  OJ  L  378,  31.12.1986,  p.  1.
(6)  OJ  L  364,  12.12.1992,  p.  7.
(7)  OJ  C  271,  7.10.1993,  p.  1.

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sea of 27 October 1994 (1), urged the Commission
to  submit  as  soon  as  possible  formal  proposals
concerning  safety  rules  for  passenger  ships  when
engaged  on  domestic  voyages;

distinctions 
in  the  safety  requirements  to  be
respected  between  new  and  existing  ships  since
imposing  the  rules  for  new  ships  on  existing  ships
would  imply  such  extensive  structural  changes  as
to  make  them  economically  unviable;

(7)  Whereas,  in  view,  in  particular,  of  the  internal
market dimension of maritime passenger transport,
action at Community level is the only possible way
to  establish  a  common  level  of  safety  for  ships
throughout  the  Community;

the  appropriate 

(8)  Whereas, in view of the proportionality principle, a
Council  Directive 
legal
is 
instrument  as  it  provides  a  framework  for  a
uniform  and  compulsory  application  of  the  safety
standards by Member States, while leaving to each
Member 
the
implementation  tools  that  best  fit  its  internal
system;

decide 

State 

right 

the 

to 

(9)  Whereas  in  the  interests  of  improving  safety  and
avoiding  distortions  of  competition  the  common
safety  requirements  should  apply  to  passenger
ships  and  high  speed  passenger  craft  engaged  on
domestic  voyages  in  the  Community,  irrespective
of the flag they fly; whereas it is however necessary
to  exclude  some  categories  of  ships  for  which  the
rules  of  this  Directive  are  technically  unsuitable  or
economically unviable;

(10)  Whereas  passenger  ships  should  be  divided  into
different  classes  depending  upon  the  range  and
conditions  of  the  sea  areas  in  which  they  operate;
whereas  high  speed  passenger  craft  should  be
categorised  in  accordance  with  the  provisions  of
the  High  Speed  Craft  Code  established  by  the
IMO;

Sea  Convention, 

(11)  Whereas  the  main  reference  framework  for  the
safety  standards  should  be  the  1974  Safety  of  Life
at 
amended,  which
encompasses  internationally  agreed  standards  for
passenger  ships  and  high  speed  passenger  craft
engaged  on 
international  voyages,  as  well  as
appropriate  Resolutions  by  the  IMO  and  other
measures  complementing  and 
interpreting  this
Convention;

as 

(12)  Whereas  the  various  classes  of  both  new  and
require  a  different
existing  passenger 
approach 
for  establishing  safety  requirements
guaranteeing  an  equivalent  safety  level  in  view  of
the  specific  needs  and  limitations  of  these  various
to  make
classes;  whereas 

is  appropriate 

ships 

it 

(13)  Whereas  the  financial  and  technical  implications
arising  from  the  upgrading  of  existing  ships  to  the
standards  provided  for  by  the  Directive  justify
certain transitional periods; whereas in the light of
the  very  significant  number  of  islands  in  Greece,
and  the  need  to  maintain  constant  frequent
maritime  connections  between 
the
serious  effect  on  such  transport  operations  and
related  employment  which  would  arise  by
immediate 
application  of  major  upgrading
requirements  to  existing  ships  of  more  than  27
years  of  age  on  1  October  2000,  it  is  appropriate
to provide for derogations from these requirements
for  such  vessels  operating  exclusively  between
ports  in  Greece,  the  operation  of  which  will  cease
on  all  domestic  voyages  in  the  Community  not
later than on the date on which they reach the age
of  35  years;

them  and 

(14)  Whereas  in  view  of  the  substantial  differences  in
conception,  construction  and  use  of  high  speed
passenger  craft  compared  to  traditional  passenger
ships,  such  craft  should  be  required  to  respect
special rules;

(15)  Whereas  shipborne  marine  equipment,  complying
with  the  provisions  of  Council  Directive  96/98/EC
of  20  December  1996  on  marine  equipment (2),
when  installed  on  board  a  passenger  ship,  should
not  be  subject  to  additional  tests  since  such
equipment  is  already  subject  to  the  standards  and
procedures  of  that  Directive;

(16)  Whereas  in  order  to  ensure  full  application  of  this
Directive,  Member  States  should 
lay  down  a
system  of  penalties  for  breaching  the  national
provisions  adopted  pursuant  to  this  Directive  and
may  control  the  compliance  with  the  provisions  of
this  Directive  based  on  those  envisaged  in  Council
Directive 95/21/EC of 19 June 1995 concerning the
enforcement, 
shipping  using
respect  of 
Community  ports  and  sailing  in  the  waters  under
jurisdiction  of  the  Member  States,  of  international
standards  for  ship  safety,  pollution  prevention  and
shipboard  living  and  working  conditions  (port
State  control) (3);

in 

(1)  OJ  C  323,  21.11.1994,  p.  176.

(2)  OJ  L  46,  17.2.1997,  p.  25.
(3)  OJ  L  157,  7.7.1995,  p.  1.

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requirements 

(17)  Whereas,  subject  to  control  under  the  Committee
procedure,  Member  States  may  adopt  additional
if 
safety 
local
the  use  of  equivalent
circumstances,  permit 
the
exemptions 
standards,  or  adopt 
provisions of this Directive under certain operating
conditions,  or  adopt 
in
exceptional  dangerous  circumstances;

safeguard  measures 

justified 

from 

by 

(18)  Whereas it is necessary for a Committee composed
of  the  representatives  of  the  Member  States  to
assist  the  Commission  in  the  effective  application
of  this  Directive;  whereas  the  Committee  set  up  in
Article  12  of  Council  Directive  93/75/EC  of  13
September 
minimum
requirements  for  vessels  bound  for  or  leaving
Community  ports  and  carrying  dangerous  or
polluting  goods (1)  can  assume  this  function;

concerning 

1993 

(19)  Whereas  certain  provisions  of  this  Directive,  as
well  as  Annex  I,  may  be  adapted  through  this
Committee  to  take  account  of  developments  at
international  level  and  specifically  amendments  to
International  Conventions;

(20)  Whereas 

for 

the 

the 

control  of 

effective
implementation  and  enforcement  of  this  Directive,
surveys  are  to  be  carried  out  on  new  and  existing
passenger ships and craft; whereas compliance with
this Directive has to be certified by or on behalf of
the  administration  of  the  flag  State,

HAS  ADOPTED  THIS  DIRECTIVE:

Article  1

Purpose

The  purpose  of  this  Directive  is  to  introduce  a  uniform
level  of  safety  of  life  and  property  on  new  and  existing
passenger  ships  and  high  speed  passenger  craft,  when
both  categories  of  ships  and  craft  are  engaged  on
domestic  voyages,  and  to  lay  down  procedures  for
negotiation  at  international  level  with  a  view  to  a
harmonisation  of  the  rules  for  passenger  ships  engaged
on  international  voyages.

Article  2

Definitions

(a) ‘International  Conventions’  means 

1974
International  Convention  for  the  Safety  of  Life  at  Sea
(the  1974  Solas  Convention),  and 
the  1966
International  Convention  on  Load  Lines,  together
with  Protocols  and  amendments  thereto  in  force  on
the  date  of  adoption  of  this  Directive;

the 

(b) ‘Intact  Stability  Code’  means  the  ‘Code  on  Intact
Stability  for  all  types  of  ships  covered  by  IMO
Instruments’  contained  in  IMO  Assembly  Resolution
A.749  (18)  of  4  November  1993,  as  amended  at  the
date  of  adoption  of  this  Directive;

(c) ‘High  Speed  Craft  Code’  means  the  ‘International
Code  for  Safety  of  High  Speed  Craft’  contained  in
IMO Maritime Safety Committee Resolution MSC 36
(63)  of  20  May  1994,  as  amended  on  the  date  of
adoption  of  this  Directive;

(d) ‘GMDSS’  means  the  Global  Maritime  Distress  and
Safety System as laid down in Chapter IV of the 1974
Solas Convention, as amended at the date of adoption
of  this  Directive;

(e) ‘a  passenger  ship’  means  a  ship  which  carries  more

than  12  passengers;

(f)  ‘a high speed passenger craft’ means a high speed craft
as  defined  in  Regulation  1  of  Chapter  X  of  the  1974
Solas Convention, as amended at the date of adoption
of  this  Directive,  which  carries  more  than  12
passengers;

passenger  ships  engaged  on  domestic  voyages  in  sea
areas  of  Class  B,  C  or  D  shall  not  be  considered  as
high  speed  passenger  craft  when:

—  their  displacement  corresponding  to  the  design

waterline  is  less  than  500  m3,  and

—  their  maximum  speed,  as  defined  in  paragraph
1.4.30  of  the  High  Speed  Craft  Code,  is  less  than
20  knots;

(g) ‘a new ship’ means a ship the keel of which is laid or
which  is  at  a  similar  stage  of  construction  on  or  after
the  date  established  by  Article  14(1).  A  similar  stage
of  construction  means  the  stage  at  which:

(i)  construction 
begins;  and

identifiable  with  a  specific  ship

(ii) assembly  of  that  ship  has  commenced  comprising
at least 50 tonnes or 1 % of the estimated mass of
all  structural  material,  whichever  is  less;

(h) ‘an  existing  ship’  means  a  ship  which  is  not  a  new

For  the  purpose  of  this  Directive  and  its  Annexes,

ship;

(1)  OJ  L  247,  5.10.1993,  p.  19.

(i)  ‘a  passenger’  is  every  person  other  than:

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

(ii) a  child  under  one  year  of  age;

(j)  ‘length of a ship’ unless expressly provided otherwise,
means  96 %  of  the  total  length  on  a  water  line  at
85 %  of  the  least  moulded  depth  measured  from  the
top of the keel, or the length from the fore side of the
stem to the axis of the rudder stock on that waterline,
if that be greater. In ships designed with a rake of keel
the  waterline  on  which  this  length  is  measured  shall
be  parallel  to  the  designed  waterline;

(k) ‘bow  height’  means  the  bow  height  defined 

in
Regulation  39  of  the  1966  International  Convention
on  Load  Lines  as  the  vertical  distance  at  the  forward
perpendicular  between  the  waterline  corresponding  to
the  assigned  summer  freeboard  and  the  designed  trim
and  the  top  of  the  exposed  deck  at  side;

(l)  ‘ship  with  a  full  deck’  means  a  ship  that  is  provided
with  a  complete  deck,  exposed  to  weather  and  sea,
which has permanent means of closing all openings in
the weatherpart thereof and below which all openings
in  the  sides  of  the  ship  are  fitted  with  permanent
means  of  at  least  weathertight  closing.

The  complete  deck  may  be  a  watertight  deck  or
equivalent  structure  consisting  of  a  non-watertight
deck  completely  covered  by  a  weathertight  structure
of  adequate  strength  to  maintain  the  weathertight
integrity  and 
closing
appliances;

fitted  with  weathertight 

(m) ‘international  voyage’  means  a  voyage  by  sea  from  a
port  of  a  Member  State  to  a  port  outside  that
Member  State,  or  conversely;

(n) ‘domestic voyage’ means a voyage in sea areas from a
port  of  a  Member  State  to  the  same  or  another  port
within  that  Member  State;

(o) ‘sea area’ means an area as established pursuant to the

provision  of  Article  4(2).

However,  for  the  application  of  the  provisions  on
radiocommunication  the  definitions  of  sea  areas  will
be  those  defined  in  Regulation  2,  Chapter  IV  of  the
1974  Solas  Convention;

(p) ‘port  area’  means  an  area  other  than  a  sea  area,  as
defined  by  the  Member  States,  extending  to  the
outermost  permanent  harbour  works  forming  an
integral  part  of  the  harbour  system,  or  to  the  limits
defined by natural geographical features protecting an
estuary  or  similar  sheltered  area;

(q) ‘place  of  refuge’  means  any  naturally  or  artificially
sheltered  area  which  may  be  used  as  a  shelter  by  a
ship  or  craft  under  conditions  likely  to  endanger  its
safety;

(r) ‘administration of the flag State’ means the competent
authorities  of  the  State  whose  flag  the  ship  or  craft  is
entitled  to  fly;

(s) ‘host  State’  means  a  Member  State  to  or  from  whose
port(s) a ship or craft, flying another flag than the flag
of  that  Member  State,  is  carrying  out  domestic
voyages;

(t)  ‘recognised  organisation’  means  an  organisation
recognised  in  conformity  with  Article  4  of  Council
Directive  94/57/EC  of  22  November  1994  on
common  rules  and  standards  for  ship  inspection  and
survey  organisations  and  for  the  relevant  activities  of
maritime administrations (1);

(u) ‘a  mile’  is  1 852  metres;

(v) ‘significant  wave  height’  is  the  average  height  of  the
one  third  highest  observed  wave  heights  over  a  given
period.

Article  3

Scope

1. This  Directive  applies  to:

(a)  new  passenger  ships;

(b) existing  passenger  ships  of  24  metres  in  length  and

above;

(c)  high  speed  passenger  craft,

regardless  of  their  flag,  when  engaged  on  domestic
voyages.

Each  Member  State,  in  its  capacity  as  host  State,  shall
ensure  that  passenger  ships  and  high  speed  passenger
craft,  flying  the  flag  of  a  State  which  is  not  a  Member
State,  fully  comply  with  the  requirements  of  this
Directive,  before  they  may  be  engaged  on  domestic
voyages  in  that  Member  State.

2. This  Directive  does  not  apply  to:

(a)  passenger  ships,  which  are:

—  ships  of  war  and  troopships,

—  ships  not  propelled  by  mechanical  means,

(1)  OJ  L  319,  12.12.1994,  p.  20.  Directive  as  last  amended  by
Commission  Directive  97/58/EC  (OJ  L  274,  7.10.1997,
p.  8).

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‘Class  D’ 

—  vessels  constructed  in  material  other  than  steel  or
equivalent  and  not  covered  by  the  standards
concerning High Speed Craft (Resolution MSC 36
(63)) or Dynamically Supported Craft (Resolution
A.373  (X)),

—  wooden  ships  of  primitive  build,

—  original,  and  individual  replicas  of,  historical
passenger  ships  designed  before  1965,  built
predominantly  with  the  original  materials,

—  pleasure  yachts  unless  they  are  or  will  be  crewed
for

than  12  passengers 

and  carrying  more 
commercial purposes,

for 

period 

means  a  passenger  ship  engaged  on
domestic  voyages  in  sea  areas  where  the
probability  of  exceeding  1,5  m  significant
wave  height  is  smaller  than  10 %  over  a
all-year-round
one-year 
operation,  or  over  a  specific  restricted
period of the year for operation exclusively
in 
summer  period
(e.g. 
operation),  in  the  course  of  which  it  is  at
no time more than 6 miles from a place of
refuge, nor more than 3 miles from the line
of  coast,  where  shipwrecked  persons  can
land,  corresponding  to  the  medium  tide
height.

such  period 

—  ships  exclusively  engaged  in  port  areas;

(b) high  speed  passenger  craft,  which  are:

—  craft  of  war  and  troopcraft,

—  pleasure  craft,  unless  they  are  or  will  be  crewed
for

than  12  passengers 

and  carrying  more 
commercial  purposes,  and

—  craft  exclusively  engaged  in  port  areas.

2. The list of sea areas shall be established and updated,
on  the  basis  of  notifications  which  shall  be  made  by  the
Member  States,  in  accordance  with  the  procedure  laid
down  in  Article  9.  Member  States  shall  notify  not  later
than  six  months  before 
implementation  date
mentioned  in  Article  14(1),  the  sea  areas  under  their
jurisdiction,  delimiting  the  zones  for  the  all-year-round
and, where appropriate, restricted periodical operation of
the classes of ships using the criteria for classes set out in
paragraph  1.  The  list  shall  be  published  in  the  Official
Journal  of  the  European  Communities.

the 

Article  4

Classes  of  passenger  ships

3. For  high  speed  passenger  craft  the  categories  defined
in  Chapter  1  (1.4.10)  and  (1.4.11)  of  the  High  Speed
Craft  Code  shall  apply.

1. Passenger  ships  are  divided  into  the  following  classes
according  to  the  sea  area  in  which  they  operate:

‘Class  A’ 

means  a  passenger  ship  engaged  on
domestic  voyages  other 
than  voyages
covered  by  Classes  B,  C  and  D.

‘Class  B’ 

‘Class  C’ 

means  a  passenger  ship  engaged  on
domestic  voyages  in  the  course  of  which  it
is  at  no  time  more  than  20  miles  from  the
line  of  coast,  where  shipwrecked  persons
can  land,  corresponding  to  the  medium
tide  height.

for 

period 

means  a  passenger  ship  engaged  on
domestic  voyages  in  sea  areas  where  the
probability  of  exceeding  2,5  m  significant
wave  height  is  smaller  than  10 %  over  a
one-year 
all-year-round
operation,  or  over  a  specific  restricted
period of the year for operation exclusively
in 
summer  period
(e.g. 
operation),  in  the  course  of  which  it  is  at
no  time  more  than  15  miles  from  a  place
of  refuge,  nor  more  than  5  miles  from  the
line  of  coast,  where  shipwrecked  persons
can  land,  corresponding  to  the  medium
tide  height.

such  period 

Article  5

Application

1. Both new and existing passenger ships and high speed
passenger  craft  when  engaged  on  domestic  voyages  shall
comply  with  the  relevant  safety  rules  laid  down  in  this
Directive.

2. Member States shall not withhold from operation, for
reasons  arising  from  this  Directive,  passenger  ships  or
high  speed  passenger  craft,  when  engaged  on  domestic
voyages,  which  comply  with  the  requirements  of  this
Directive,  including  any  additional  requirements  imposed
by  a  Member  State  in  accordance  with  the  provisions  of
Article  7(1).

Each  Member  State,  acting  in  its  capacity  as  host  State,
shall  recognise  the  High  Speed  Craft  Safety  Certificate
and  Permit  to  Operate  issued  by  another  Member  State
for  high  speed  passenger  craft,  when  engaged  on
domestic voyages, or the Passenger Ship Safety Certificate
referred to in Article 11 issued by another Member State
for  passenger  ships  when  engaged  on  domestic  voyages.

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3. A  host  State  may  inspect  a  passenger  ship  or  a  high
speed  passenger  craft,  when  engaged  on  domestic
voyages, and audit its documentation, in accordance with
the  provisions  of  Directive  95/21/EC.

4. All  shipborne  marine  equipment,  as  listed  in  Annex
A(1)  to  Directive  96/98/EC  and  complying  with  the
provisions  of  the  latter,  will  be  considered  to  be  in
conformity  with  the  provisions  of  this  Directive,  whether
or  not  in  Annex  I  it  is  required  that  equipment  must  be
approved  and  subjected  to  tests  to  the  satisfaction  of  the
Administration  of  the  flag  State.

Article  6

Safety  requirements

1. With  regard  to  new  and  existing  passenger  ships  of
Classes  A,  B,  C  and  D:

(a)  the  construction  and  maintenance  of  hull,  main  and
auxiliary  machinery,  electrical  and  automatic  plants
shall  comply  with 
for
recognised
classification  by 
organisation,  or  equivalent 
rules  used  by  an
Administration  in  accordance  with  Article  14(2)  of
Directive 94/57/EC;

the  standards  specified 

rules  of 

the 

a 

(b) the  provisions  of  Chapters  IV,  including  the  1988
GMDSS  amendments,  V  and  VI  of  the  1974  Solas
Convention,  as  amended  at  the  date  of  adoption  of
this  Directive,  shall  apply;

(c)  the  provisions  for  shipborne  navigational  equipment
of  Regulation  12,  Chapter  V  of  the  1974  Solas
Convention,  as  amended  at  the  date  of  adoption  of
this  Directive,  shall  apply.  Shipborne  navigational
equipment,  as  listed  in  Annex  A(1)  to  Directive
96/98/EC  and  complying  with  the  provisions  of  the
latter, is considered to be in conformity with the type
approval  requirements  of  Solas  regulation  V/12(r).

2. With  regard  to  new  passenger  ships:

(a)  general requirements:

(i)  new  passenger  ships  of  Class  A  shall  comply
entirely  with  the  requirements  of  the  1974  Solas
Convention,  as  amended  at  the  date  of  adoption
of  this  Directive,  and  with  the  specific  relevant
requirements  specified  in  this  Directive  and  its
Annex  I.  For  those  regulations,  for  which  Solas
leaves  the  interpretation  to  the  discretion  of  the
Administration,  the  Administration  of  the  flag
State  shall  apply  the  interpretations  as  contained
in  Annex  I;

(ii)  new passenger ships of Classes B, C, and D shall
comply  with  the  specific  relevant  requirements
specified  in  this  Directive  and  its  Annex  I;

(b) load  line  requirements:

(i)  all  new  passenger  ships  of  24  metres  in  length
the  1966

and  above 
International  Convention  on  Load  Lines;

shall  comply  with 

(ii)  criteria  with  a  level  of  safety  equivalent  to  those
of  the  1966  International  Convention  on  Load
Lines  shall  be  applied  in  relation  to  length  and
Class,  to  new  passenger  ships  of  less  than  24
metres  in  length;

(iii)  notwithstanding  paragraphs  (i)  and  (ii),  new
passenger  ships  of  Class  D  are  exempted  from
the minimum bow height requirement laid down
in  the  1966  International  Convention  on  Load
Lines;

(iv)  new  passenger  ships  of  Classes  A,  B,  C,  and  D

shall  have  a  full  deck.

3. With  regard  to  existing  passenger  ships:

(a)  existing passenger ships of Class A shall comply with
the regulations for existing passenger ships defined in
the 1974 Solas Convention, as amended at the date of
adoption  of  this  Directive,  and  with  the  specific
relevant  requirements  of  this  Directive  and  Annex  I.
For  those  regulations,  for  which  Solas  leaves  the
interpretation to the discretion of the Administration,
the  Administration  of  the  flag  State  shall  apply  the
interpretations  as  contained  in  Annex  I;

(b) existing  passenger  ships  of  Class  B  shall  comply  with
the specific relevant requirements of this Directive and
Annex  I;

(c)  existing  passenger  ships  of  Classes  C  and  D  shall
comply with the specific relevant requirements of this
Directive and Chapter III of Annex I and in respect of
matters  not  covered  by  such  requirements  with  the
rules  of  the  Administration  of  the  flag  State.  Such
rules shall provide an equivalent level of safety to that
of  Chapters  II-1  and  II-2  of  Annex  I,  while  taking
into  account  the  specific  local  operational  conditions
related to the sea areas in which ships of such classes
may operate.

Before  existing  passenger  ships  of  Classes  C  and  D
can be engaged on regular domestic voyages in a host
State, the Administration of the flag State shall obtain
concurrence  of  the  host  State  on  such  rules;

(d) where  a  Member  State  is  of  the  view  that  rules
required  by  the  Administration  of  the  host  State
pursuant  to  paragraph  (c)  are  unreasonable,  it  shall
immediately  notify  the  Commission  thereof.  The
Commission shall initiate proceedings in order to take
a  decision  in  accordance  with  the  procedure  laid
down  in  Article  9;

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(e)  repairs,  alterations  and  modifications  of  a  major
character  and  outfitting  related  thereto  shall  be  in
compliance  with  the  requirements  for  new  ships  as
prescribed  in  paragraph  2(a).  Alterations  made  to  an
existing  ship  which  are  intended  solely  to  achieve  a
higher survivability standard, shall not be regarded as
modifications  of  a  major  character;

(f)  the  provisions  of  paragraph  (a),  unless  earlier  dates
are  specified  in  the  1974  Solas  Convention  and  the
provisions  of  paragraphs  (b)  and  (c),  unless  earlier
dates are specified in Annex I, shall not be applied in
relation  to  a  ship  whose  keel  was  laid  or  which  was
at  a  similar  stage  of  construction:

(i)  before  1  January  1940:  until  1  July  2006;

For  the  purpose  of  this  derogation,  Greece  will  forward
to  the  Commission  not  later  than  three  months  after  the
date  of  adoption  of  this  Directive,  a  complete  list  of  all
existing  Class  A  and  B  passenger  ships  complying  with
the  above  conditions,  including  for  each  ship  full  details
on the ship’s name, distinctive numbers or letters, port of
registry,  passenger  capacity,  IMO  number  (if  any),  class
and the date of keel laying or on which the ship was at a
similar  stage  of  construction.  This  list  shall  be  published
in  the  Official  Journal  of  the  European  Communities.

The  derogation  granted  to  such  ships  shall  be  explicitly
mentioned  on  their  Passenger  Ship  Safety  Certificate.

(ii)  on  or  after  1  January  1940,  but  before  31

December  1962:  until  1  July  2007;

4. With  regard  to  high  speed  passenger  craft:

(iii)  on  or  after  1  January  1963,  but  before  31

December  1974:  until  1  July  2008;

(iv)  on  or  after  1  January  1975,  but  before  31

December  1984:  until  1  July  2009;

(v)  on  or  after  1  January  1985,  but  before  the  date

in  Article  14(1):  until  1  July  2010;

(g)  by  way  of  derogation,  existing  Class  A  and  B
passenger  ships  operating  before  1  January  1996
exclusively  on  domestic  voyages  between  ports
situated in Greece, may be exempted from compliance
with  the  requirements  of  regulations  II-1/B/8-1,
II-1/B/8-2  of  the  1974  Solas  Convention  or  of  Annex
I  to  this  Directive  and  from  II-2/B/16  of  Annex  I  to
this  Directive  provided  they  meet  each  of  the
following  conditions:

(i)  on  1  October  2000,  their  age,  calculated  from
the  date  on  which  their  keel  was  laid  or  on
which 
stage  of
construction  as  defined  in  Article  2(g),  will  be
more  than  27  years,

they  were  at  a 

similar 

(ii)  their  operation  will  remain  limited  to  domestic
voyages  between  ports  situated  in  Greece  only;
and

(iii)  their  operation  on  domestic  voyages  will  cease
not  later  than  on  the  date  on  which  they  reach
the  age  of  35  years.

(a)  high speed passenger craft constructed or subjected to
repairs,  alterations  or  modifications  of  a  major
character,  on  or  after  1  January  1996,  shall  comply
with  the  requirements  of  Regulation  X/3  of  the  1974
Solas  Convention,  unless

—  their  keel  was  laid  or  was  at  a  similar  stage  of
construction  not  later  than  the  date  of  entry  into
force  of  this  Directive,  and

—  delivery  and  commissioning  is  to  take  place  not
later  than  the  six  months  following  entry  into
force  of  this  Directive,  and

—  they  fully  comply  with  the  requirements  of  the
Code  of  Safety  for  Dynamically  Supported  Craft
IMO  Assembly
(DSC  Code) 
Resolution  A.373(X)  of  14  November  1977,  as
amended 
Safety  Committee
Resolution  MSC  37(63)  of  19  May  1994;

by  Maritime 

contained 

in 

(b) high  speed  passenger  craft  constructed  before  1
January  1996  and  not 
the
requirements  of  the  High  Speed  Craft  Code  shall
continue  operation  certified  under  this  Code.

complying  with 

complying  with 

High  speed  passenger  craft  constructed  before  1
January  1996  and  not 
the
requirements  of  the  High  Speed  Craft  Code  may  not
be  engaged  on  domestic  voyages,  unless  they  were
already 
in  a
Member  State  at  the  date  of  entry  into  force  of  this
Directive,  in  which  case  they  may  be  allowed  to
continue  their  domestic  operation  in  that  Member
State.  Such  craft  shall  comply  with  the  requirements
of  the  DSC  Code  as  amended;

in  operation  on  domestic  voyages 

In addition, Class A and B passenger ships flying the flag
of  Greece  and  transferred  to  domestic  voyages  between
ports  situated  in  Greece  before  the  date  of  entry  into
force  of  this  Directive  may  also  be  exempted  provided
that  at  the  time  when  they  are  transferred,  they  comply
fully  with  applicable 
standards  and
provided  that  they  meet  conditions  (i),  (ii)  and  (iii).

international 

(c)  the  construction  and  maintenance  of  high  speed
passenger  craft  and  its  equipment  shall  comply  with
the rules for the classification of high speed craft of a
recognised  organisation,  or  equivalent  rules  used  by
an Administration in accordance with Article 14(2) of
Directive 94/57/EC.

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Article  7

Additional  safety  requirements,  equivalents,  exemptions
and  safeguard  measures

1. Additional  safety  requirements:

If  a  Member  State  or  group  of  Member  States  consider
that 
the  applicable  safety  requirements  should  be
improved  in  certain  situations  due  to  specific  local
circumstances  and  if  the  need  therefor  is  demonstrated,
in
they  may,  subject  to  the  procedure 
paragraph  4,  adopt  measures  to  improve  the  safety
requirements.

laid  down 

2. Equivalents:

A Member State may, subject to the procedure laid down
in  paragraph  4,  adopt  measures  allowing  equivalents  for
the  regulations  contained  in  Annex  I,  provided  that  such
equivalents  are  at  least  as  effective  as  such  regulations.

3. Exemptions:

Provided  there  is  no  reduction  in  the  level  of  safety  and
subject  to  the  procedure  laid  down  in  paragraph  4,  a
Member State may adopt measures to exempt ships from
certain  specific  requirements  of 
for
domestic voyages to be carried out in that State including
in  its  archipelagic  sea  areas  sheltered  from  open  sea
effects under certain operating conditions, such as smaller
significant  wave  height,  restricted  year  period,  voyages
only  during  daylight  time  or  under  suitable  climatic  or
weather  conditions,  or  restricted  trip  duration,  or
proximity  of  rescue  services.

this  Directive 

4. A  Member  State  which  avails  itself  of  the  provisions
of  paragraphs  1,  2  or  3  shall  proceed  as  follows:

(a)  the  Member  State  shall  notify  the  Commission  of  the
measures  which 
including
intends 
particulars to the extent necessary to confirm that the
level  of  safety  is  adequately  maintained;

to  adopt, 

it 

(b) if,  within  a  period  of  six  months 

the
notification,  it  is  decided,  in  accordance  with  the
procedure  laid  down  in  Article  9,  that  the  proposed
measures  are  not  justified,  the  said  Member  State
shall  be  required  to  amend  or  not  to  adopt  the
proposed  measures;

from 

(c)  the adopted measures shall be specified in the relevant
national 
the
legislation  and  communicated 
Commission,  which  shall  inform  the  other  Member
States  of  all  particulars  thereof;

to 

(d) any of such measures shall be applied to all passenger
ships  of  the  same  Class  or  to  craft  when  operating
under 
specified  conditions,  without
discrimination  with  regard  to  their  flag  or  to  the
their
nationality  or  place  of  establishment  of 
operator;

same 

the 

(e)  the  measures  referred  to  in  paragraph  3  shall  only
apply  as  long  as  the  ship  or  craft  operates  under  the
specified  conditions.

5. Safeguard  measures:

Where a Member State considers that a passenger ship or
craft  operating  on  a  domestic  voyage  within  that  State,
notwithstanding  the  fact  that  it  is  complying  with  the
provisions  of  this  Directive,  creates  a  risk  of  serious
danger  to  safety  of  life  or  property,  or  environment,  the
operation  of  that  ship  or  craft  may  be  suspended  or
additional  safety  measures  may  be  imposed,  until  such
time  as  the  danger  is  removed.

In  the  above  circumstances  the  following  procedure  shall
apply:

(a)  the  Member  State  shall  inform  the  Commission  and
the other Member States of its decision without delay,
giving  substantiated  reasons  therefor;

(b) the  Commission 

the
suspension or the additional measures are justified for
the
reasons  of  serious  danger 
environment;

examine  whether 

to  safety  and 

shall 

(c)  it  will  be  decided,  in  accordance  with  the  procedure
laid down in Article 9, whether or not the decision of
the  Member  State  to  suspend  the  operation  of  such
ship  or  craft  or  to  impose  the  additional  measures  is
justified for reasons of serious danger to safety of life
or  property,  or 
the
suspension  or  the  measures  are  not  justified,  that  the
Member State concerned will be required to withdraw
the  suspension  or  the  measures.

the  environment  and, 

if 

Article  8

Adaptations

In  accordance  with  the  procedure  laid  down  in  Article
9,

(a)  (i)  the  definitions  in  Article  2(a),  (b),  (c),  (d)  and  (t);

and

(ii) the  provisions 

relating 
guidelines  for  surveys  referred  to  in  Article  10

to  procedures  and

may  be  adapted 
in  order  to  take  account  of
developments  at  international  level,  in  particular
within  IMO;

(b) Annex I may be amended to apply, for the purpose of
of

amendments 

subsequent 

this  Directive, 
International  Conventions.

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Article  9

Committee

organisation  or  of  the  Member  State  authorised  by  the
flag  State  to  carry  out  surveys,  with  the  purpose  of
ensuring that all applicable requirements of this Directive
are  complied  with.

The  Commission  shall  be  assisted  by  the  Committee
established  by  Article  12(1)  of  Directive  93/75/EC.  The
Committee  shall  operate 
the
procedure  laid  down  in  paragraphs  2  and  3  of  that
Article.

in  accordance  with 

Article  10

Surveys

1. Each  new  passenger  ship  shall  be  subjected  by  the
Administration  of  the  flag  State  to  the  surveys  specified
below:

(a)  a  survey  before  the  ship  is  put  into  service;

(b) a  periodical  survey  once  every  12  months;

(c)  additional  surveys,  as  the  occasion  arises.

2. Each existing passenger ship shall be subjected by the
Administration  of  the  flag  State  to  the  surveys  specified
below:

(a)  an initial survey, before the ship is put into service on
domestic voyages in a host State, or within 12 months
after  the  implementation  date  of  this  Directive  as
established in Article 14(1), for existing ships engaged
on  domestic  voyages  in  the  Member  State  the  flag  of
which  they  are  entitled  to  fly;

(b) a  periodical  survey  once  every  12  months;

(c)  additional  surveys,  as  the  occasion  arises.

3. Each  high  speed  passenger  craft  having  to  comply,  in
accordance  with  the  provisions  of  Article  6(4),  with  the
requirements  of  the  HSC  Code,  shall  be  subject  by  the
Administration of the flag State to the surveys required in
the  High  Speed  Craft  Code.

High  speed  passenger  craft,  having  to  comply, 
in
accordance  with  the  provisions  of  Article  6(4),  with  the
requirements  of  the  DSC  Code  as  amended,  shall  be
subject  by  the  Administration  of  the  flag  State  of  the
surveys  required  in  the  DSC  Code.

4. The relevant procedures and guidelines for surveys for
the  Passenger  Ship  Safety  Certificate  specified  in  IMO
Assembly  Resolution  A.746(18)  of  4  November  1993  on
survey  guidelines  under  the  harmonised  system  of  survey
and  certification,  as  they  are  at  the  time  of  adoption  of
this Directive or procedures designed to achieve the same
goal,  shall  be  followed.

Article  11

Certificates

1. All  new  and  existing  passenger  ships  shall  be
provided  with  a  Passenger  Ship  Safety  Certificate  in
compliance  with  this  Directive.  The  certificate  shall  have
a  format  as  laid  down  in  Annex  II.  This  certificate  shall
be issued by the Administration of the flag State after an
initial  survey,  as  described  in  Article  10(1)(a)  and  (2)(a),
has  been  carried  out.

2. The  Passenger  Ship  Safety  Certificate  shall  be  issued
for  a  period  not  exceeding  12  months.  The  period  of
validity  of  the  certificate  may  be  extended  by  the
Administration  of  the  flag  State  for  a  period  of  grace  of
up  to  one  month  from  the  date  of  expiry  stated  on  it.
When  an  extension  has  been  granted,  the  new  period  of
validity  of  the  certificate  starts  from  the  expiry  date  of
the  existing  certificate  before  its  extension.

Renewal  of  the  Passenger  Ship  Safety  Certificate  shall  be
issued  after  a  periodical  survey,  as  described  in  Article
10(1)(b)  and  (2)(b),  has  been  carried  out.

3. For  high  speed  passenger  craft  complying  with  the
requirements  of  the  High  Speed  Craft  Code,  a  High
Speed  Craft  Safety  Certificate  and  a  Permit  to  Operate
High Speed Craft shall be issued by the Administration of
the  flag  State,  in  accordance  with  the  provisions  of  the
High  Speed  Craft  Code.

For  high  speed  passenger  craft  complying  with  the
requirements  of  the  DSC  Code  as  amended,  a  DSC
Construction  and  Equipment  Certificate  and  a  DSC
Permit to operate shall be issued by the Administration of
the  flag  State,  in  accordance  with  the  provisions  of  the
DSC  Code.

Before  issuing  the  Permit  to  Operate  for  high  speed
passenger  craft  engaged  on  domestic  voyages  in  a  host
State,  the  Administration  of  the  flag  State  shall  concur
with  the  host  State  on  any  operational  conditions
associated  with  operation  of  the  craft  in  that  State.  Any
such  conditions  shall  be  shown  by  the  Administration  of
the  flag  State  on  the  Permit  to  Operate.

5. The surveys mentioned in paragraphs 1, 2 and 3 shall
be  carried  out  by  the  exclusive  surveyors  of  the
Administration  of  the  flag  State  itself,  of  a  recognised

4. Exemptions  granted  to  ships  or  craft  under  and  in
accordance  with  the  provisions  of  Article  7(3)  shall  be
noted  on  the  ship’s  or  the  craft’s  certificate.

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Article  12

Solas  Convention  Regulations

Article  14

Implementation

With  regard  to  passenger  ships  engaged  on  international
voyages:

1. Member  States  shall  bring  into  force  the  laws,
regulations  and  administrative  provisions  necessary  to
comply  with  this  Directive  not  later  than  1  July  1998.

1.  upon  entry 

force  of 
Community  shall  submit  a  request  to  the  IMO  to:

this  Directive, 

into 

the

the 

regulations  of 

(a)  expedite  the  on-going  work  within  the  IMO  to
revise 
the  1974  Solas
Convention  Chapters  II-1,  II-2  and  III  containing
issues  left  to  the  discretion  of  the  Administration,
to  establish  harmonised  interpretations  for  these
regulations and to adopt amendments to the latter
accordingly;

(b) adopt  measures  for  mandatory  application  of  the
principles  underlying  the  provisions  of  MSC
Circular  606  on  Port  State  Concurrence  with
Solas  Exemptions;

the  Presidency  of 

2.  the  request  referred  to  in  paragraph  1  shall  be  made
the
by 
Commission,  on 
the  harmonised
the  basis  of 
regulations laid down in Annex I to this Directive. All
Member  States  shall  do  their  utmost  to  ensure  that
IMO  undertake 
said
regulations  and  measures  expeditiously.

the  development  of 

the  Council  and 

the 

Article  13

Penalties

Member States shall lay down the system of penalties for
breaching  the  national  provisions  adopted  pursuant  to
this Directive and shall take all the measures necessary to
ensure that those penalties are applied. The penalties thus
for  shall  be  effective,  proportionate  and
provided 
dissuasive.

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. 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  other  Member  States
thereof.

Article  15

Entry  into  force

This  Directive  shall  enter  into  force  on  the  20th  day
following  its  publication  in  the  Official  Journal  of  the
European  Communities.

Article  16

Addressees

This  Directive  is  addressed  to  the  Member  States.

Done  at  Brussels,  17  March  1998.

For  the  Council

The  President

G.  STRANG

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ANNEX  I

SAFETY  REQUIREMENTS  FOR  NEW  AND  EXISTING  PASSENGER  SHIPS  ENGAGED  ON
DOMESTIC  VOYAGES

CHAPTER  I  —  GENERAL  PROVISIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

14

LIST  OF  CONTENTS

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

Part  A —  General

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

1. 

2. 

Definitions  relating  to  part  B . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

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

Part  B —  Intact  stability,  subdivision  and  damage  stability . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

1. 

2. 

3. 

4. 

5. 

6. 

7. 

8. 

Intact  stability . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Watertight  subdivision . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Floodable  length . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Permissible  length  of  compartments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Permeability . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Subdivision  factor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Special  requirements  concerning  ship  subdivision . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Stability  in  damaged  conditions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

8-1. 

Stability  of  ro-ro  passenger  ships  is  damaged  conditions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

8-2. 

Special  requirements  for  ro-ro  passenger  ships  carrying  400  persons  or  more . . . . . . . . . . . . .

9. 

Peak  and  machinery  space  bulkheads . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

10.  Double  bottoms . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

11. 

12. 

Assigning,  marking  and  recording  of  subdivision  load  lines . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Construction  and  initial  testing  of  watertight  bulkheads,  etc.

. . . . . . . . . . . . . . . . . . . . . . . . . .

13.  Openings  in  watertight  bulkheads . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

14. 

Ships  carrying  goods  vehicles  and  accompanying  personnel

. . . . . . . . . . . . . . . . . . . . . . . . . . . .

15.  Openings  in  the  shell  plating  below  the  margin  line . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

16.  Watertight  integrity  of  passenger  ships  above  the  margin  line . . . . . . . . . . . . . . . . . . . . . . . . . .

17. 

Closure  of  cargo  loading  doors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

17-1.  Watertight  integrity  from  ro-ro  deck  (bulkhead  deck)  to  spaces  below . . . . . . . . . . . . . . . . . . .

17-2.  Access  to  ro-ro  decks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

17-3.  Closure  of  bulkheads  on  the  ro-ro  deck . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

18. 

Stability  information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

19.  Damage  control  plans

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

20. 

Integrity  of  the  hull  and  superstructure,  damage  prevention  and  control

. . . . . . . . . . . . . . . . .

21.  Marking,  periodical  operation  and  inspection  of  watertight  doors,  etc.

. . . . . . . . . . . . . . . . . .

22. 

Entries  in  log . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

23.  Hoistable  car  platforms  and  ramps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

14

14

14

15

16

16

17

17

18

18

18

18

19

22

23

23

24

25

25

26

31

31

33

33

34

34

35

35

35

35

36

36

36

L  144/12

EN

Official  Journal  of  the  European  Communities

15.5.98

Part  C —  Machinery . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
General
1. 
Internal  combustion  engines
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
2. 
Bilge  pumping  arrangement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
3. 
Number  and  type  of  bilge  pumps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
4. 
Means  of  going  astern . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
5. 
Steering gear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
6. 
Additional  requirement  for  electric  and  electrohydraulic  steering  gear . . . . . . . . . . . . . . . . . . . .
7. 
Ventilating  systems  in  machinery  spaces . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
8. 
Communication  between  the  navigating  bridge  and  machinery  space . . . . . . . . . . . . . . . . . . . .
9. 
Engineers’ alarm . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
10. 
11. 
Location  of  emergency  installations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
12.  Machinery  controls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Steam  pipe  systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
13. 
Air  pressure  systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
14. 
Protection  against  noise . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
15. 
Lifts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
16. 

Part  D —  Electrical installations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

1. 

2. 

3. 

4. 

5. 

General

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Main  source  of  electrical  power  and  lighting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Emergency  source  of  electrical  power . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Supplementary  emergency  lighting  for  ro-ro  ships . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Precautions  against  shock,  fire  and  other  hazards  of  electrical  origin . . . . . . . . . . . . . . . . . . . .

Part  E —  Additional  requirements  for  periodically  unattended  machinery  spaces . . . . . . . . . . . . . . . .

Special consideration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

1. 

2. 

3. 

4. 

5. 

6. 

7. 

8. 

9. 

General

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Fire  precautions

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Protection  against  flooding . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Control  of  propulsion  machinery  from  the  navigating  bridge . . . . . . . . . . . . . . . . . . . . . . . . . . .

Communication . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Alarm  system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Safety systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Special  requirements  for  machinery,  boiler  and  electrical  installations . . . . . . . . . . . . . . . . . . . .

Automatic  control  and  alarm  system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

37

37
37
37
40
40
40
42
43
43
43
43
43
44
44
45
45

45

45

46

46

47

48

49

49

49

49

50

50

51

51

51

52

52

CHAPTER  II-2 —  FIRE  PROTECTION,  FIRE  DETECTION  AND  FIRE  EXTINCTION . . . . . . . . .

52

Part  A —  General

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

1. 

2. 

3. 

4. 

5. 

6. 

7. 

8. 

9. 

10. 

11. 

Basic principles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Definitions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Fire  pumps,  fire  mains,  hydrants,  hoses  and  nozzles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Fixed  fire-extinguishing  systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Fire  extinguishers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Fire-extinguishing  arrangements  in  machinery  spaces . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Special  arrangements  in  machinery  spaces . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Automatic  sprinkler,  fire  detection  and  fire  alarm  systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Fixed  fire  detection  and  fire  alarm  systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Arrangements  for  oil  fuel,  lubricating  oil  and  other  flammable  oils

. . . . . . . . . . . . . . . . . . . . .

Fireman’s  outfit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

12.  Miscellaneous items . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

13. 

14. 

Fire  control  plans  and  fire  drills . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Ready  availability  of  fire-extinguishing  appliances . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

52

52

53

56

59

62

63

64

65

67

69

72

73

74

74

15.5.98

EN

Official  Journal  of  the  European  Communities

L  144/13

Part  B —  Fire  safety  measures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

1. 

2. 

3. 

Structure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Main  vertical  zones  and  horizontal  zones . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Bulkheads  within  a  main  vertical  zone . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

4. 
5. 

Fire  integrity  of  bulkheads  and  decks  in  new  ships  carrying  more  than  36  passengers . . . . . .
Fire  integrity  of  bulkheads  and  decks  in  new  ships  carrying  not  more  than  36  passengers  and
existing  Class  B  ships  carrying  more  than  36  passengers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Means  of  escape . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
6. 
6-1.  Escape  routes  on  ro-ro  passengers  ships . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Penetrations  and  openings  in  ‘A’  and  ‘B’  class  divisions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
7. 
Protection  of  stairways  and  lifts  in  accommodation  and  service  spaces . . . . . . . . . . . . . . . . . . .
8. 
9. 
Ventilation  systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
10.  Windows  and  sidescuttles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
11. 
Restricted  use  of  combustible  material . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
12.  Details  of  construction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Fixed  fire  detection  and  fire  alarm  systems  and  automatic  sprinkler,  fire  detection  and  fire
13. 
alarm system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Protection  of  special  category  spaces
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Fire  patrols,  detection,  alarms  and  public  address  systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Upgrading  of  existing  Class  B  ships  carrying  more  than  36  passengers . . . . . . . . . . . . . . . . . . .
Special  requirements  for  ships  carrying  dangerous  goods . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

14. 
15. 
16. 
17. 

75

75

75

76

77

81
84
87
88
89
90
93
94
94

95
95
98
99
100

CHAPTER  III  —  LIFE  SAVING  APPLIANCES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

101

1. 
2. 
3. 

Definitions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Communication,  survival  craft  and  rescue  boats,  personal  life-saving  appliances . . . . . . . . . . .
Emergency  alarm,  operating  instructions,  training  manual,  muster  lists  and  emergency
instructions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
4. 
Manning  of  survival  craft  and  supervision . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Survival  craft  muster  and  embarkation  arrangements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
5. 
5-1.  Requirements  for  ro-ro  passenger  ships . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
5-2.  Helicopter  landing  and  pick-up  areas . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
5-3.  Decision  support  system  for  masters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Launching  stations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
6. 
Stowage  of  survival  craft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
7. 
Stowage  of  rescue  boats . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
8. 
Survival  craft  launching  and  recovering  arrangements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
9. 
Rescue  boat  embarkation,  launching  and  recovery  arrangements . . . . . . . . . . . . . . . . . . . . . . . .
10. 
11. 
Emergency  instructions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
12.  Operational  readiness,  maintenance  and  inspections . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Abandon  ship  training  and  drills . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
13. 

101
101

102
104
104
105
106
106
107
107
108
108
109
109
109
110

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CHAPTER  I

GENERAL  PROVISIONS

Where expressly provided, the regulations of this Annex are applicable to new and existing passenger ships
of  Class  A,  B,  C  and  D,  engaged  on  domestic  voyages.

New Class B, C and D ships having a length of less than 24 metres have to comply with the requirements of
regulations II-1/B/2 to II-1/B/8 and II-1/B/10 of this Annex, unless the Administration of a flag State, whose
flag such ships are entitled to fly, ensures that they comply with the flag State’s national rules and that such
rules  guarantee  an  equivalent  level  of  safety.

Existing  Class  C  and  D  ships  do  not  have  to  comply  with  the  regulations  of  Chapters  II-1  and  II-2  of  this
Annex,  provided  that  the  Administration  of  a  flag  State,  which  flag  such  ships  are  entitled  to  fly,  ensures
that  they  comply  with  the  flag  State’s  national  rules  and  that  such  rules  guarantee  an  equivalent  level  of
safety.

Wherever the application of a IMO Resolution is required in this Annex for existing ships, ships constructed
until two years after the date of adoption by IMO of such resolution need not comply with such resolution
provided  they  comply  with  the  applicable  previous  resolution(s),  if  any.

Under  repairs,  alterations  and  modifications  of  a  ‘major  character’  is  understood,  by  way  of  example:

—  any  change  that  substantially  alters  the  dimensions  of  a  ship.

Example  -  Lengthening  by  adding  new  midbody,

—  any  change  that  substantially  alters  the  passenger-carrying  capacity  of  a  ship.

Example  -  Vehicle  deck  converted  to  passenger  accommodation,

—  any  change  that  substantially  increases  a  ship’s  service  life.

Example  -  Renewal  of  passenger  accommodation  on  one  entire  deck.

The indication ‘(R . . .)’ that follows several titles of regulations in this Annex refers to the regulations of the
1974  Solas  Convention,  as  amended,  on  which  the  regulations  of  this  Annex  have  been  based.

CHAPTER  II-1

CONSTRUCTION  —  SUBDIVISION  AND  STABILITY,  MACHINERY  AND  ELECTRICAL
INSTALLATIONS

PART  A

GENERAL

1 

Definitions  relating  to  Part  B  (R  2) (1)

NEW  CLASS  B,  C  AND  D  AND  EXISTING  CLASS  B  SHIPS:

.1 

.1  Subdivision  load  line  is  the  waterline  used  in  determining  the  subdivision  of  the  ship;

.2  Deepest  subdivision  load  line  is  the  waterline  which  corresponds  to  the  greatest  draught

permitted  by  the  subdivision  requirements  which  are  applicable.

.2 

.3 

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

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

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.4 

.5 

.6 

.7 

.8 

.9 

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

Deadweight  is  the  difference  in  tonnes  between  the  displacement  of  a  ship  in  water  of  a  specific
gravity  of  1,025  at  the  load  waterline  corresponding  to  the  assigned  summer  freeboard  and  the
lightweight  of  the  ship.

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

Bulkhead  deck  is  the  uppermost  deck  up  to  which  the  transverse  watertight  bulkheads  are  carried.

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

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

.10  Machinery  space  is  to  be  taken  as  extending  from  the  moulded  base  line  to  the  margin  line  and
between the extreme main transverse watertight bulkheads, bounding the spaces containing the main
and  auxiliary  propulsion  machinery,  and  boilers  serving  the  needs  of  propulsion.

.11 

Passenger spaces are those spaces which are provided for the accommodation and use of passengers,
excluding  baggage,  store,  provision  and  mail  rooms.

.12  Watertight  in  relation  to  structure  means  capable  of  preventing  the  passage  of  water  through  the
structure  in  any  direction  under  the  head  of  water  likely  to  occur  in  the  intact  or  damage
condition.

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

.14 

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

2 

Definitions  relating  to  parts  C,  D,  and  E  (R  3)

NEW  CLASS  B,  C  AND  D  AND  EXISTING  CLASS  B  SHIPS:

.1 

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

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

.2 

Steering  gear  power  unit  is:

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

.2  in  the  case  of  electrohydraulic  steering  gear,  an  electric  motor  and  its  associated  electrical

equipment  and  connected  pump;

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

.3 

.4 

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

Normal  operational  and  habitable  condition  is  a  condition  under  which  the  ship  as  a  whole,  the
machinery,  services,  means  and  aids  ensuring  propulsion,  ability  to  steer,  safe  navigation,  fire  and
flooding  safety,  internal  and  external  communications  and  signals,  means  of  escape,  and  emergency

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boat  winches,  as  well  as  the  designed  comfortable  conditions  of  habitability  are  in  working  order
and  functioning  normally.

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

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

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

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

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

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

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

.5 

.6 

.7 

.8 

.9 

.10 

.11 

.12  Maximum ahead service speed is the greatest speed which the ship is designed to maintain in service

at  sea  at  the  deepest  seagoing  draught.

.13  Maximum  astern  speed  is  the  speed  which  it  is  estimated  the  ship  can  attain  at  the  designed

maximum  astern  power  at  the  deepest  seagoing  draught.

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

.14(b)  Machinery  spaces  of  category  A  are  those  spaces  and  trunks  to  such  spaces  which  contain:

.1  internal  combustion  machinery  used  for  main  propulsion;  or

.2  internal  combustion  machinery  used  for  purposes  other  than  main  propulsion  where  such

machinery  has  in  the  aggregate  a  total  power  output  of  not  less  than  375  kW;  or

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

.15 

.16 

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

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

PART  B

INTACT  STABILITY,  SUBDIVISION  AND  DAMAGE  STABILITY

1 

Intact  stability  (Resolution  A.167  as  amended  by  A.206  and  Resolution  A.749)

NEW  CLASS  A,  B,  C  AND  D  SHIPS  OF  24  M  IN  LENGTH  AND  ABOVE:

All  classes  of  new  ships  of  24  metres  in  length  and  above  shall  comply  with  the  relevant  provisions  for
passenger  ships  of  the  Code  on  Intact  Stability  as  adopted  on  4  November  1993  by  the  IMO  at  the  18th
session  of  its  Assembly  through  Resolution  A.749  (18).

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EXISTING  CLASS  A  AND  B  SHIPS  OF  24  M  IN  LENGTH  AND  ABOVE:

All  existing  class  A  and  B  ships  shall,  in  all  loading  conditions,  satisfy  the  following  stability  criteria  after
due  correction  for  the  effect  of  free  surface  of  liquids  in  tanks  in  accordance  with  the  assumptions  of
Resolution  167  Appendix  I  or  equivalent.

(a)  The  area  under  the  curve  of  righting  lever  (GZ  curve)  shall  not  be  less  than:

(i)  0,055  metre-radians  up  to  an  angle  of  heel  of  30  degrees;

(ii)  0,09  metre-radians  up  to  an  angle  of  heel  of  either  40  degrees  or  the  angle  of  flooding,  i. e.  the
angle  of  heel  at  which  the  lower  edges  of  any  openings  in  the  hull,  superstructures  or  deckhouses,
being  openings  that  cannot  be  closed  weathertight,  are  immersed,  if  that  angle  be  less  than  40
degrees;

(iii)  0,03 metre-radians between the angles of heel of 30 degrees and 40 degrees or between 30 degrees

and  the  angle  of  flooding  if  this  angle  is  less  than  40  degrees;

(b) The  righting  lever  GZ  shall  be  at  least  0,20  metre  at  an  angle  of  heel  equal  to  or  greater  than  30

degrees.

(c)  The maximum righting lever GZ shall occur at an angle of heel preferably exceeding 30 degrees but not

less  than  25  degrees.

(d) The  initial  transverse  metacentric  height  shall  not  be  less  than  0,15  metre.

The  loading  conditions  to  be  considered  in  order  to  verify  the  compliance  with  the  above  stability
conditions  shall  include  at  least  those  listed  in  Appendix  II  of  IMO  Resolution  A.167  (IV).

All  existing  ships  of  classes  A  and  B  having  a  length  of  24  metres  and  over  shall  also  comply  with  the
additional  criteria  as  given  in  IMO  Resolution  A.167  (IV),  Annex,  Article  5  (2)  and  with  the  Severe  Wind
and  Rolling  Criterion  as  provided  in  IMO  Resolution  A.562  (14).

2 

Watertight  subdivision

NEW  CLASS  B,  C  AND  D  AND  EXISTING  CLASS  B  SHIPS:

Every  ship  shall  be  subdivided  by  bulkheads,  which  shall  be  watertight  up  to  the  bulkhead  deck,  into
watertight  compartments  the  maximum  length  of  which  shall  be  calculated  according  to  the  specific
requirements  given  below.

Every other portion of the internal structure which affects the efficiency of the subdivision of the ship shall
be  watertight.

3 

Floodable  length  (R  4)

NEW  CLASS  B,  C  AND  D  AND  EXISTING  CLASS  B  SHIPS:

.1 

.2 

.3 

The  floodable  length  at  a  given  point  is  the  maximum  portion  of  the  length  of  the  ship,  having  its
centre  at  the  point  in  question,  which  can  be  flooded,  under  the  assumption  for  permeability  given
below,  without  the  ship  being  submerged  beyond  the  margin  line.

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

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

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4 

Permissible  length  of  compartments  (R  6)

NEW  CLASS  B,  C  AND  D  AND  EXISTING  CLASS  B  SHIPS:

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

5 

Permeability  (R  5)

NEW  CLASS  B,  C  AND  D  AND  EXISTING  CLASS  B  SHIPS:

The  definite  assumptions  referred  to  in  regulation  3  relate  to  the  permeability  of  the  spaces  below  the
margin line.

In  determining  the  floodable  length,  the  assumed  average  permeability  of  the  spaces  below  the  margin  line
shall  be  as  indicated  in  the  table  in  regulation  8.3.

6 

Subdivision  factor

The  factor  of  subdivision  F  shall  be  as  follows:

NEW  CLASS  B,  C  AND  D  SHIPS  AND  EXISTING  CLASS  B  SHIPS:

Class

N

F

B,  C,  D

B,  C,  D

N , 400

N $ 400

# 1,0

# 0,5

where  N  =  the  number  of  persons  the  ship  is  certified  to  carry.

Existing class B ships have to comply with this requirement not later than the date of compliance laid down
in  regulation  II-1/B/8-2,  paragraph  2.

7 

Special  requirements  concerning  ship  subdivision  (R  7)

NEW  CLASS  B,  C  AND  D  AND  EXISTING  CLASS  B  SHIPS:

.1 

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

.1  the  sides  of  the  ship  are  extended  throughout  the  ship’s  length  to  the  deck  corresponding  to  the
upper margin line and all openings in the shell plating below this deck throughout the length of
the  ship  are  treated  as  being  below  a  margin  line,  for  the  purpose  of  regulation  15;  and

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

A compartment may exceed the permissible length determined by the rules of regulation 4 provided
the combined length of each pair of adjacent compartments to which the compartment in question is
common does not exceed either the floodable length or twice the permissible length, whichever is the
less.

A  main  transverse  bulkhead  may  be  recessed  provided  that  all  parts  of  the  recess  lie  inboard  of
vertical  surfaces  on  both  sides  of  the  ship,  situated  at  a  distance  from  the  shell  plating  equal  to
the  centreline
ship,  and  measured  at 
one-fifth 

the  breadth  of 

right  angles 

the 

to 

.2 

.3 

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at  the  level  of  the  deepest  subdivision  load  line.  Any  part  of  a  recess  which  lies  outside  these  limits
shall  be  dealt  with  as  a  step  in  accordance  with  paragraph  6.

.4 

.5 

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

Where a main transverse watertight compartment contains local subdivision and the Administration
of  the  Flag  State  is  satisfied  that,  after  any  assumed  side  damage  extending  over  a  length  of  3,0
metres plus 3 % of the length of the ship or 11 metres, or 10 % of the length of the ship whichever
is  the  less,  the  whole  volume  of  the  main  compartment  will  not  be  flooded,  a  proportionate
allowance may be made in the permissible length otherwise required for such compartment. In such
a case the volume of the effective buoyancy assumed on the undamaged side shall not be greater than
that  assumed  on  the  damaged  side.

Allowance  under  this  sub-paragraph  will  only  be  made  if  such  allowance  is  not  likely  to  prevent
compliance  with  regulation  8.

NEW  CLASS  B,  C  AND  D  SHIPS:

.6 

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

.1  the  combined  length  of  the  two  compartments,  separated  by  the  bulkhead  in  question,  does  not
exceed  either  90 %  of  the  floodable  length  or  twice  the  permissible  length,  except  that,  in  ships
having a subdivision factor equal to 1, the combined length of the two compartments in question
shall  not  exceed  the  permissible  length;

.2  additional subdivision is provided in way of the step to maintain the same level of safety as that

secured  by  a  plane  bulkhead;

.3  the  compartment  over  which  the  step  extends  does  not  exceed  the  permissible  length

corresponding  to  a  margin  line  taken  76  mm  below  the  step.

.7 

.8 

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

If the distance between two adjacent main transverse bulkheads, or their equivalent plank bulkheads,
or  the  distance  between  the  transverse  planes  passing  through  the  nearest  stepped  portions  of  the
bulkheads, is less than 3,0 metres plus 3 % of the length of the ship, or 11,0 metres, or 10 % of the
length of the ship, whichever is less, only one of these bulkheads shall be regarded as forming part of
the  subdivision  of  the  ship.

.9 

Where  the  required  subdivision  factor  is  0,50,  the  combined  length  of  any  two  adjacent
compartments  shall  not  exceed  the  floodable  length.

8 

Stability  in  damaged  conditions  (R  8)

NEW  CLASS  B,  C  AND  D  AND  EXISTING  CLASS  B  SHIPS:

.1.1 

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

.1.2  Where  two  adjacent  main  compartments  are  separated  by  a  bulkhead  which  is  stepped  under  the
conditions  of  regulation  7.6.1,  the  intact  stability  shall  be  adequate  to  withstand  the  flooding  of
those  two  adjacent  compartments.

.1.3  Where the required subdivision factor is 0,50, the intact stability shall be adequate to withstand the

flooding  of  any  two  adjacent  compartments.

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

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.2.2  Where  it  is  proposed  to  fit  decks,  inner  skins  or  longitudinal  bulkheads  of  sufficient  tightness  to
seriously  restrict  the  flow  of  water,  proper  consideration  is  to  be  given  to  such  restrictions  in  the
calculations.

.2.3  The  stability  required  in  the  final  condition  after  damage,  and  after  equalization  where  provided,

shall  be  determined  as  follows:

.2.3.1  The  positive  residual  righting  lever  curve  shall  have  a  minimum  range  of  15  degrees  beyond
the angle of equilibrium. This range may be reduced to a minimum of 10 degrees, in the case
where  the  area  under  the  righting  lever  curve  is  that  specified  in  sub-paragraph  .2.3.2
multiplied  by  the  ratio  15/range,  where  range  is  expressed  in  degrees.

.2.3.2  The  area  under  the  righting  lever  curve  shall  be  at  least  0,015  m-rad,  measured  from  the

angle  of  equilibrium  to  the  lesser  of:

.1  the  angle  at  which  progressive  flooding  occurs;

.2  22  degrees  (measured  from  upright)  in  the  case  of  one-compartment  flooding,  or  27
degrees  (measured  from  the  upright)  in  the  case  of  the  simultaneous  flooding  of  two
adjacent  compartments.

.2.3.3  A  residual  righting  lever  is  to  be  obtained  within  the  range  of  positive  stability,  taking  into

account  the  greatest  of  the  following  heeling  moments:

.1  the  crowding  of  all  passengers  towards  one  side;

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

.3  due  to  wind  pressure:

as  calculated  for  new  Class  B  ships  by  the  formula:

GZ(metres)  = 

heeling  moment
displacement

+  0,04

However,  in  no  case  is  the  righting  lever  to  be  less  than  0,10  metres.

.2.3.4  For  the  purpose  of  calculating  the  heeling  moments  in  paragraph  .2.3.3  the  following

assumptions  shall  be  made:

.1  Moment  due  to  crowding  of  passengers:

.1.1  4  persons  per  square  metre;

.1.2  a  mass  of  75  kg  for  each  passenger;

.1.3  passengers  shall  be  distributed  on  available  deck  areas  towards  one  side  of  the  ship
on the decks where muster stations are located and in such a way that they produce
the  most  adverse  heeling  moment.

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

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

.2.2  for  lifeboats  which  are  arranged  to  be  launched  fully  loaded  from  the  stowed

position,  the  maximum  heeling  moment  during  launching  shall  be  taken;

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

.2.4  persons not in the life-saving appliances which are swung out shall not provide either

additional  heeling  or  righting  moment;

.2.5  life-saving  appliances  on  the  side  of  the  ship  opposite  to  the  side  to  which  the  ship

has  heeled  shall  be  assumed  to  be  in  a  stowed  position.

.3  Moments  due  to  wind  pressure:

.3.1  Class  B:  a  wind  pressure  of  120  N/m2  to  be  applied;  Classes  C  and  D:  a  wind

pressure  of  80  N/m2  to  be  applied;

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.3.2  the area applicable shall be the projected lateral area of the ship above the waterline

corresponding  to  the  intact  condition;

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

.2.4  When major progressive flooding occurs, that is when it causes a rapid reduction in the righting lever
of  0,04  metres  or  more,  the  righting  lever  curve  is  to  be  considered  as  terminated  at  the  angle  the
progressive  flooding  occurs  and  the  range  and  the  area  referred  to  in  .2.3.1  and  .2.3.2  should  be
measured  to  that  angle.

.2.5 

In  cases  where  the  progressive  flooding  is  of  limited  nature  that  does  not  continue  unabated  and
causes  an  acceptably  slow  reduction  in  righting  lever  of  less  than  0,04  metres,  the  remainder  of  the
curve shall be partially truncated by assuming that the progressively flooded space is so flooded from
the beginning.

.2.6 

In intermediate stages of flooding, the maximum righting lever shall be at least 0,05 metres and the
range of positive righting levers shall be at least 7. In all cases, only one breach in the hull and only
one  free  surface  need  be  assumed.

.3 

For the purpose of making damaged stability calculations the volume and surface permeabilities shall
be  as  follows:

Spaces

Permeability

Appropriated  to  cargo  or  stores

Occupied  by  accommodations

Occupied  by  machineries

Intended  for  liquids

(*)  Whichever  results  in  more  severe  requirements.

60 %

95 %

85 %

0  or  95 % (*)

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

.4 

Assumed  extent  of  damage  shall  be  as  follows:

.1  longitudinal extent: 3,0 metres plus 3 % of the length of the ship, or 11,0 metres or 10 % of the

length  of  the  ship,  whichever  is  the  less;

.2  transverse  extent  (measured  inboard  from  the  ship’s  side,  at  right  angles  to  the  centreline  at  the
level  of  the  deepest  subdivision  load  line):  a  distance  of  one  fifth  of  the  breadth  of  the  ship;
and

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

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

.5 

Unsymmetrical flooding is to be kept to a minimum consistent with efficient arrangements. Where it
is necessary to correct large angles of heel, the means adopted shall, where practicable, be self-acting,
but  in  any  case  where  controls  to  cross-flooding  fittings  are  provided  they  shall  be  operable  from
above the bulkhead deck. For new class B, C and D ships the maximum angle of heel after flooding
but  before  equalization  shall  not  exceed  15  degrees.  Where  cross-flooding  fittings  are  required  the
time  for  equalization  shall  not  exceed  15  minutes.  Suitable  information  concerning  the  use  of
cross-flooding  fittings  shall  be  supplied  to  the  master  of  the  ship.

.6 

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

.1  in the case of symmetrical flooding there shall be a positive residual metacentric height of at least

50  mm  as  calculated  by  the  constant  displacement  method;

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.2  in  the  case  of  unsymmetrical  flooding  the  angle  of  heel  for  one-compartment  flooding  shall  not
exceed 7 degrees for Class B ships (new and existing) and 12 degrees for Classes C and D ships
(new).

For  the  simultaneous  flooding  of  two  adjacent  compartments,  a  heel  of  12  degrees  may  be
permitted  for  existing  and  new  Class  B  ships,  provided  that  the  subdivision  factor  is  nowhere
greater  than  0,50  in  that  part  of  the  ship  that  is  flooded.

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

.7 

.8 

.9 

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

The data referred to in paragraph .7 to enable the master to maintain sufficient intact stability shall
include  information  which  indicates  the  maximum  permissible  height  of  the  ship’s  centre  of  gravity
above  keel  (KG),  or  alternatively  the  minimum  permissible  metacentric  height  (GM),  for  a  range  of
draughts or displacements sufficient to include all service conditions. The information shall show the
influence  of  various  trims  taking  into  account  the  operational  limits.

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

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

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

.12 

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

8-1 

Stability  of  ro-ro  passenger  ships  in  damaged  conditions  (R  8-1)

EXISTING  CLASS  B  RO-RO  PASSENGER  SHIPS:

.1 

Existing Class B ro-ro passenger ships shall comply with regulation 8, not later than the date of the
first  periodical  survey  after  the  date  of  compliance  prescribed  below,  according  to  the  value  of
A/Amax  as  defined  in  the  Annex  of  the  Calculation  Procedure  to  Assess  the  Survivability
Characteristics  of  Existing  Ro-Ro  Passenger  Ships  When  Using  a  Simplified  Method  Based  Upon
Resolution  A.265  (VIII),  developed  by  the  Maritime  Safety  Committee  at  its  fifty-ninth  session  in
June  1991  (MSC/Circ.574):

Value  of  A/Amax:

less  than  85 %
85 %  or  more  but  less  than  90 %
90 %  or  more  but  less  than  95 %
95 %  or  more  but  less  than  97,5 %
97,5 %  or  more

Date  of  Compliance:

1  October  1998
1  October  2000
1  October  2002
1  October  2004
1  October  2005

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8-2 

Special  requirements  for  ro-ro  passenger  ships  carrying  400  persons  or  more  (R  8-2)

NEW  CLASS  B,  C  AND  D  AND  EXISTING  CLASS  B  RO-RO  PASSENGER  SHIPS:

Notwithstanding  the  provisions  of  regulation  II-1/B/8  and  II-1/B/8-1:

.1 

.2 

New ro-ro passenger ships certified to carry 400 persons or more shall comply with the provisions of
paragraph .2.3 of regulation II-1/B/8, assuming the damage applied anywhere within the ship’s length
L;  and

Existing  ro-ro  passenger  ships  certified  to  carry  400  persons  or  more  shall  comply  with  the
requirements  of  paragraph  1  not  later  than  the  date  of  the  first  periodical  survey  after  the  date  of
compliance  prescribed  in  sub-paragraph  .2.1,  .2.2  or  .2.3  which  occurs  the  latest:

.2.1

Value  of  A/Amax:

Date  of  compliance:

less  than  85 %
85 %  or  more  but  less  than  90 %
90 %  or  more  but  less  than  95 %
95 %  or  more  but  less  than  97,5 %
97,5 %  or  more

.2.2 Number  of  persons  permitted  to  be  carried:

1 500  or  more
1 000  or  more  but  less  than  1 500
600  or  more  but  less  than  1 000
400  or  more  but  less  than  600

.2.3

Age  of  the  ship  equal  or  greater  than  20  years:

1  October  1998
1  October  2000
1  October  2002
1  October  2004
1  October  2010

1  October  2002
1  October  2006
1  October  2008
1  October  2010

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

9 

Peak  and  machinery  space  bulkheads  (R  10)

NEW  CLASS  B,  C  AND  D  AND  EXISTING  CLASS  B  SHIPS:

.1 

.2 

.3 

.4 

A  forepeak  or  collision  bulkhead  shall  be  fitted  which  shall  be  watertight  up  to  the  bulkhead  deck.
This bulkhead shall be located at a distance from the forward perpendicular of not less than 5 % of
the  length  of  the  ship  and  not  more  than  3  metres  plus  5 %  of  the  length  of  the  ship.

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

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

.2  at  a  distance  1,5 %  of  the  length  of  the  ship  forward  of  the  forward  perpendicular;  or

.3  at  a  distance  3  metres  forward  of  the  forward  perpendicular,  whichever  gives  the  smallest

measurement.

Where  a  long  forward  superstructure  is  fitted,  the  forepeak  or  collision  bulkhead  shall  be  extended
weathertight to the next full deck above the bulkhead deck. The extension shall be so arranged as to
preclude  the  possibility  of  the  bow  door  causing  damage  to  it  in  the  case  of  damage  to,  or
detachment  of,  a  bow  door.

The  extension  required  in  paragraph  3  need  not  be  fitted  directly  above  the  bulkhead  below
provided  all  parts  of  the  extension  are  not  located  forward  of  the  forward  limit  specified  in
paragraph  1  or  in  paragraph  2.

However  in  existing  Class  B  ships:

.1  where  a  sloping  loading  ramp  forms  part  of  the  extension  of  the  collision  bulkhead  above  the
bulkhead deck, the part of the ramp which is more than 2,3 metres above the bulkhead deck may
extend  no  more  than  1,0  metre  forward  of  the  forward  limits  specified  in  paragraphs  .1
and  .2;

.2  where the existing ramp does not comply with the requirements for acceptance as an extension to
the  collision  bulkhead  and  the  position  of  the  ramp  prevents  the  siting  of  such  extension  within
the limits specified in paragraph .1 or paragraph .2, the extension may be sited within a limited

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distance  aft  of  the  aft  limit  specified  in  paragraph  .1  or  paragraph  .2.  The  limited  distance  aft
should be nor more than is necessary to ensure non-interference with the ramp. The extension to
the collision bulkhead shall open forward and comply with the requirements of paragraph .3 and
shall be so arranged as to preclude the possibility of the ramp causing damage to it in the case of
damage  to,  or  detachment  of,  the  ramp.

.5 

.6 

.7 

.8 

Ramps  not  meeting  the  above  requirements  shall  be  disregarded  as  an  extension  to  the  collision
bulkhead.

In existing Class B ships, the requirements of paragraph .3 and .4 shall apply not later than the date
of  the  first  periodical  survey  after  the  date  referred  to  in  Article  14  (1)  of  this  Directive.

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

In  all  cases  stern  tubes  shall  be  enclosed  in  watertight  spaces.  The  stern  gland  shall  be  situated  in  a
watertight  shaft  tunnel  or  other  watertight  space  separate  from  the  stern  tube  compartment  and  of
such  volume  that,  if  flooded  by  leakage  through  the  stern  gland,  the  margin  line  will  not  be
submerged.

10 

Double  bottoms  (R  12)

NEW  CLASS  B,  C  AND  D  AND  EXISTING  CLASS  B  SHIPS:

.1 

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

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

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

.3  In ships of 76 metres in length and upwards, a double bottom shall be fitted amidships, and shall

extend  to  the  fore  and  after  peak  bulkheads,  or  as  near  thereto  as  practicable.

Where  a  double  bottom  is  required  to  be  fitted  its  depth  shall  comply  with  the  standards  of  a
recognized  organization  and  the  inner  bottom  shall  be  continued  out  to  the  ship’s  sides  in  such  a
manner as to protect the bottom to the turn of the bilge. Such protection will be deemed satisfactory
if the line of intersection of the outer edge of the margin plate with the bilge plating is not lower at
any  part  than  a  horizontal  plane  passing  through  the  point  of  intersection  with  the  frame  line
amidships  of  a  transverse  diagonal  line  inclined  at  25  degrees  to  the  base  line  and  cutting  it  at  a
point  one-half  the  ship’s  moulded  breadth  from  the  middle  line.

Small  wells  constructed  in  the  double  bottom  in  connection  with  drainage  arrangements  of  holds,
etc.,  shall  not  extend  downwards  more  than  necessary.  The  depth  of  the  well  shall  in  no  case  be
more  than  the  depth  less  460  mm  of  the  double  bottom  at  the  centreline,  nor  shall  the  well  extend
below  the  horizontal  plane  referred  to  in  paragraph  .2.  A  well  extending  to  the  outer  bottom  is,
however,  permitted  at  the  after  end  of  the  shaft  tunnel.  Other  wells  (e. g.  for  lubricating  oil  under
main  engines)  may  be  permitted  by  the  Administration  of  the  flag  State  if  satisfied  that  the
arrangements  give  protection  equivalent  to  that  afforded  by  a  double  bottom  complying  with  this
regulation.

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

The Administration of the flag State may permit a double bottom to be dispensed with in any part of
the  ship  which  is  subdivided  by  a  factor  not  exceeding  0,5,  it  satisfied  that  the  fitting  of  a  double
bottom  in  that  part  would  not  be  compatible  with  the  design  and  proper  working  of  the  ship.

.2 

.3 

.4 

.5 

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11 

Assigning,  marking  and  recording  of  subdivision  load  lines  (R  13)

NEW  CLASS  B,  C  AND  D  AND  EXISTING  CLASS  B  SHIPS:

.1 

In order that the required degree of subdivision shall be maintained, a load line corresponding to the
approved  subdivision  draught  shall  be  assigned  and  marked  on  the  ship’s  sides  amidships.  A  ship
having spaces which are specially adapted for the accommodation of passengers and the carriage of
cargo  alternatively  may,  if  owners  desire,  have  one  ore  more  additional  load  lines  assigned  and
marked to correspond with the subdivision draughts which the Administration of the flag State may
approve  for  alternative  service  conditions.

.2 

The  subdivision  load  lines  assigned  and  marked  shall  be  recorded  in  the  Passenger  Ship  Safety
Certificate,  and  shall  be  identified  by  the  notation  C.1  if  there  is  only  one  subdivision  load  line.

If  there  is  more  than  one  subdivision  load  line,  the  alternative  conditions  shall  be  identified  by  the
notations  C.2,  C.3,  C.4  etc. (1).

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

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

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

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

A ship shall in no case be so loaded that the subdivision load line mark appropriate to the particular
voyage  and  condition  of  service  is  submerged.

.3 

.4 

.5 

.6 

.7 

12 

Construction  and  initial  testing  of  watertight  bulkheads,  etc.  (R  14)

NEW  CLASS  B,  C  AND  D  AND  EXISTING  CLASS  B  SHIPS:

.1 

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

.2.1 

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

.2.2  Where frames or beams pass through a watertight deck or bulkhead, such deck or bulkhead shall be

made  structurally  watertight  without  the  use  of  wood  or  cement.

.3 

Testing  main  compartments  by  filling  them  with  water  is  not  compulsory.  When  testing  by  filling
with  water  is  not  carried  out,  a  hose  test  is  compulsory;  this  test  shall  be  carried  out  in  the  most
advanced  stage  of  the  fitting  out  of  the  ship.  In  any  case,  a  thorough  inspection  of  the  watertight
bulkheads  shall  be  carried  out.

.4 

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

(1)  The arabic numerals following the letter ‘C’ in the subdivision load line notations may be replaced by roman numerals
or letters if the Administration of the Flag State considers this necessary to make the distinction with the international
subdivision  load  line  notations.

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.5 

.6 

Tanks which are intended to hold liquids, and which form part of the subdivision of the ship, shall
be  tested  for  tightness  with  water  to  a  head  up  to  the  deepest  subdivision  load  line  or  to  a  head
corresponding to two-thirds of the depth from the top of keel to the margin line in way of the tanks,
whichever  is  the  greater,  provided  that  in  no  case  shall  the  test  head  be  less  than  0,9  metres  above
the top of the tank; if testing by water is impracticable, air leak testing while the tanks are subjected
to  an  air  pressure  of  not  more  than  0,14  bar  may  be  accepted.

The  tests  referred  to  in  paragraphs  .4  and  .5  are  for  the  purpose  of  ensuring  that  the  subdivision
structural  arrangements  are  watertight  and  are  not  to  be  regarded  as  a  test  of  the  fitness  of  any
compartment  for  the  storage  of  oil  fuel  or  for  other  special  purposes  for  which  a  test  of  a  superior
character may be required depending on the height to which the liquid has access in the tank or its
connections.

13 

Openings  in  watertight  bulkheads  (R  15)

NEW  CLASS  B,  C  AND  D  AND  EXISTING  CLASS  B  SHIPS:

.1 

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

.2.1  Where  pipes,  scuppers,  electrical  cables  etc.,  are  carried  through  watertight  subdivision  bulkheads,

arrangements  shall  be  made  to  ensure  the  watertight  integrity  of  the  bulkheads.

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

bulkheads.

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

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

.1  in  the  collision  bulkhead  below  the  margin  line;

.2  in watertight transverse bulkheads dividing a cargo space from an adjoining cargo space, except

as  provided  for  in  paragraph  10.1  and  in  regulation  14.

.3.2  Except as provided in paragraph .3.3 the collision bulkhead may be pierced below the margin line by
no  more  than  one  pipe  for  dealing  with  fluid  in  the  fore  peak  tank,  provided  that  the  pipe  is  fitted
with  a  screw-down  valve  capable  of  being  operated  from  above  the  bulkhead  deck,  the  valve  chest
being secured inside the fore peak to the collision bulkhead. However the fitting of this valve on the
afterside of the collision bulkhead may be accepted provided that the valve is readily accessible under
all  service  conditions  and  the  space  in  which  it  is  located  is  not  a  cargo  space.

.3.3 

.4 

If  the  fore  peak  is  divided  to  hold  two  different  kinds  of  liquids  the  collision  bulkhead  may  be
pierced  below  the  margin  line  by  two  pipes  each  of  which  is  fitted  as  required  by  paragraph  .3.1,
provided there is no practical alternative to the fitting of such a second pipe and that, having regard
to  the  additional  subdivision  provided  in  the  forepeak,  the  safety  of  the  ship  is  maintained.

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

.5.1  EXISTING CLASS B SHIPS AND NEW CLASS B, C AND D SHIPS OF LESS THAN 24 METRES

IN  LENGTH:

Watertight doors shall be sliding doors or hinged doors or doors of: an equivalent type. Plate doors
secured  only  by  bolts  and  doors  required  to  be  closed  by  dropping  or  by  the  action  of  a  dropping
weight  are  not  permitted.

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NEW  CLASS  B,  C  AND  D  SHIPS  OF  24  METRES  IN  LENGTH  AND  OVER:

Watertight  doors,  except  as  provided  in  paragraph  10.1  or  regulation  14,  shall  be  power-operated
sliding  doors  complying  with  the  requirements  of  paragraph  7  capable  of  being  closed
simultaneously  from  the  central  operating  console  at  the  navigating  bridge  in  not  more  than  60
seconds  with  the  ship  in  upright  position.

.5.2  EXISTING CLASS B SHIPS AND NEW CLASS B, C AND D SHIPS OF LESS THAN 24 METRES

IN  LENGTH:

Sliding  doors  may  be  either:

—  hand-operated  only,  or

—  power-operated  as  well  as  hand-operated.

NEW  CLASS  B,  C  AND  D  SHIPS  OF  24  METRES  IN  LENGTH  AND  OVER:

In  ships  where  the  total  number  of  watertight  doors  is  not  more  than  two  and  these  doors  are
situated in the machinery space or in the bulkheads bounding such space, the Administration of the
Flag State may allow these two doors to be hand-operated only. Where hand-operated sliding doors
are  fitted,  such  doors  are  to  be  closed  before  the  vessel  leaves  its  berth  on  a  passenger  carrying
voyage  and  shall  be  kept  closed  during  navigation.

NEW  CLASS  B,  C  AND  D  SHIPS  AND  EXISTING  CLASS  B  SHIPS:

.5.3  The  means  of  operation  whether  by  power  or  by  hand  of  any  sliding  watertight  door  whether
power-operated  or  not  shall  be  capable  of  closing  the  door  with  the  ship  listed  to  15  degrees  either
way.  Consideration  shall  also  be  given  to  the  forces  which  may  act  on  either  side  of  the  doors  as
may be experienced when water is flowing through the opening applying a static head equivalent to
a  water  height  of  at  least  1  metre  above  the  sill  on  the  centreline  of  the  door.

NEW  CLASS  B,  C  AND  D  SHIPS  OF  24  METRES  IN  LENGTH  AND  OVER:

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

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

EXISTING  CLASS  B  SHIPS  AND  NEW  CLASS  B,  C  AND  D  SHIPS  OF  LESS  THAN  24  METRES  IN
LENGTH:

.5.6  Watertight doors which do not comply with paragraphs .5.1 to .5.5 shall be closed before the voyage
commences, and shall be kept closed during navigation; the time of opening such doors in port and
of  closing  them  before  the  ship  leaves  port  shall  be  entered  in  the  log-book.

NEW CLASS B, C AND D SHIPS OF LESS THAN 24 METRES IN LENGTH AND EXISTING CLASS B
SHIPS:

.6.1  Hand-operated sliding doors may have a horizontal or vertical motion. It shall be possible to operate
the  mechanism  at  the  door  itself  from  either  side,  and  from  an  accessible  position  above  the
bulkhead  deck,  with  an  all  round  crank  motion,  or  some  other  movement  providing  the  same
guarantee of safety and of an approved type. When operating a hand gear the time necessary for the
complete  closure  of  the  door  with  the  vessel  upright,  shall  not  exceed  90  seconds.

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.6.2  EXISTING CLASS B SHIPS: Power-operated sliding doors may have a vertical or horizontal motion.
If  a  door  is  power-operated  from  a  central  control,  the  gearing  shall  be  so  arranged  that  the  door
can also be operated by power at the door itself from both sides. Local control handles in connection
with  the  power  gear  shall  be  provided  on  each  side  of  the  bulkhead  and  shall  be  so  arranged  as  to
enable persons passing through the doorway to hold both handles in the open position without being
able  to  set  the  closing  mechanism  in  operation  accidentally.  Power-operated  sliding  doors  shall  be
provided  with  hand  gear  workable  at  the  door  itself  on  either  side  and  from  an  accessible  position
above  the  bulkhead  deck,  with  an  all  round  crank  motion  or  some  other  movement  providing  the
same  guarantee  of  safety  and  of  an  approved  type.  Provision  shall  be  made  to  give  warnings  by
sound  signal  that  the  door  has  begun  to  close  and  will  continue  to  sound  until  it  is  completely
closed.  Additionally,  in  areas  of  high  ambient  noise  an  audible  alarm  shall  be  required  to  be
supplemented  by  an  intermittent  visual  signal  at  the  door.

NEW  CLASS  B,  C  AND  D  SHIPS  OF  24  METRES  IN  LENGTH  AND  OVER:

.7.1  Each  power-operated  sliding  watertight  door:

.1  shall  have  a  vertical  or  horizontal  motion

.2  shall, subject to paragraph 11, be normally limited to a maximum clear width of 1,2 metres. The
Administration of the Flag State may permit larger doors only to the extent considered necessary
for  the  effective  operation  of  the  ship  provided  that  other  safety  measures,  including  the
following,  are  taken  into  consideration:

.2.1  special consideration shall be given to the strength of the door and its closing appliances in

order  to  prevent  leakages;

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

.2.3  the  door  shall  be  kept  closed  when  the  ship  is  at  sea,  except  for  limited  periods  when

absolutely  necessary  as  determined  by  the  Administration  of  the  Flag  State.

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

.4  shall  be  provided  with  an  individual  hand-operated  mechanism.  It  shall  be  possible  to  open  and
close the door by hand at the door itself from either side, and in addition, close the door from an
accessible  position  above  the  bulkhead  deck  with  an  all  round  crank  motion  or  some  other
movement providing the same degree of safety acceptable to the Administration of the Flag State.
Direction of rotation or other movement is to be clearly indicated on all operating positions. The
time  necessary  for  the  complete  closure  of  the  door,  when  operated  by  hand  gear,  shall  not
exceed  90  seconds  with  the  ship  in  upright  position;

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

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

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

.7.2  The electrical power required for power-operated sliding watertight doors shall be supplied from the
emergency  switchboard  either  directly  or  by  a  dedicated  distribution  board  situated  above  the
bulkhead  deck;  the  associated  control,  indication  and  alarm  circuits  shall  be  supplied  from  the

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emergency  switchboard  either  directly  or  by  a  dedicated  distribution  board  situated  above  the
bulkhead  deck  and  be  capable  of  being  automatically  supplied  by  the  transitional  source  of
emergency electrical power in the event of failure of either the main or emergency source of electrical
power.

.7.3 

Power-operated  sliding  watertight  doors  shall  have  either:

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

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

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

For  the  systems  specified  in  7.3.1,  7.3.2  and  7.3.3,  provision  should  be  made  as  follows:

Power  systems  for  power-operated  watertight  sliding  doors  shall  be  separate  from  any  other  power
system.  A  single  failure  in  the  electric  or  hydraulic  power-operated  systems  excluding  the  hydraulic
actuator  shall  not  prevent  the  hand  operation  of  any  door.

.7.4  Control  handles  shall  be  provided  at  each  side  of  the  bulkhead  at  a  minimum  height  of  1,6  metres
above the floor and shall be so arranged as to enable persons passing through the doorway to hold
both  handles  in  the  open  position  without  being  able  to  set  the  power  closing  mechanism  in
operation  accidentally.  The  direction  of  movement  of  the  handles  in  opening  and  closing  the  door
shall  be  in  the  direction  of  door  movement  and  shall  be  clearly  indicated.

Hydraulic control handles for watertight doors in accommodation spaces shall, if only one action is
required to start the door’s closing movement, be so placed that children cannot operate them, e. g.
behind  panel  doors  with  bolts  placed  at  least  170  cm  above  deck  level.

NEW  CLASS  B,  C  AND  D  SHIPS  AND  EXISTING  CLASS  B  SHIPS  OF  24  METRES  IN  LENGTH  AND
OVER:

On both sides of the doors there shall be a plate with instructions as to how the door system is to be
operated. On both sides of each door there shall also be a plate with text or pictures warning of the
danger  of  remaining  in  the  door  opening  when  the  door  has  begun  its  closing  movement.  These

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plates  shall  be  made  of  durable  material,  and  shall  be  firmly  fixed.  The  text  on  the  instruction  or
warning  plate  shall  include  information  about  the  closing  time  of  the  door  in  question.

NEW  CLASS  B,  C  AND  D  SHIPS  OF  24  METRES  IN  LENGTH  AND  OVER:

.7.5  As  far  as  practicable,  electrical  equipment  and  components  for  watertight  doors  shall  be  situated

above  the  bulkhead  deck  and  outside  hazardous  areas  and  spaces.

.7.6  The  enclosures  of  electrical  components  necessarily  situated  below  the  bulkhead  deck  shall  provide

suitable  protection  against  the  ingress  of  water.

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

.7.8  A  single  electrical  failure  in  the  power  operating  or  control  system  of  a  power-operated  sliding
watertight door shall not result in a closed door opening. Availability of the power supply should be
continuously  monitored  at  a  point  in  the  electrical  circuit  as  near  as  practicable  to  each  of  the
motors  required  by  paragraph  .7.3.  Loss  of  any  such  power  supply  should  activate  an  audible  and
visual  alarm  at  the  central  operating  console  at  the  navigating  bridge.

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

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

.8.3 

It  shall  not  be  possible  to  open  any  door  remotely  from  the  central  control  position.

NEW  CLASS  B,  C  AND  D  AND  EXISTING  CLASS  B  SHIPS:

.9.1  All  watertight  doors  shall  be  kept  closed  during  navigation  except  that  they  may  be  opened  during
navigation  as  specified  in  paragraphs  9.2  and  9.3.  Watertight  doors  of  width  of  more  than  1,2
metres  permitted  by  paragraph  11  may  only  be  opened  in  the  circumstances  detailed  in  that
paragraph.  Any  door  which  is  opened  in  accordance  with  this  paragraph  shall  be  ready  to  be
immediately closed.

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

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

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NEW  CLASS  B,  C  AND  D  SHIPS:

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

.10.2  Such doors shall be closed before the voyage commences and shall be kept closed during navigation;
the  time  of  opening  such  doors  in  port  and  of  closing  them  before  the  ship  leaves  port  shall  be
entered in the log-book. Should any of the doors be accessible during the voyage, they shall be fitted
with  a  device  which  prevents  unauthorized  opening.  When  it  is  proposed  to  fit  such  doors,  the
number  and  the  arrangements  shall  receive  the  special  consideration  of  the  Administration  of  the
Flag State.

.11 

Portable  plates  on  bulkheads  shall  not  be  permitted  except  in  machinery  spaces.  Such  plates  shall
always be in place before the ship leaves port, and shall not be removed during navigation except in
case  of  urgent  necessity  at  the  discretion  of  the  master.  The  Administration  of  the  Flag  State  may
permit not more than one power-operated sliding watertight door in each main transverse bulkhead
larger than those specified in .7.1.2. to be substituted for these portable plates, provided these doors
are  closed  before  the  ship  leaves  the  port  and  remain  closed  during  navigation  except  in  case  of
urgent  necessity  at  the  discretion  of  the  master.  These  doors  need  not  meet  the  requirements  of
paragraph  7.1.4  regarding  complete  closure  by  hand-operated  gear  in  90  seconds.  The  time  of
opening  and  closing  these  doors,  whether  the  ship  is  at  sea  or  in  port,  shall  be  recorded  in  the
log-book.

14 

Ships  carrying  goods  vehicles  and  accompanying  personnel  (R  16)

NEW  CLASS  B,  C  AND  D  AND  EXISTING  CLASS  B  SHIPS:

.1 

.2 

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

If in such a ship the total number of passengers, including persons accompanying vehicles, does not
exceed N = 12 + A/25, where A = total deck area (square metres) of spaces available for the stowage
of  goods  vehicles  and  where  the  clear  height  at  the  stowage  position  and  at  the  entrance  to  such
spaces  is  not  less  than  4  metres,  the  provisions  of  regulation  13  paragraph  .10  in  respect  of
watertight  doors  apply  except  that  the  doors  may  be  fitted  at  any  level  in  watertight  bulkheads
dividing  cargo  spaces.  Additionally,  indicators  are  required  on  the  navigating  bridge  to  show
automatically  when  each  door  is  closed  and  all  door  fastenings  are  secured.

.3 

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

15 

Openings  in  the  shell  plating  below  the  margin  line  (R  17)

NEW  CLASS  B,  C  AND  D  AND  EXISTING  CLASS  B  SHIPS:

.1 

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

.2.1  The  arrangement  and  efficiency  of  the  means  for  closing  any  opening  in  the  shell  plating  shall  be

consistent  with  its  intended  purpose  and  the  position  in  which  it  is  fitted.

.2.2 

Subject  to  the  requirements  of  the  International  Convention  of  the  Load  Line  in  force,  no  side
scuttles  shall  be  fitted  in  such  a  position  that  its  sill  is  below  a  line  drawn  parallel  to  the  bulkhead
deck  at  side  and  having  its  lowest  point  2,5 %  of  the  breadth  of  the  ship  above  the  deepest
subdivision  load  line,  or  500  mm,  whichever  is  the  greater.

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.2.3  All  side  scuttles  the  sills  of  which  are  below  the  margin  line  shall  be  of  such  construction  as  will
effectively  prevent  any  person  opening  them  without  the  consent  of  the  master  of  the  ship.

.2.4  Where in a between-deck, the sills of any of the sidescuttles referred to in paragraph .2.3 are below a
line drawn parallel to the bulkhead deck at side and having its lowest point 1,4 metres plus 2,5 % of
the breadth of the ship above the water when the ship departs from any port, all the sidescuttles in
that  between-deck  shall  be  closed  watertight  and  locked  before  the  ship  leaves  port,  and  they  shall
not  be  opened  before  the  ship  arrives  at  the  next  port.  In  the  application  of  this  paragraph  the
appropriate  allowance  for  fresh  water  may  be  made  when  applicable.

.2.5 

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

.3 

.4 

.4.1 

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

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

Subject  to  the  requirements  of  the  International  Convention  on  Load  Lines  in  force,  and  except  as
provided  in  paragraph  .5,  each  separate  discharge  led  through  the  shell  plating  from  spaces  below
the  margin  line  shall  be  provided  with  either  one  automatic  nonreturn  valve  fitted  with  a  positive
means  of  closing  it  from  above  the  bulkhead  deck  or  with  two  automatic  nonreturn  valves  without
positive  means  of  closing,  provided  that  the  inboard  valve  is  situated  above  the  deepest  subdivision
load  line  and  is  always  accessible  for  examination  under  service  conditions.

Where  a  valve  with  positive  means  of  closing  is  fitted,  the  operating  position  above  the  bulkhead
deck shall always be readily accessible and means shall be provided for indicating whether the valve
is  open  or  closed.

.4.2  The  requirements  of  the  International  Convention  on  Load  Lines  in  force  shall  apply  to  discharges

led  through  the  shell  plating  from  spaces  above  the  margin  line.

.5 

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

NEW  CLASS  B,  C  AND  D  SHIPS:

.1  The  handwheels  or  handles  of  the  sea  cocks  shall  be  easily  accessible  for  operation.  All  valves

which  are  used  as  seacocks  shall  close  by  clockwise  movement  of  their  handwheels.

.2  Discharge taps or valves on the side of the ship for blow-off water from boilers shall be located
in  easily  accessible  locations  and  not  beneath  deck  plating.  Taps  or  valves  shall  be  so  designed
that it is easy to see whether they are open or closed. Taps shall be provided with safety screens,
so  designed  that  the  key  cannot  be  lifted  off  when  the  tap  is  open.

.3  All valves and taps in pipe systems such as bilge and ballast systems, fuel oil and lubricating oil
systems, fire extinguishing and sluicing systems, cooling water and sanitary systems, etc. shall be
clearly  marked  as  to  their  functions.

.4  Other outlet pipes shall, if they emerge below the deepest subdivision load line, be provided with
equivalent means of shut-off on the side of the ship; if they emerge above the deepest subdivision
load  line,  they  shall  be  provided  with  an  ordinary  storm  valve.  In  both  cases  the  valves  may  be
omitted  if  pipes  are  used  of  the  same  thickness  as  the  plating  indirect  outlets  from  toilets  and
wash-basins,  and  floor  outlets  from  washrooms  etc.  provided  with  deadlights  or  otherwise
protected  against  water  shock.  The  wall  thickness  of  such  pipes  need  not,  however,  be  greater
than  14  mm.

.5  If a valve with a direct closing mechanism is fitted, the place from which it may be operated shall
always be easily accessible, and there shall be a means of indicating whether the valve is open or
closed.

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.6  When  valves  with  direct  closing  mechanisms  are  placed  in  machinery  spaces,  it  is  sufficient  that
they  be  operable  from  where  they  are  located,  provided  that  this  place  is  easily  accessible  under
all conditions.

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

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

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

.6 

.7 

.8 

16  Watertight  integrity  of  passenger  ships  above  the  margin  line  (R  20)

NEW  CLASS  B,  C  AND  D  AND  EXISTING  CLASS  B  SHIPS:

.1 

.2 

.3 

.4 

.5 

All reasonable and practicable measures shall be taken to limit the entry and spread of water above
the  bulkhead  deck.  Such  measures  may  include  partial  bulkheads  or  webs.  When  partial  watertight
bulkheads  and  webs  are  fitted  on  the  bulkhead  deck,  above  or  in  the  immediate  vicinity  of  main
subdivision  bulkheads,  they  shall  have  watertight  shell  and  bulkhead  deck  connections  so  as  to
restrict the flow of water along the deck when the ship is in a heeled damaged condition. Where the
partial  watertight  bulkhead  does  not  line  up  with  the  bulkhead  below,  the  bulkhead  deck  between
shall  be  made  effectively  watertight.

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

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

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

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

17 

Closure  of  cargo  loading  doors  (R  20-1)

NEW  CLASS  B,  C  AND  D  AND  EXISTING  CLASS  B  SHIPS:

.1 

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

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

.2  bow  visors  fitted  in  positions,  as  indicated  in  paragraph  .1.1;

.3  cargo  loading  doors  in  the  collision  bulkhead;

.4  weathertight  ramps  forming  an  alternative  closure  to  those  defined  in  paragraphs  .1.1  to  .1.3

inclusive.

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

Notwithstanding  the  requirements  of  paragraph  .1.1  and  .1.4,  the  Administration  of  the  Flag  State
may  authorize  that  particular  doors  can  be  opened  at  the  discretion  of  the  master,  if  necessary  for
the operation of the ship or the embarking and disembarking of passengers, when the ship is at safe
anchorage  and  provided  that  the  safety  of  the  ship  is  not  impaired.

The  master  shall  ensure  that  an  effective  system  of  supervision  and  reporting  of  the  closing  and
opening  of  the  doors  referred  to  in  paragraph  1  is  implemented.

The  master  shall  ensure,  before  the  ship  proceeds  on  any  voyage,  that  an  entry  in  the  log-book,  as
required in regulation 22, is made of the time of the last closing of the doors specified in paragraph
1  and  the  time  of  any  opening  of  particular  doors  in  accordance  with  paragraph  2.

.2 

.3 

.4 

17-1  Watertight  integrity  from  the  ro-ro  deck  (bulkhead  deck)  to  spaces  below  (R  20-2)

NEW  CLASS  B,  C  AND  D  RO-RO  PASSENGER  SHIPS:

.1.1 

Subject  to  the  provisions  of  sub-paragraphs  .1.2  and  .1.3,  all  accesses  that  lead  to  spaces  below  the
bulkhead  deck  shall  have  a  lowest  point  which  is  not  less  than  2,5  metres  above  the  bulkhead
deck;

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

.1.3 

.1.4 

.1.5 

.1.6 

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

the  accesses  referred  to  in  sub-paragraphs  .1.2  and  .1.3  shall  be  closed  before  the  ship  leaves  the
berth  on  any  voyage  and  shall  remain  closed  until  the  ship  is  at  its  next  berth;

the  master  shall  ensure  that  an  effective  system  of  supervision  and  reporting  of  the  closing  and
opening  of  such  accesses  referred  to  in  sub-paragraphs  .1.2  and  .1.3  is  implemented;  and

the master shall ensure, before the ship leaves the berth on any voyage, that an entry in the log-book,
as required by regulation II-1/B/22, is made of the time of the last closing of the accesses referred to
in  sub-paragraphs  .1.2  and  .1.3.

EXISTING  CLASS  B  RO-RO  PASSENGER  SHIPS:

.2.1 

.2.2 

.2.3 

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

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

notwithstanding  the  requirements  of  sub-paragraph  .2.2,  the  Administration  of  the  flag  State  may
permit  some  accesses  to  be  opened  during  the  voyage  but  only  for  a  period  sufficient  to  permit
through  passage  and,  if  required,  for  the  essential  working  of  the  ship;  and

.2.4 

the  requirements  of  subparagraph  .2.1  shall  apply  not  later  than  the  date  of  the  first  periodical
survey  after  the  date  referred  to  in  paragraph  1  of  Article  14  of  this  Directive.

17-2  Access  to  ro-ro  decks  (R  20-3)

ALL  RO-RO  PASSANGER  SHIPS:

The  master,  or  the  designated  officer  shall  ensure  that,  without  the  expressed  consent  of  the  master  or  the
designated  officer,  no  passengers  are  allowed  access  to  an  enclosed  ro-ro  deck  when  the  ship  is
underway.

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17-3  Closure  of  bulkheads  on  the  ro-ro  deck  (R  20-4)

NEW  CLASS  B,  C  AND  D  AND  EXISTING  CLASS  B  RO-RO  PASSENGER  SHIPS:

.1 

.2 

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

Nothwithstanding the requirements of paragraph .1, the Administration of the flag State may permit
some accesses within such bulkheads to be opened during the voyage but only for sufficient time to
permit  through  passage  and,  if  required,  for  the  essential  working  of  the  ship.

18 

Stability  information  (R  22)

NEW  CLASS  B,  C  AND  D  AND  EXISTING  CLASS  B  SHIPS:

.1 

.2 

.3 

.4 

Every  passenger  ship,  shall  be  inclined  upon  its  completion  and  the  elements  of  its  stability
determined. The master shall be supplied with such information, approved by the Administration of
the  flag  State,  as  is  necessary  to  enable  him  by  rapid  and  simple  processes  to  obtain  accurate
guidance  as  to  the  stability  of  the  ship  under  varying  conditions  of  service.

Where any alterations are made to a ship so as to affect materially the stability information supplied
to  the  master,  amended  stability  information  shall  be  provided.  If  necessary  the  ship  shall  be
re-inclined.

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

The  Administration  of  the  flag  State  may  allow  the  inclining  test  of  an  individual  ship  to  be
dispensed with provided basic stability data are available from the inclining test of a sister ship and it
is shown to the satisfaction of the Administration of the flag State that reliable stability information
for  the  exempted  ship  can  be  obtained  from  such  basic  data.

19 

Damage  control  plans  (R  23)

NEW  CLASS  B,  C  AND  D  AND  EXISTING  CLASS  B  SHIPS:

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

20 

Integrity  of  the  hull  and  superstructure,  damage  prevention  and  control  (R  23-2)

This  regulation  applies  to  all  ro-ro  passenger  ships,  except  that  for  existing  ships  paragraph  .2  shall  apply
not  later  than  the  date  of  the  first  periodical  survey  after  the  date  referred  to  in  Article  14  (1)  of  this
Directive.

.1 

Indicators  shall  be  provided  on  the  navigating  bridge  for  all  shell  doors,  loading  doors  and  other
closing  appliances  which,  if  left  open  or  not  properly  secured,  could  lead  to  flooding  of  a  special
category space or ro-ro cargo space. The indicator system shall be designed on the fail-safe principle
and shall show by visual alarms if the door is not fully closed or if any of the securing arrangements
are  not  in  place  and  fully  locked  and  by  audible  alarms  if  such  door  or  closing  appliances  become
open  or  the  securing  arrangements  become  unsecured.  The  indicator  panel  on  the  navigating  bridge

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shall  be  equipped  with  a  mode  selection  function  ‘harbour/sea  voyage’  so  arranged  that  an  audible
alarm is given on the navigation bridge if the ship leaves harbour with  the bow doors, inner doors,
stern  ramp  or  any  other  shell  doors  not  closed  or  any  closing  device  not  in  correct  position.  The
power  supply  for  the  indicator  system  shall  be  independent  of  the  power  supply  for  operating  and
securing the doors. Indicator systems, approved by the Administration of the flag State, which were
installed  on  board  existing  ships,  need  not  be  changed.

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

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

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

.2 

.3 

.4 

21  Marking,  periodical  operation  and  inspection  of  watertight  doors,  etc.  (R  24)

NEW  CLASS  B,  C  AND  D  AND  EXISTING  CLASS  B  SHIPS:

.1 

.2 

.3 

.4 

Drills  for  the  operating  of  the  watertight  doors,  sidescuttles,  valves  and  closing  mechanisms  of
scuppers  shall  take  place  weekly.

All  watertight  doors  in  main  transverse  bulkheads,  in  use  at  sea,  shall  be  operated  daily.

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

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

22 

Entries  in  log  (R  25)

NEW  CLASS  B,  C  AND  D  AND  EXISTING  CLASS  B  SHIPS:

.1 

.2 

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

A record of all drills and inspections required by regulation 21 shall be entered in the log-book with
an  explicit  record  of  any  defects  which  may  be  disclosed.

23 

Hoistable  car  platforms  and  ramps

NEW  CLASS  A,  B,  C  AND  D  AND  EXISTING  CLASS  B  SHIPS:

On  ships  fitted  with  suspended  decks  for  transport  of  passenger  vehicles,  the  construction,  installation  and
operation  shall  be  carried  out  in  accordance  with  measures  imposed  by  the  Administration  of  the  Flag
State.

With  regard  to  the  construction,  the  relevant  rules  of  a  recognized  organization  shall  be  used.

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PART  C

MACHINERY

1 

General  (R  26)

NEW  CLASS  B,  C  AND  D  AND  EXISTING  CLASS  B  SHIPS:

.1 

.2 

.3 

The  machinery,  boilers  and  other  pressure  vessels,  associated  piping  systems  and  fittings  shall  be  so
installed and protected as to reduce to a minimum any danger to persons on board, due regard being
paid  to  moving  parts,  hot  surfaces  and  other  hazards.

Means  shall  be  provided  whereby  normal  operation  of  propulsion  machinery  can  be  sustained  or
restored  even  though  one  of  the  essential  auxiliaries  becomes  inoperative.

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

NEW  CLASS  B  AND  C  SHIPS:

.4 

Main propulsion machinery and all auxiliary machinery essential to the propulsion and the safety of
the ship shall, as fitted in the ship, be designed to operate when the ship is upright and when inclined
at  any  angle  of  list  up  to  and  including  15°  either  way  under  static  conditions  and  22,5°  under
dynamic  conditions  (rolling)  either  way  and  simultaneously  inclined  dynamically  (pitching)  7,5°  by
bow  or  stern.

NEW  CLASS  A,  B,  C  AND  D  AND  EXISTING  CLASS  B  SHIPS:

.5 

Means  shall  be  provided  for  the  propulsion  machinery  and  the  propeller  to  be  stopped  in  cases  of
emergencies from relevant positions outside of the engine room/engine control room, e.g. open deck
or  the  wheel  house.

2 

Internal  combustion  engines  (R  27)

NEW  CLASS  B,  C  AND  D  AND  EXISTING  CLASS  B  SHIPS:

.1 

Internal combustion engines of a cylinder diameter of 200 mm, or a crankcase volume of 0,6 m3  and
above shall be provided with crankcase explosion relief valves of a suitable type with sufficient relief
area. The relief valves shall be arranged or provided with means to ensure that discharge from them
is  so  directed  as  to  minimize  the  possibility  of  injury  to  personnel.

3 

Bilge  pumping  arrangement  (R  21)

NEW  CLASS  B,  C  AND  D  AND  EXISTING  CLASS  B  SHIPS:

.1.1  An  efficient  bilge  pumping  system  shall  be  provided,  capable  of  pumping  from  and  draining  any
watertight compartment other than a space permanently appropriated for the carriage of fresh water,
water ballast, oil fuel or liquid cargo and for which other efficient means of pumping are provided,
under  all  practical  conditions.  Efficient  means  shall  be  provided  for  draining  water  from  insulated
holds.

.1.2 

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

.1.3  All bilge pipes used in or under fuel storage tanks or in boiler or machinery spaces, including spaces
in  which  oil-settling  tanks  or  oil  fuel  pumping  units  are  situated,  shall  be  of  steel  or  other  suitable
material.

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.1.4  The arrangement of the bilge and ballast pumping system shall be such as to prevent the possibility
of water passing from the sea and from water ballast spaces into the cargo and machinery spaces, or
from  one  compartment  to  another.  Provision  shall  be  made  to  prevent  any  deep  tank  having  bilge
and  ballast  connections  being  inadvertently  flooded  from  the  sea  when  containing  cargo,  or  being
discharged  through  a  bilge  pump  when  containing  water  ballast.

.1.5  All  distribution  boxes  and  manually  operated  valves  in  connection  with  the  bilge  pumping

arrangements  shall  be  in  positions  which  are  accessible  under  ordinary  circumstances.

NEW  CLASS  B,  C  AND  D  SHIPS:

.1.6 

Provision  shall  be  made  for  the  drainage  of  enclosed  cargo  spaces  situated  on  the  bulkhead  deck.

.1.6.1  Where  the  freeboard  to  the  bulkhead  deck  is  such  that  the  deck  edge  is  immersed  when  the
ship heels more than 5°, the drainage shall be by means of a sufficient number of scuppers of
suitable  size  discharging  directly  overboard,  fitted  in  accordance  with  the  requirements  of
regulation 15.

.1.6.2  Where  the  freeboard  is  such  that  the  edge  of  the  bulkhead  deck  is  immersed  when  the  ship
heels  5°  or  less,  the  drainage  of  the  enclosed  cargo  spaces  on  the  bulkhead  deck  shall  be  led
to  a  suitable  space,  or  spaces,  of  adequate  capacity,  having  high  water  level  alarm  and
provided  with  suitable  arrangements  for  discharge  overboard.  In  addition  it  will  be  ensured
that:

.1  the  number,  size  and  disposition  of  the  scuppers  are  such  as  to  prevent  unreasonable

accumulation  of  free  water;

.2  the  pumping  arrangements  required  by  this  regulation  take  account  of  the  requirements

for  any  fixed  pressure  water  spraying  fire-extinguishing  system;

.3  water  contaminated  with  petrol  or  other  dangerous  substances  is  not  drained  to

machinery  spaces  or  other  spaces  where  sources  of  ignition  may  be  present;  and

.4  where the enclosed cargo space is protected by a carbon dioxide fire-extinguishing system
the  deck  scuppers  are  fitted  with  means  to  prevent  the  escape  of  the  smothering  gas.

NEW  CLASS  A,  B,  C  AND  D  SHIPS:

.1.6.3  The drainage from ro-ro decks and car decks shall be of sufficient capacity that the scuppers,
wash  ports  etc.  on  the  starboard  and  the  port  side  shall  be  able  to  cope  with  a  quantity  of
water originating from drencher and fire pumps, taking into account the ship’s conditions of
heel  and  trim.

.1.6.4  When  provided  with  sprinkler  installations  and  hydrants,  passenger  and  crew  lounges  shall
have  an  adequate  number  of  scuppers,  sufficient  to  cope  with  the  quantity  of  water
originating  from  fire  extinguishing  by  the  room’s  sprinkler  heads  and  from  two  fire  hoses
with  jets.  The  scuppers  shall  be  located  in  the  most  effective  positions,  e.g.  in  each  corner.

NEW  CLASS  B,  C  AND  D  AND  EXISTING  CLASS  B  SHIPS:

.2.1  The  bilge  pumping  system  required  by  subparagraph  .1.1  shall  be  capable  of  operation  under  all
practicable  conditions  after  a  casualty  whether  the  ship  is  upright  or  listed.  For  this  purpose  wing
suctions  shall  generally  be  fitted  except  in  narrow  compartments  at  the  end  of  the  ship  where  one
suction  may  be  sufficient.  In  compartments  of  unusual  form,  additional  suctions  may  be  required.
Arrangements  shall  be  made  whereby  water  in  the  compartment  may  find  its  way  to  the  suction
pipes.

.2.2  Where  practicable,  the  power  bilge  pumps  shall  be  placed  in  separate  watertight  compartments  and
so arranged or situated that these compartments will not be flooded by the same damage. If the main
propulsion machinery, auxiliary machinery and boilers are in two or more watertight compartments,
the  pumps  available  for  bilge  service  shall  be  distributed  as  far  as  is  possible  throughout  these
compartments.

.2.3  With  the  exception  of  additional  pumps  which  may  be  provided  for  peak  compartments  only,  each
required bilge pump shall be so arranged as to draw water from any space required to be drained by
paragraph .1.1.

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.2.4  Each power bilge pump shall be capable of pumping water through the required main bilge pipe at a
speed  of  not  less  than  2  m/sec.  Independent  power  bilge  pumps  situated  in  machinery  spaces  shall
have direct suctions from these spaces, except that not more than two such suctions shall be required
in any one space. Where two or more such suctions are provided there shall be at least one on each
side of the ship. Direct suctions shall be suitably arranged and those in a machinery space shall be of
a  diameter  not  less  than  that  required  for  the  bilge  main.

.2.5 

In addition to the direct bilge suction or suctions required by subparagraph .2.4 a direct emergency
bilge suction fitted with a nonreturn valve shall be led from the largest available independent power
driven pump to the drainage level of the machinery space; the suction shall be of the same diameter
as  the  main  inlet  to  the  pumps  used.

.2.6  The  spindles  of  the  sea  inlet  and  direct  suction  valves  shall  extend  well  above  the  engine-room

platform.

.2.7  All  bilge  suction  piping  up  to  the  connection  to  the  pumps  shall  be  independent  of  other  piping.

.2.8  The  diameter  ‘d’  of  the  main  and  branch  bilge  suction  pipes  shall  be  calculated  according  to  the
following  formulae.  However,  the  actual  internal  diameter  may  be  rounded  off  to  the  nearest
standard  size  acceptable  to  the  Administration  of  the  flag  State:

main  bilge  suction  pipe:

d = 25 + 1,68 ˛L(B + D)

branch  bilge  suction  pipes  between  collecting  boxes  and  suctions:

d = 25 + 2,15 ˛L1(B + D)

where:

d

is  the  internal  diameter  of  the  bilge  main  (millimetres),

L  and  B

are  the  length  and  the  breadth  of  the  ship  (metres),

L1

D

is  the  length  of  the  compartment,  and

is  the  moulded  depth  of  the  ship  to  bulkhead  deck  (metres)  provided  that,  in  a  ship
having  an  enclosed  cargo  space  on  the  bulkhead  deck  which  is  internally  drained  in
accordance with the requirements of paragraph 1.6.2 and which extends for the full
length  of  the  ship,  D  shall  be  measured  to  the  next  deck  above  the  bulkhead  deck.
Where the enclosed cargo spaces cover a lesser length, D shall be taken as the mouled
depth  to  the  bulkhead  deck  plus  lh/L  where  l  and  h  are  the  aggregate  length  and
height  respectively  of  the  enclosed  cargo  spaces.

.2.9 

Provision shall be made to prevent the compartment served by any bilge suction pipe being flooded
in  the  event  of  the  pipe  being  severed  or  otherwise  damaged  by  collision  or  grounding  in  any  other
compartment. For this purpose, where the pipe is at any part situated nearer the side of the ship than
one  fifth  of  the  breadth  of  the  ship  (measured  at  right  angles  to  the  centreline  at  the  level  of  the
deepest subdivision load line), or is in a duct keel, a non-return valve shall be fitted to the pipe in the
compartment  containing  the  open  end.

.2.10  Distribution  boxes,  cocks  and  valves  in  connection  with  the  bilge  pumping  system  shall  be  so
arranged  that,  in  the  event  of  flooding,  one  of  the  bilge  pumps  may  be  operative  on  any
compartment; in addition, damage to a pump or its pipe connecting to the bilge main outboard of a
line drawn at one fifth of the breadth of the ship shall not put the bilge system out of action. If there
is  only  one  system  of  pipes  common  to  all  the  pumps,  the  necessary  valves  for  controlling  the  bilge
suctions must be capable of being operated from above the bulkheads deck. Where in addition to the
main bilge pumping system an emergency bilge pumping system is provided, it shall be independent
of the main system and so arranged that a pump is capable of operating on any compartment under
flooding  condition  as  specified  in  paragraph  .2.1;  in  the  case  only  the  valves  necessary  for  the
operation  of  the  emergency  system  need  be  capable  of  being  operated  from  above  the  bulkhead
deck.

.2.11  All  cocks  and  valves  referred  to  in  subparagraph  .2.10  which  can  be  operated  from  above  the
bulkhead  deck  shall  have  their  controls  at  their  place  of  operation  clearly  marked  and  shall  be
provided  with  means  to  indicate  whether  they  are  open  or  closed.

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4 

Number  and  type  of  bilge  pumps  (R  21)

NEW  CLASS  B,  C  AND  D  AND  EXISTING  CLASS  B  SHIPS:

up  to  250  passengers:

over  250  passengers:

one  main  engine  pump  and  one  independent  power  pump,  located  and
powered  outside  the  engine  room
one  main  engine  pump  and  two  independent  power  pumps,  one  of
which  has  to  be  located  and  powered  outside  the  engine  room.

The  main  engine  pump  may  be  replaced  by  one  independent  power  pump.

The  drainage  of  very  small  compartments  may  be  dealt  with  movable  hand  pumps.

5 

Means  of  going  astern  (R  28)

NEW  CLASS  B,  C  AND  D  AND  EXISTING  CLASS  B  SHIPS:

.1 

.2 

.3 

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

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

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

6 

Steering  gear  (R  29)

NEW  CLASS  B,  C  AND  D  AND  EXISTING  CLASS  B  SHIPS:

.1 

Every ship shall be provided with an efficient main and auxiliary steering system. The main steering
system and the auxiliary steering system shall be so arranged that the failure of one of them will not
render  the  other  one  inoperative.

.2 

The  main  steering  gear  and  rudder  stock  where  fitted  shall  be:

.2.1  of adequate strength, and capable of steering the ship at maximum service speed ahead, and so

designed  that  they  will  not  be  damaged  at  maximum  speed  astern;

.2.2  capable of putting the rudder over from 35° on one side to 35° on the other side with the ship
at its deepest seagoing draught and running ahead at maximum ahead service speed and, under
the  same  conditions  from  35°  on  either  side  to  30°  on  the  other  side  in  not  more  than  28
seconds;

.2.3  operated  by  power  where  necessary  to  meet  the  requirements  of  paragraph  .2.2.2  and  in  any
case when a rudder stock over 120 mm. in diameter in way of the tiller, excluding strengthening
for  navigation  in  ice,  is  required  in  order  to  comply  with  paragraph  .2.2.1.

.3 

If  fitted,  the  auxiliary  steering  gear  shall  be:

.1  of  adequate  strength  and  capable  of  steering  the  ship  at  navigable  speed  and  of  being  brought

speedily  into  action  in  an  emergency;

.2  capable  of  putting  the  rudder  over  from  15°  on  one  side  to  15°  on  the  other  side  in  not  more
than  60  seconds  with  the  ship  at  its  deepest  seagoing  draught  and  running  ahead  at  one  half  of
the  maximum  ahead  service  speed  or  7  knots,  whichever  is  the  greater;  and

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.3  operated  by  power  where  necessary  to  meet  the  requirements  of  sub-paragraph  .3.2  and  in  any
case  where  a  rudder  stock  is  more  than  230  mm  diameter  in  way  of  the  tiller,  excluding
strengthening  for  navigation  in  ice.

NEW  CLASS  B,  C  AND  D  SHIPS:

.4 

Steering  power  units  shall  be:

.1  arranged  to  restart  automatically  when  power  is  restored  after  a  power  failure;  and

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

NEW  CLASS  B,  C  AND  D  AND  EXISTING  CLASS  B  SHIPS:

.5 

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

.1  the main steering gear is capable of operating the rudder as required by sub-paragraph .2.2 while

any  one  of  the  power  units  is  out  of  operation;

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

NEW  CLASS  B,  C  AND  D  SHIPS:

.6 

Steering  gear  control  shall  be  provided:

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

.2  when  the  main  steering  gear  is  arranged  in  accordance  with  paragraph  .4,  by  two  independent
control  systems,  both  operable  from  the  navigating  bridge.  This  does  not  require  duplication  of
the steering wheel or steering lever. Where the control system consists of an hydraulic telemotor,
a  second  independent  system  need  not  be  fitted;

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

.7 

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

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

.2  means  shall  be  provided  in  the  steering  gear  compartment  for  disconnecting  any  control  system

operable  from  the  navigating  bridge  from  the  steering  gear  it  serves;

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

bridge;

.4  in the event of a failure in the electrical power supply to the control system, an audible and visual

alarm  shall  be  given  in  the  navigating  bridge;  and

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

.8 

.9 

The electrical power circuits and the steering gear control systems with their associated components,
cables  and  pipes  required  by  this  regulation  and  by  regulation  7  shall  be  separated  as  far  as  is
practicable  throughout  their  length.

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

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10. 

The  angular  position  of  the  rudder(s)  shall:

.1  if  the  main  steering  gear  is  power  operated,  be  indicated  on  the  navigating  bridge.  The  rudder

angle  indication  shall  be  independent  of  the  steering  gear  control  system;

.2  be  recognizable  in  the  steering  gear  compartment.

.11  Hydraulic-power-operated  steering  gear  shall  be  provided  with  the  following:

.1  arrangements to maintain the cleanliness of the hydraulic fluid taking into consideration the type

and  design  of  the  hydraulic  system;

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

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

.12 

The  steering  gear  compartments  shall  be:

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

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

7 

Additional  requirements  for  electric  and  electro-hydraulic  steering  gear  (R  30)

NEW  CLASS  B,  C  AND  D  AND  EXISTING  CLASS  B  SHIPS:

.1 

Means for indicating that the motors of electric and electro-hydraulic steering gears are running shall
be  installed  on  the  navigating  bridge  and  at  a  suitable  main  machinery  control  position.

NEW  CLASS  B,  C  AND  D  SHIPS:

.2 

Each electric or electro-hydraulic steering system comprising one or more power units shall be served
by at least two exclusive circuits fed directly from the main switchboard; however, one of the circuits
may  be  supplied  through  the  emergency  switchboard.  An  auxiliary  electric  or  electro-hydraulic
steering system associated with a main electric or electro-hydraulic steering system may be connected
to  one  of  the  circuits  supplying  this  main  steering  system.  The  circuits  supplying  an  electric  or
electro-hydraulic  steering  system  shall  have  adequate  rating  for  supplying  all  motors  which  can  be
simultaneously  connected  to  them  and  may  be  required  to  operate  simultaneously.

NEW  CLASS  B,  C  AND  D  AND  EXISTING  CLASS  B  SHIPS:

.3 

Short  circuit  protection  and  an  overload  alarm  shall  be  provided  for  steering  gear  electric  and
electro-hydraulic circuits and motors. Protection against excess current, including starting current, if
provided,  shall  be  for  not  less  than  twice  the  full  load  current  of  the  motor  or  circuit  so  protected,
and  shall  be  arranged  to  permit  the  passage  of  the  appropriate  starting  currents.

NEW  CLASS  B,  C  AND  D  SHIPS:

The  alarms  required  in  this  paragraph  shall  be  both  audible  and  visual  and  shall  be  situated  in  a
conspicuous position in the main machinery space or control room from which the main machinery
is  normally  controlled  and  as  may  be  required  by  regulation  6  of  part  E  of  this  chapter.

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.4 

When  an  auxiliary  steering  gear  required  by  regulation  6.3.3  to  be  operated  by  power  is  not
electrically  powered  or  is  powered  by  an  electric  motor  primarily  intended  for  other  services,  the
main  steering  system  may  be  fed  by  one  circuit  from  the  main  switchboard.  Where  such  an  electric
motor  primarily  intended  for  other  services  is  arranged  to  power  such  an  auxiliary  steering  system,
the requirements of paragraph .3 may be waived by the Administration of the Flag State, if satisfied
with  the  protection  arrangement  together  with  the  requirements  of  regulation  6.4.1  and  .4.2
applicable  to  auxiliary  steering  system.

8 

Ventilating  systems  in  machinery  spaces  (R  35)

NEW  CLASS  B,  C  AND  D  AND  EXISTING  CLASS  B  SHIPS:

Machinery  spaces  of  category  A  shall  be  adequately  ventilated  so  as  to  ensure  that  when  machinery  or
boilers  therein  are  operating  at  full  power  in  all  weather  conditions  including  heavy  weather,  an  adequate
supply  of  air  is  maintained  to  the  spaces  for  the  safety  and  comfort  of  personnel  and  the  operation  of  the
machinery.

9 

Communication  between  the  navigating  bridge  and  machinery  space  (R  37)

NEW  CLASS  B,  C  AND  D  AND  EXISTING  CLASS  B  SHIPS:

At  least  two  independent  means  of  communication  shall  be  provided  for  communication  orders  from  the
navigating bridge to the position in the machinery space or in the control room from which the speed and
direction of thrust of the propellers are normally controlled: one of these shall be an engine-room telegraph
which  provides  visual  indication  of  the  orders  and  responses  both  in  the  machinery  space  and  on  the
navigating bridge. Appropriate means of communication shall be provided to any other position from which
the  speed  or  direction  of  thrust  of  the  propellers  may  be  controlled.

10 

Engineers’  alarm  (R  38)

NEW  CLASS  B,  C  AND  D  AND  EXISTING  CLASS  B  SHIPS:

An  engineers’  alarm  shall  be  provided  to  be  operated  from  the  engine  control  room  or  at  a  manoeuvering
platform  as  appropriate,  and  shall  be  clearly  audible  in  the  engineers’  accommodation,  and/or  navigating
bridge  as  appropriate.

11 

Location  of  emergency  installations  (R  39)

NEW  CLASS  B,  C  AND  D  AND  EXISTING  CLASS  B  SHIPS:

Emergency  sources  of  electrical  power,  fire  pumps,  bilge  pumps  except  those  specifically  serving  the  spaces
forward  of  the  collision  bulkhead,  and  fixed  fire-extinguishing  system  required  by  chapter  II-2  and  other
emergency installations which are essential for the safety of the ship, except anchor windlasses, shall not be
installed  forward  of  the  collision  bulkhead.

12  Machinery  controls  (R  31)

NEW  CLASS  B,  C  AND  D  SHIPS:

.1 

.2 

Main  and  auxiliary  machinery  essential  for  the  propulsion  and  the  safety  of  the  ship  shall  be
provided  with  effective  means  for  its  operation  and  control.

Where  remote  control  of  propulsion  machinery  from  the  navigating  bridge  is  provided  and  the
machinery  spaces  are  intended  to  be  manned,  the  following  shall  apply:

.1  the  speed,  direction  of  thrust  and,  if  applicable,  the  pitch  of  the  propeller  shall  be  fully
controllable  from  the  navigating  bridge  under  all  sailing  conditions,  including  manoeuvering;

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.2  the  remote  control  shall  be  performed,  for  each  independent  propeller,  by  a  control  device  so
designed  and  constructed  that  its  operation  does  not  require  particular  attention  to  the
operational  details  of  the  machinery.  Where  multiple  propellers  are  designed  to  operate
simultaneously,  they  may  be  controlled  by  one  control  device.

.3  the  main  propulsion  machinery  shall  be  provided  with  an  emergency  stopping  device  on  the

navigating  bridge  which  shall  be  independent  of  the  navigating  bridge  control  system;

.4  propulsion machinery orders from the navigating bridge shall be indicated in the main machinery

control  room  or  at  the  manoeuvering  platform  as  appropriate;

.5  remote control of the propulsion machinery shall be possible only from one location at a time; at
such  locations  interconnected  control  positions  are  permitted.  At  each  location  there  shall  be  an
indicator  showing  which  location  is  in  control  of  the  propulsion  machinery.  The  transfer  of
control  between  the  navigating  bridge  and  machinery  spaces  shall  be  possible  only  in  the  main
machinery space or the main machinery control room. This system shall include means to prevent
the  propelling  thrust  from  altering  significantly  when  transferring  control  from  one  location  to
another;

.6  it shall be possible to control the propulsion machinery locally, even in the case of failure in any

part  of  the  remote  control  system;

.7  the  design  of  the  remote  control  system  shall  be  such  that  in  case  of  its  failure  an  alarm  will  be
given. The present speed and direction of thrust of the propellers shall be maintained until local
control  is  in  operation;

.8  indicators  shall  be  fitted  on  the  navigating  bridge  for:

.1  propeller  speed  and  direction  of  rotation  in  the  case  of  fixed  pitch  propellers;

.2  propeller  speed  and  pitch  position  in  the  case  of  controllable  pitch  propellers;

.9  an  alarm  shall  be  provided  on  the  navigating  bridge  and  in  the  machinery  space  to  indicate  low
starting  air  pressure  which  shall  be  set  at  a  level  to  permit  further  main  engine  starting
operations.  If  the  remote  control  system  of  the  propulsion  machinery  is  designed  for  automatic
starting,  the  number  of  automatic  consecutive  attempts  which  fail  to  produce  a  start  shall  be
limited  in  order  to  safeguard  sufficient  starting  air  pressure  for  starting  locally.

Where  the  main  propulsion  and  associated  machinery,  including  sources  of  main  electrical  power
supply, are provided with various degrees of automatic and remote control and are under continuous
manual  supervision  from  a  control  room  the  arrangements  and  controls  shall  be  so  designed,
equipped and installed that the machinery operation will be as safe and effective as if it were under
direct  supervision;  for  this  purpose  regulations  II-1/E/1  to  II-1/E/5  shall  apply  as  appropriate.
Particular  consideration  shall  be  given  to  protect  such  spaces  against  fire  and  flooding.

In general, automatic starting, operational and control systems shall include provisions for manually
overriding the automatic controls. Failure of any part of such systems shall not prevent the use of the
manual override.

.3 

.4 

13 

Steam  pipe  systems  (R  33)

NEW  CLASS  B,  C  AND  D  SHIPS:

.1 

.2 

.3 

Every  steam  pipe  and  every  fitting  connected  thereto  through  which  steam  may  pass  shall  be  so
designed,  constructed  and  installed  as  to  withstand  the  maximum  working  stresses  to  which  it  may
be  subjected.

Means  shall  be  provided  for  draining  every  steam  pipe  in  which  dangerous  water  hammer  action
might  otherwise  occur.

If a steam pipe or fitting may receive steam from any source at a higher pressure than that for which
it  is  designed  a  suitable  reducing  valve,  relief  valve  and  pressure  gauge  shall  be  fitted.

14 

Air  pressure  systems  (R  34)

NEW  CLASS  B,  C  AND  D  SHIPS:

.1 

Means shall be provided to prevent overpressure in any part of compressed air systems and wherever
water jackets or casings of air compressors and coolers might be subjected to dangerous overpressure

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due  to  leakage  into  them  from  air  pressure  parts.  Suitable  pressure  relief  arrangements  shall  be
provided  for  all  systems.

The  main  starting  air  arrangements  for  main  propulsion  internal  combustion  engines  shall  be
adequately  protected  against  the  effects  of  backfiring  and  internal  explosion  in  the  starting  air
pipes.

All discharge pipes from starting air compressors shall lead directly to the starting air receivers, and
all starting pipes from the air receivers to main and auxiliary engines shall be entirely separate from
the  compressor  discharge  pipe  system.

Provision shall be made to reduce to a minimum the entry of oil into the air pressure systems and to
drain  these  systems.

.2 

.3 

.4 

15 

Protection  against  noise  (R  36) (1)

NEW  CLASS  B,  C  AND  D  SHIPS:

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

16 

Lifts

NEW  CLASS  A,  B,  C  AND  D  SHIPS:

.1 

.2 

.3 

.4 

Passenger  and  goods  lifts  shall,  in  respect  of  dimensioning,  layout,  number  of  passengers  and/or
quantity  of  goods,  comply  with  the  provisions  laid  down  by  the  Administration  of  the  flag  State  in
each  individual  case  or  for  each  type  of  plant.

Installation  drawings  and  maintenance  instructions,  including  provisions  governing  periodical
inspections,  shall  be  approved  by  the  Administration  of  the  flag  State,  which  shall  inspect  and
approve  the  plant  before  it  is  taken  into  use.

Following approval, the Administration of the flag State will issue a certificate which is to be kept on
board.

The  Administration  of  the  flag  State  may  permit  the  periodical  inspections  to  be  carried  out  by  an
expert  authorized  by  the  Administration,  or  by  a  recognized  organization.

PART  D

ELECTRICAL INSTALLATIONS

1 

General  (R  40)

NEW  CLASS  B,  C  AND  D  AND  EXISTING  CLASS  B  SHIPS:

.1 

Electrical  installations  shall  be  such  that:

.1  all  electrical  auxiliary  services  necessary  for  maintaining  the  ship  in  normal  operational  and
habitable  conditions  will  be  ensured  without  recourse  to  the  emergency  source  of  electrical
power;

.2  electrical  services  essential  for  safety  will  be  ensured  under  various  emergency  conditions;  and

.3  the  safety  of  passengers,  crew  and  ship  from  electrical  hazards  will  be  ensured.

(1)  Refer  to  the  Code  on  Noise  levels  on  Board  Ships,  adopted  by  IMO  Assembly  Resolution  A.468(XII).

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.2 

The  Administration  of  the  Flag  State  shall  take  appropriate  steps  to  ensure  uniformity  of
implementation  and  application  of 
in  respect  of  electrical
the  provision  of 
installations. (1).

this  part 

2 

Main  source  of  electrical  power  and  lighting  (R  41)

NEW  CLASS  B,  C  AND  D  AND  EXISTING  CLASS  B  SHIPS:

.1 

New  ships  of  Class  D  and  existing  ships  of  Class  B  in  which  the  electrical  power  is  the  only  power
for  maintaining  the  auxiliary  services  essential  for  the  safety  of  the  ship,  and  new  ships  of  Class  B
and C in which the electrical power is the only power for maintaining the auxiliary services essential
for  the  safety  and  the  propulsion  of  the  ship,  shall  be  provided  with  two  or  more  main  generating
sets  of  such  power  that  the  aforesaid  services  can  be  operated  when  any  one  sets  is  out  of  service.

.2.1  A  main  electric  lighting  system  which  shall  provide  illumination  throughout  those  parts  of  the  ship
normally  accessible  to  and  used  by  passengers  or  crew  shall  be  supplied  from  the  main  source  of
electrical power.

.2.2  The  arrangement  of  the  main  electric  lighting  system  shall  be  such  that  a  fire  or  other  casualty  in
spaces containing the main source of electrical power, associated transforming equipment, if any, the
main switchboard and the main lighting switchboard, will not render the emergency lighting system,
required  by  regulation  3,  inoperative.

.2.3  The arrangement of the emergency electric lighting system shall be such that a fire or other casualty
in spaces containing the emergency source of electrical power, associated transforming equipment, if
any,  the  emergency  switchboard  and  the  emergency  lighting  switchboard  will  not  render  the  main
electric  lighting  system  required  by  this  regulation  inoperative.

.3 

The  main  switchboard  shall  be  so  placed  relative  to  one  main  generating  station  that,  as  far  as  is
practicable,  the  integrity  of  the  normal  electrical  supply  may  be  affected  only  by  a  fire  or  other
casualty  in  the  space  where  the  generating  set  and  the  switchboard  are  installed.

3 

Emergency  source  of  electrical  power  (R  42)

NEW  CLASS  B,  C  AND  D  AND  EXISTING  CLASS  B  SHIPS:

.1 

.2 

.3 

Every  ship  shall  be  provided  with  a  self-contained  emergency  source  of  electrical  power  with
emergency  switchboard  located  above  the  bulkhead  deck,  in  a  readily  accessible  space  which  shall
not be contiguous to the boundaries of machinery spaces of category A or of those spaces containing
the  main  source  of  electrical  power  or  main  switchboard.

The emergency source of electric power may be either an accumulator battery capable of complying
with the requirements of sub-paragraph .5, without being recharged or suffering an excessive voltage
drop,  or  a  generator,  capable  of  complying  with  the  requirements  of  sub-paragraph  .5,  driven  by
internal combustion type of machinery with an independent supply of fuel having a flashpoint of not
less  than  43° C,  with  automatic  starting  arrangements  for  new  ships  and  approved  starting
arrangements  for  existing  ships,  and  provided  with  a  transitional  source  of  emergency  electrical
power  according  to  paragraph  .6.

The emergency source of electric power shall be so arranged that it will operate efficiently when the
ship is listed to 22,5° and when the trim of the ship is 10° from an even keel. Emergency generators
set(s) shall be capable of being readily started in any cold condition likely to be encountered and, in
new  ships,  capable  of  being  started  automatically.

.4 

The  emergency  switchboard  shall  be  situated  as  near  as  practicable  to  the  emergency  source  of
power.

(1)  Reference  is  made  to  the  recommendations  published  by  the  International  Electrotechnical  Commission  and,  in

particular,  Publication  92  -  Electrical  Installations  in  Ships.

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.5 

The  emergency  source  of  power  required  by  paragraph  .1  shall:

.1  be  capable  of  operating  in  general  for  a  period  of:

12  hours  for  class  B  ships  (new  and  existing)

6  hours  for  class  C  ships  (new)

3  hours  for  class  D  ships  (new)

.2  in  particular,  be  capable  of  operating  simultaneously  the  following  services  for  the  times

indicated  above: 

(a)  the  ship’s  emergency  bilge  pump  and  one  of  the  fire  pumps;

(b) emergency lighting:

1.  at  every  muster  or  embarkation  station  and  over  the  sides,

2.  in  all  alleyways,  stairways  and  exits  giving  access  to  the  muster  or  embarkation

stations,

3.  in  the  machinery  spaces,  and  in  the  place  where  the  emergency  generator  is  situated,

4.  in  the  control  stations  where  radio  and  main  navigating  equipment  are  situated,

5.  as  required  in  regulations  II-2/B/16.1.3.7  and  II-2/B/6.1.7,

6.  at  all  stowage  positions  for  firemen’s  outfits,

7.  at the emergency bilge pump and one of the fire pumps, referred to in sub-paragraph (a)

and  at  the  starting  position  of  their  motors.

(c)  the  ship’s  navigation  lights;

(d) 1.  all  communication  equipment,

2.  the  general  alarm  system,

3.  the  fire  detecting  system  and

4.  all  signals  which  may  be  required  in  an  emergency,  if  they  are  electrically  operated  from

the  ship’s  main  generating  sets;

(e)  the  ship’s  sprinkler  pump,  if  any  and  if  it  is  electrically  operated;  and

(f)  the  ship’s  daylight  signalling  lamp,  if  it  is  operated  by  the  ship’s  main  source  of  electric

power.

.3  be  capable  of  operating,  for  a  period  of  half  an  hour,  the  power-operated  watertight  doors

together  with  the  associated  control,  indication  and  alarm  circuits.

.6 

The  transitional  source  of  emergency  electrical  power  required  by  paragraph  .2  shall  consist  of  an
accumulator  battery  suitably  located  for  the  use  in  an  emergency  which  shall  operate  without
recharging  or  suffering  an  excessive  voltage  drop  for  half  an  hour.

(a)  the  lighting  required  by  paragraph  .2.(b).1  of  this  regulation,

(b) the  watertight  doors,  as  required  by  paragraphs  .7.2  and  .7.3  of  regulation  II-1/B/13,  but  not
necessarily  all  of  them  simultaneously,  unless  an  independent  temporary  source  of  stored  energy
is  provided,  and

(c)  the  control,  indication  and  alarm  circuits  as  required  by  paragraph  7.2  of  regulation  II-1/B/13.

4 

Supplementary  emergency  lighting  for  ro-ro  ships  (R  42-1)

NEW  CLASS  B,  C  AND  D  AND  EXISTING  CLASS  B  SHIPS:

In addition to the emergency lighting required in regulation II-1/D/3.5.2(b), on every ship with ro-ro cargo
spaces  or  special  category  spaces:

.1 

all passenger public spaces and alleyways shall be provided with supplementary electric lighting that
can operate for at least three hours when all other sources of electrical power have failed and under
any  condition  of  heel.  The  illumination  provided  shall  be  such  that  the  approach  to  the  means  of
escape  can  be  readily  seen.  The  source  of  power  for  the  supplementary  lighting  shall  consist  of
accumulator  batteries  located  within  the  lighting  units  that  are  continuously  charged,  where
practicable,  from  the  emergency  switchboard.  Alternatively,  any  other  means  of  lighting  which  is  at

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least as effective may be accepted by the Administration of the flag State. The supplementary lighting
shall  be  such  that  any  failure  of  the  lamp  will  be  immediately  apparent.  Any  accumulator  battery
provided  shall  be  replaced  at  intervals  having  regards  to  the  specific  service  life  in  the  ambient
conditions  that  they  are  subject  to  in  service;  and

.2. 

a  portable  rechargeable  battery  operated  lamp  shall  be  provided  in  every  crew  space  alleyway,
recreational  space  and  every  working  space  which  is  normally  occupied  unless  supplementary
emergency  lighting,  as  required  by  sub-paragraph  .1  is  provided.

5 

Precautions  against  shock,  fire  and  other  hazards  of  electrical  origin  (R  45)

NEW  CLASS  B,  C  AND  D  AND  EXISTING  CLASS  B  SHIPS:

.1 

Exposed metal parts of electrical machines or equipment which are not intended to be live but which
are  liable  under  fault  conditions  to  become  live  shall  be  earthed  unless  the  machines  or  equipment
are:

.1  supplied  at  a  voltage  not  exceeding  50  V  direct  current  or  50  V,  root  mean  square,  between
conductors;  auto-transformers  shall  not  be  used  for  the  purpose  of  achieving  this  voltage;  or

.2  supplied  at  a  voltage  not  exceeding  250  V  by  safety  isolating  transformers  supplying  only  one

consuming  device;  or

.3  constructed  in  accordance  with  the  principle  of  double  insulation.

All electrical apparatus shall be so constructed and so installed as not to cause injury when handled
or  touched  in  the  normal  manner.

The  sides  and  the  rear  and,  where  necessary,  the  front  of  switchboards  shall  be  suitably  guarded.
Exposed  live  parts  having  voltages  to  earth  exceeding  the  voltage  specified  under  1.1  shall  not  be
installed  on  the  front  of  such  switchboards.  Where  necessary,  nonconducting  mats  or  gratings  shall
be  provided  at  the  front  and  rear  of  the  switchboard.

In  distribution  systems  with  no  connection  to  earth,  a  device  capable  of  monitoring  the  insulation
level to earth and giving an audible or visual indication of abnormally low insulation values shall be
provided.

.2 

.3 

.4 

.5.1  All  metal  sheaths  and  armour  of  cables  shall  be  electrically  continuous  and  shall  be  earthed.

.5.2  All electrical cables and wiring external to equipment shall be at least of a flame-retarding type and
shall  be  so  installed  as  not  to  impair  their  original  flame-retarding  properties.  Where  necessary  for
particular  application  the  Administration  of  the  flag  State  may  permit  the  use  of  special  type  of
cables  such  as  radio  frequency  cables,  which  do  not  comply  with  the  foregoing.

NEW  CLASS  B,  C  AND  D  SHIPS:

.5.3  Cables and wiring serving essential or emergency power, lighting, internal communications or signals
shall  so  far  as  practicable  be  routed  clear  of  galleys,  laundries,  machinery  spaces  of  category  A  and
their  casings  and  other  high  fire  risk  areas.  In  new  and  existing  ro-ro  passenger  ships,  cabling  for
emergency alarms and public  address systems installed on or after the date referred to in Article 14
(1)  of  this  Directive  shall  be  approved  by  the  Administration  of  the  flag  State  having  regard  to  the
recommendations  developed  by  the  IMO.  Cables  connecting  fire  pumps  to  the  emergency
switchboard  shall  be  of  a  fire-resistant  type  where  they  pass  through  high  fire  risk  areas.  Where
practicable  all  such  cables  should  be  run  in  such  a  manner  as  to  preclude  their  being  rendered
unserviceable  by  heating  of  the  bulkheads  that  may  be  caused  by  a  fire  in  an  adjacent  space.

.6 

Cables  and  wiring  shall  be  installed  and  supported  in  such  a  manner  as  to  avoid  chafing  or  other
damage.  Terminations  and  joints  in  all  conductors  shall  be  so  made  as  to  retain  the  original
electrical,  mechanical  flame-retarding  and,  where  necessary,  fire  resisting.

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NEW  CLASS  B,  C  AND  D  AND  EXISTING  CLASS  B  SHIPS:

.7.1  Each  separate  circuit  shall  be  protected  against  short  circuit  and  against  overload,  except  as

permitted  in  regulations  II-1/C/6  and  II-1/C/7.

NEW  CLASS  B,  C  AND  D  SHIPS:

.7.2  Lighting fittings shall be so arranged as to prevent temperature rises which could damage the cables

and  wiring,  and  to  prevent  surrounding  material  from  becoming  excessively  hot.

.8.1  Accumulator  batteries  shall  be  suitably  housed,  and  compartments  used  primarily  for  their

accommodation  shall  be  properly  constructed  and  efficiently  ventilated.

.8.2  Electrical  or  other  equipment  which  may  constitute  a  source  of  ignition  of  flammable  vapours  shall

not  be  permitted  in  these  compartments.

.9 

Distribution  systems  shall  be  so  arranged  that  fire  in  any  main  vertical  zone,  as  is  defined  in
regulation II-2/A/2.9, will not interfere with services essential for safety in any other such zone. This
requirement will be met if main and emergency feeders passing through any such zone are separated
both  vertically  and  horizontally  as  wide  as  is  practicable.

PART  E

ADDITIONAL  REQUIREMENTS  FOR  PERIODICALLY  UNATTENDED  MACHINERY  SPACES

Special  consideration  (R  54)

NEW  CLASS  B,  C  AND  D  AND  EXISTING  CLASS  B  SHIPS:

All  new  ships  of  Class  B,  C  and  D  and  existing  Class  B  ships  shall  be  specially  considered  by  the
Administration of the Flag State as to whether or not their machinery spaces may be periodically unattended
and  if  so  whether  additional  requirements  to  those  stipulated  in  these  regulations  are  necessary  to  achieve
equivalent  safety  to  that  of  normally  attended  machinery  spaces.

1 

General  (R  46)

NEW  CLASS  B,  C  AND  D  AND  EXISTING  CLASS  B  SHIPS:

.1 

.2 

.3 

The  arrangements  provided  shall  be  such  as  to  ensure  that  the  safety  of  the  ship  in  all  sailing
conditions,  including  manoeuvering,  is  equivalent  to  that  of  a  ship  having  the  machinery  spaces
manned.

Measures  shall  be  taken  to  ensure  that  the  equipment  is  functioning  in  a  reliable  manner  and  that
satisfactory  arrangements  are  made  for  regular  inspections  and  routine  tests  to  ensure  continuous
reliable operation.

Every  ship  shall  be  provided  with  documentary  evidence  of  its  fitness  to  operate  with  periodically
unattended  machinery  spaces.

2 

Fire  precautions  (R  47)

NEW  CLASS  B,  C  AND  D  SHIPS:

.1 

Means  shall  be  provided  to  detect  and  give  alarms  at  an  early  stage  in  case  of  fires:

.1  in  boiler  air  supply  casings  and  exhausts  (uptakes);  and

.2  in  scavenging  air  belts  of  propulsion  machinery,  unless  it  is  considered  to  be  unnecessary  in  a

particular case.

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.2 

Internal combustion engines of 2 250 kW and above or having cylinders of more than 300 mm bore
shall  be  provided  with  crankcase  oil  mist  detectors  or  engine  bearing  temperature  monitors  or
equivalent devices.

3 

Protection  against  flooding  (R  48)

NEW  CLASS  B,  C  AND  D  AND  EXISTING  CLASS  B  SHIPS:

.1 

.2 

.3 

Bilge wells in periodically unattended machinery spaces shall be located and monitored in such a way
that  the  accumulation  of  liquids  is  detected  at  normal  angles  of  trim  and  heel,  and  shall  be  large
enough  to  accommodate  easily  the  normal  drainage  during  the  unattended  period.

Where  the  bilge  pumps  are  capable  of  being  started  automatically,  means  shall  be  provided  to
indicate when the influx of liquid is greater than the pump capacity or when the pump is operating
more  frequently  than  would  normally  be  expected.  In  these  cases,  smaller  bilge  wells  to  cover  a
reasonable  period  of  time  may  be  permitted.  Where  automatically  controlled  bilge  pumps  are
provided,  special  attention  shall  be  given  to  oil  pollution  prevention  requirements.

The  location  of  the  controls  of  any  valve  serving  a  sea  inlet,  a  discharge  below  the  waterline  or  a
bilge  injection  system  shall  be  so  sited  as  to  allow  adequate  time  for  operation  in  case  of  influx  of
water to the space, having regard to the time likely to be required in order to reach and operate such
controls.  If  the  level  to  which  the  space  could  become  flooded  with  the  ship  in  the  fully  loaded
condition  so  requires,  arrangements  shall  be  made  to  operate  the  controls  from  a  position  above
such level.

4 

Control  of  propulsion  machinery  from  the  navigating  bridge  (R  49)

NEW  CLASS  B,  C  AND  D  SHIPS:

.1 

Under all sailing conditions, including manoeuvering, the speed, direction of thrust and, if applicable,
the  pitch  of  the  propeller  shall  be  fully  controllable  from  the  navigating  bridge.

.1  Such  remote  control  shall  be  performed  by  a  separate  control  device  for  each  independent
propeller,  with  automatic  performance  of  all  associated  services,  including,  where  necessary,
means  of  preventing  overload  of  the  propulsion  machinery.

.2  The  main  propulsion  machinery  shall  be  provided  with  an  emergency  stopping  device  on  the

navigating  bridge  which  shall  be  independent  of  the  navigating  bridge  control  system.

Propulsion  machinery  orders  from  the  navigating  bridge  shall  be  indicated  in  the  main  machinery
control  room  or  at  the  propulsion  machinery  control  position  as  appropriate.

Remote  control  of  the  propulsion  machinery  shall  be  possible  only  from  one  location  at  a  time;  at
such  locations  interconnected  control  positions  are  permitted.  At  each  location  there  shall  be  an
indicator  showing  which  location  is  in  control  of  propulsion  machinery.  The  transfer  of  control
between  the  navigating  bridge  and  machinery  spaces  shall  be  possible  only  in  the  main  machinery
space  or  in  the  main  machinery  control  room.  The  system  shall  include  means  to  prevent  the
propelling  thrust  from  altering  significantly  when  transferring  control  from  one  location  to
another.

It shall be possible for all machinery essential for the safe operation of the ship to be controlled from
a  local  position,  even  in  the  case  of  failure  in  any  party  of  the  automatic  or  remote  control
systems.

The design of the remote automatic control system shall be such that in case of its failure an alarm
will  be  given.  Unless  it  is  considered  impracticable,  the  preset  speed  and  direction  of  thrust  of  the
propeller  shall  be  maintained  until  local  control  is  in  operation.

.2 

.3 

.4 

.5 

.6 

Indicators  shall  be  fitted  on  the  navigating  bridge  for:

.1  propeller  speed  and  direction  of  rotation  in  the  case  of  fixed  pitch  propellers,  or

.2  propeller  speed  and  pitch  position  in  the  case  of  controllable  pitch  propellers.

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.7 

The  number  of  consecutive  automatic  attempts  which  fail  to  produce  a  start  shall  be  limited  to
safeguard  sufficient  starting  air  pressure.  An  alarm  shall  be  provided  to  indicate  low  starting  air
pressure  set  at  a  level  which  still  permits  starting  operations  of  the  propulsion  machinery.

5 

Communication  (R  50)

NEW  CLASS  B,  C  AND  D  AND  EXISTING  CLASS  B  SHIPS:

A  reliable  means  of  vocal  communication  shall  be  provided  between  the  main  machinery  control  room  or
the  propulsion  machinery  control  position  as  appropriate,  the  navigating  bridge  and  the  engineers  officer’s
accommodation.

6 

Alarm  system  (R  51)

NEW  CLASS  B,  C  AND  D  AND  EXISTING  CLASS  B  SHIPS:

.1 

An  alarm  system  shall  be  provided  indicating  any  fault  requiring  attention  and  shall:

.1  be  capable  of  sounding  an  audible  alarm  in  the  main  machinery  control  room  or  at  the
propulsion  machinery  control  position,  and  indicate  visually  each  separate  alarm  function  at  a
suitable  position;

.2  have a connection to the engineers’ public rooms and to each of the engineers’ cabins through a
selector switch, to ensure connection to a least one of those cabins. Alternative arrangements may
be  permitted  if  they  are  considered  to  be  equivalents;

.3  activate  an  audible  and  visual  alarm  on  the  navigating  bridge  for  any  situation  which  requires

action  by  or  attention  of  the  officer  on  watch;

.4  as  far  as  is  practicable  be  designed  on  the  fail-to-safety  principle;  and

.5  activate  the  engineers’  alarm  required  by  regulation  II-1/C/9,  if  an  alarm  function  has  not

received  attention  locally  within  a  limited  time.

.2.1  The  alarm  system  shall  be  continuously  powered  and  shall  have  an  automatic  change-over  to  a

stand-by  power  supply  in  case  of  loss  of  normal  power  supply.

.2.2 

Failure  of  the  normal  power  supply  of  the  alarm  system  shall  be  indicated  by  an  alarm.

.3.1  The alarm system shall be able to indicate at the same time more than one fault and the acceptance

of  any  alarm  shall  not  inhibit  another  alarm.

.3.2  Acceptance  at  the  position  referred  to  in  paragraph  .1  of  any  alarm  condition  shall  be  indicated  at
the positions where it was shown. Alarms shall be maintained until they are accepted and the visual
indications  of  individual  alarms  shall  remain  until  the  fault  has  been  corrected,  when  the  alarm
system  shall  automatically  reset  to  the  normal  operating  condition.

7 

Safety  systems  (R  52)

NEW  CLASS  B,  C  AND  D  AND  EXISTING  CLASS  B  SHIPS:

A  safety  system  shall  be  provided  to  ensure  that  serious  malfunction  in  machinery  or  boiler  operations,
which presents an immediate danger, shall initiate the automatic shutdown of that part of the plant and that
an  alarm  shall  be  given.  Shutdown  of  the  propulsion  system  shall  not  be  automatically  activated  except  in
cases  which  could  lead  to  serious  damage,  complete  breakdown,  or  explosion.  Where  arrangements  for
overriding  the  shutdown  of  the  main  propelling  machinery  are  fitted,  these  shall  be  such  as  to  preclude
inadvertent  operation.  Visual  means  shall  be  provided  to  indicate  when  the  override  has  been  activated.

Automatic  machinery  safety  shut  down  and  slow  down  controls  should  be  separated  from  the  alarm
installation.

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8 

Special  requirements  for  machinery,  boiler  and  electrical  installations  (R  53)

NEW  CLASS  B,  C  AND  D  AND  EXISTING  CLASS  B  SHIPS:

.1 

The  main  source  of  electrical  power  shall  comply  with  the  following:

.1  Where  the  electrical  power  can  normally  be  supplied  by  one  generator,  suitable  load-shedding
arrangements  shall  be  provided  to  ensure  the  integrity  of  supplies  to  services  required  for
propulsion  and  steering  as  well  as  the  safety  of  the  ship.  In  the  case  of  loss  of  the  generator  in
operation,  adequate  provision  shall  be  made  for  automatic  starting  and  connecting  to  the  main
switchboard of a stand-by generator of sufficient capacity to permit propulsion and steering and
to  ensure  the  safety  of  the  ship  with  automatic  restarting  of  the  essential  auxiliaries  including,
where  necessary,  sequential  operations.

.2  If the electrical power is normally supplied by more than one generator simultaneously in parallel
operation, provision shall be made, for instance by load shedding, to ensure that, in case of loss
of  one  of  these  generating  sets,  the  remaining  ones  are  kept  in  operation  without  overload  to
permit  propulsion  and  steering,  and  to  ensure  the  safety  of  the  ship.

.2 

Where  stand-by  machines  are  required  for  other  auxiliary  machinery  essential  to  propulsion,
automatic  change-over  devices  shall  be  provided.

9 

Automatic  control  and  alarm  system  (R  53.4)

NEW  CLASS  B,  C  AND  D  AND  EXISTING  CLASS  B  SHIPS:

.1 

.2 

.3 

.4 

.5 

The  control  system  shall  be  such  that  the  services  needed  for  the  operation  of  the  main  propulsion
machinery  and  its  auxiliaries  are  ensured  through  the  necessary  automatic  arrangements.

An  alarm  shall  be  given  on  the  automatic  change-over.

An  alarm  system  complying  with  regulation  6  shall  be  provided  for  all  important  pressures,
temperatures  and  fluid  levels  and  other  essential  parameters.

A centralized control position shall be arranged with the necessary alarm panels and instrumentation
indicating any alarm.

Means  shall  be  provided  to  keep  the  starting  air  pressure  at  the  required  level  where  internal
combustion  engines  essential  for  main  propulsion  are  started  by  compressed  air.

CHAPTER  II-2

FIRE  PROTECTION,  FIRE  DETECTION  AND  FIRE  EXTINCTION

PART  A

GENERAL

1 

Basic  principles  (R  2)

NEW  CLASS  B,  C  AND  D  AND  EXISTING  CLASS  B  SHIPS:

.1 

.2 

The  purpose  of  this  chapter  is  to  require  the  fullest  practicable  degree  of  fire  protection,  fire
detection  and  fire  extinction  in  ships.

The  following  basic  principle  underlie  the  regulations  in  this  chapter  and  are  embodied  in  the
regulations  as  appropriate,  having  regard  to  the  type  of  ships  and  the  potential  fire  hazard
involved:

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.1  division  of  ship  into  main  vertical  zones  by  thermal  and  structural  boundaries;

.2  separation  of  accommodation  spaces  from  the  remainder  of  the  ship  by  thermal  and  structural

boundaries;

.3  restricted  use  of  combustible  materials;

.4  detection  of  any  fire  in  the  zone  of  origin;

.5  containment  and  extinction  of  any  fire  in  the  space  of  origin;

.6  protection  of  means  of  escape  or  access  for  fire  fighting;

.7  ready  availability  of  fire-extinguishing  appliances;

.8  minimization  of  possible  ignition  of  flammable  cargo  vapour.

EXISTING  CLASS  B  SHIPS:

.3 

Existing  class  B  ships  carrying  more  than  36  passengers  when  undergoing  repairs,  alterations,
modifications  and  outfitting  related  thereto  shall  comply  with  the  following:

.1  all materials introduced to these ships shall comply with the requirements with regard to material

applicable  to  new  Class  B  ships;  and

.2  all  repairs,  alterations,  modifications  and  outfitting  related  thereto  involving  the  replacement  of
material of 50 tons or above, other than that required by regulation II-2/B/16, shall comply with
the  requirements  applicable  to  new  Class  B  ships.

2 

Definitions  (R  3)

NEW  CLASS  B,  C  AND  D  AND  EXISTING  CLASS  B  SHIPS:

.1 

.2 

Non-combustible  material  is  a  material  which  neither  burns  nor  gives  off  flammable  vapours  in
sufficient quantity for self-ignition when heated to approximately 750 °C, this being determined by a
fire  test  in  accordance  with  the  IMO  Assembly  Resolution  A.799  (19)  ‘Revised  recommendation  on
test methods for qualifying marine construction materials as non-combustible’. Any other material is
a  combustible  material.

A  standard  fire  test  is  one  in  which  specimens  of  the  relevant  bulkheads  or  decks  are  exposed  in  a
test  furnace  to  temperatures  corresponding  approximately  to  the  standard  time-temperature  curve.
The specimen shall have an exposed surface of not less than 4,65 m2, and height (or length of deck)
of  2,44  metres,  resembling  as  closely  as  possible  the  intended  construction  and  including  where
appropriate  at  least  one  joint.  The  standard  time-temperature  curve  is  defined  by  a  smooth  curve
drawn  through  the  following  internal  furnace  temperature  points:

initial  internal  furnace  temperature:

at  the  end  of  the  first  5  minutes:
at  the  end  of  10  minutes:
at  the  end  of  15  minutes:
at  the  end  of  30  minutes:
at  the  end  of  60  minutes:

20 °C
576 °C
679 °C
738 °C
841 °C
945 °C

.3 

‘A’  class  divisions  are  those  divisions  formed  by  bulkheads  and  decks  which  comply  with  the
following:

.1  they  shall  be  constructed  of  steel  or  other  equivalent  material;

.2  they  shall  be  suitably  stiffened;

.3  they shall be so constructed as to be capable of preventing the passage of smoke and flame to the

end  of  the  one-hour  standard  fire  test;

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.4  they  shall  be  insulated  with  approved  non-combustible  materials  such  that  the  average
temperature  of  the  unexposed  side  will  not  rise  more  than  139  °C  above  the  original
temperature,  nor  will  the  temperature,  at  any  point,  including  any  joint,  rise  more  than  180  °C
above  the  original  temperature,  within  the  time  listed  below:

class ‘A-60’:

class ‘A-30’:
class ‘A-15’:
class ‘A-0’:

60  minutes
30  minutes
15  minutes
0  minutes

.5  The  Administration  of  the  flag  State  shall  require  a  test  of  a  prototype  bulkhead  or  deck  to
ensure that it meets the above requirements for integrity and temperature rise in accordance with
the  IMO  Resolution  A.754  (18).

.4 

‘B’  class  divisions  are  those  divisions  formed  by  bulkheads,  decks,  ceilings  or  linings  which  comply
with  the  following:

.1  they shall be so constructed as to be capable of preventing the passage of flame to the end of the

first  half  hour  of  the  standard  fire  test;

.2  they shall have an insulation value such that the average temperature of the unexposed side will
not  rise  more  than  139  °C  above  the  original  temperature,  nor  will  the  temperature  at  any  one
point, including any joint, rise more than 225 °C above the original temperature within the time
listed  below:

class  ‘B-15’
class ‘B-0’

15  min
0  min.

.3  they  shall  be  constructed  of  approved  non-combustible  materials  and  all  materials  entering  into
the  construction  and  erection  of  ‘B’  class  divisions  shall  be  non-combustible,  with  the  exception
that  combustible  veneers  may  be  permitted  provided  they  meet  other  requirements  of  this
chapter;

.4  the  Administration  of  the  flag  State  shall  require  a  test  of  a  prototype  division  to  ensure  that  it
meets  the  above  requirements  for  integrity  and  temperature  rise  in  accordance  with  IMO
Resolution  A.754  (18).

‘C’ class divisions are divisions constructed of approved non-combustible materials. They need meet
neither  requirements  relative  to  the  passage  of  smoke  and  flame  nor  limitations  relative  to  the
temperature  rise.  Combustible  veneers  are  permitted  provided  they  meet  other  requirements  of  this
chapter.

Continuous ‘B’ class ceilings or linings are those ‘B’ class ceilings or linings which terminate only at
an  ‘A’  or  ‘B’  class  division.

Steel  or  other  equivalent  material.  Where  the  words  ‘steel  or  other  equivalent  material’  occur,
‘equivalent  material’  means  any  non-combustible  material  which,  by  itself  or  due  to  insulation
provided,  has  structural  and  integrity  properties  equivalent  to  steel  at  the  end  of  the  applicable
exposure  to  the  standard  fire  test  (e.g.  aluminium  alloy  with  appropriate  insulation).

Low flame spread means that the surface thus described will adequately restrict the spread of flame,
this  being  determined  by  a  fire  test  according  to  IMO  Resolution  A.653  (16),  for  bulkhead,  ceiling
and  deck  finish  materials.

Main  vertical  zones  are  those  sections  into  which  the  hull,  superstructure,  and  deckhouses  are
divided by ‘A’ class divisions, the mean length and width of which on any deck does not in general
exceed  40  metres.

Accommodation spaces are those spaces used for public spaces, corridors, lavatories, cabins, offices,
hospitals,  cinemas,  games  and  hobbies  rooms,  barber  shops,  pantries  containing  no  cooking
appliances  and  similar  spaces.

Public  spaces  are  those  portions  of  the  accommodation  which  are  used  for  halls,  dining  rooms,
lounges  and  similar  permanently  enclosed  spaces.

Service spaces are those spaces used for galleys, pantries containing cooking appliances, lockers, mail
and  specie  rooms,  store-rooms,  workshops  other  than  those  forming  part  of  the  machinery  spaces,
and  similar  spaces  and  trunks  to  such  spaces.

.5 

.6 

.7 

.8 

.9 

.10 

.11 

.12 

.13 

Cargo  spaces  are  all  spaces  used  for  cargo  (including  cargo  oil  tanks)  and  trunks  to  such  spaces.

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.14 

Ro-ro  cargo  spaces  are  spaces  not  normally  subdivided  in  any  way  and  extending  to  either  a
substantial length or the entire length of the ship in which goods (packaged or in bulk, in or on rail
or  road  cars,  vehicles  (including  road  and  rail  tankers),  trailers,  containers,  pallets,  demountable
tanks or in or on similar stowage units or other receptacles) can be loaded and unloaded normally in
a  horizontal  direction.

.15  Open  ro-ro  cargo  spaces  are  ro-ro  cargo  spaces  either  open  at  both  ends,  or  open  at  one  end  and
provided  with  adequate  natural  ventilation  effective  over  the  entire  length  through  permanent
openings  in  the  side  plating  or  deckhead.

.16 

Closed  ro-ro  cargo  spaces  are  ro-ro  cargo  spaces  which  are  neither  open  ro-ro  cargo  spaces  nor
weather  decks.

.17  Weather  deck  is  a  deck  which  is  completely  exposed  to  the  weather  from  above  and  from  at  least

two  sides.

.18 

Special category spaces are those enclosed spaces above or below the bulkhead deck intended for the
carriage  of  motor  vehicles  with  fuel  in  their  tanks  for  their  own  propulsion,  into  and  from  which
such  vehicles  can  be  driven  and  to  which  passengers  have  access.

.19-1  Machinery  spaces  of  category  A  are  those  spaces  and  trunks  to  such  spaces  which  contain:

.1  internal  combustion  machinery  used  for  main  propulsion;  or

.2  internal  combustion  machinery  used  for  purposes  other  than  main  propulsion  where  such

machinery  has  in  the  aggregate  a  total  power  output  of  not  less  than  375  kW;  or

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

.19-2  Machinery  spaces  are  all  machinery  spaces  of  category  A  and  all  other  spaces  containing  propelling
machinery,  boilers,  oil  fuel  units,  steam  and  internal  combustion  engines,  generators  and  major
electrical  machinery,  oil  filling  stations,  refrigerating,  stabilizing,  ventilation  and  air  conditioning
machinery,  and  similar  spaces,  and  trunks  to  such  spaces.

.20  Oil fuel unit is  the  equipment  used  for  the  preparation  of  oil  fuel  for  delivery  to  an  oil-fired  boiler,
or  equipment  used  for  the  preparation  for  delivery  of  heated  oil  to  an  internal  combustion  engine,
and  includes  any  oil  pressure  pumps,  filters  and  heaters  dealing  with  oil  at  a  pressure  of  more  than
0,18  N/mm2.

.21 

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

.21-1  Central control station is a control station in which the following control and indicator functions are

centralized:

.1  fixed  fire  detection  and  alarm  system;

.2  automatic  sprinklers,  fire  detection  and  alarm  system;

.3  fire  door  indicator  panel;

.4  fire  doors  closure;

.5  watertight  door  indicator  panel;

.6  watertight  door  closing;

.7  ventilation  fans;

.8  general/fire alarm;

.9  communication  systems  including  telephones;  and

.10 microphone  to  public  address  system.

.21-2  Continuously  manned  central  control  station  is  a  central  control  station  which  is  continuously

manned  by  a  responsible  member  of  the  crew.

.22 

Rooms  containing  furniture  and  furnishings  of  restricted  fire  risk  are,  for  the  purpose  of  regulation
II-2/B/2,  those  rooms  containing  furniture  and  furnishings  of  restricted  fire  risk  (whether  cabins,
public  spaces,  offices  and  other  types  of  accommodation)  in  which:

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.1  all  case  furniture  such  as  desks,  wardrobes,  dressing  tables,  bureaux,  dressers,  is  constructed
entirely of approved non-combustible materials, except that a combustible veneer not exceeding 2
mm  may  be  used  on  the  working  surface  of  such  articles;

.2  all  free-standing  furniture  such  as  chairs,  sofas,  tables,  is  constructed  with  frames  of

non-combustible  materials;

.3  all  draperies,  curtains  and  other  suspended  textile  materials  have  qualities  of  resistance  to  the
propagation  of  flame  not  inferior  to  those  of  wool  of  mass  0,8  kg/m2,  in  accordance  with  IMO
Resolution  A.471  (XII)  and  its  amendments  adopted  by  Resolution  A.563  (14).

.4  all floor coverings have qualities of resistance to the propagation of flame not inferior to those of

an  equivalent  woollen  material  used  for  the  same  purpose;

.5  all  exposed  surfaces  of  bulkheads,  linings  and  ceilings  have  low  flame-spread  characteristics;

and

.6  all  upholstered  furniture  has  qualities  of  resistance  to  the  ignition  and  propagation  of  flame  in
accordance  with  the  Fire  Test  Procedures  of  Upholstered  Furniture  of  IMO  Resolution  A.652
(16).

.23 

Ro-ro  passenger  ship  means  a  passenger  ship  with  ro-ro  cargo  spaces  or  special  category  spaces  as
defined  in  this  regulation.

3 

Fire  pumps,  fire  mains,  hydrants,  hoses  and  nozzles  (R  4)

NEW  CLASS  B,  C  and  D  AND  EXISTING  CLASS  B  SHIPS:

.1.1  Every  ship  shall  be  provided  with  fire  pumps,  fire  mains,  hydrants,  hoses  and  nozzles  complying  as

applicable  with  the  requirements  of  this  regulation.

NEW  CLASS  B,  C  AND  D  SHIPS:

.1.2  Where  more  than  one  independent  fire  pump  is  required,  isolating  valves  to  separate  the  section  of
the  fire  main  within  the  machinery  space  containing  the  main  fire  pump  or  pumps  from  the  rest  of
the fire main shall be fitted in an easily accessible and tenable position outside this machinery space.
The  fire  main  shall  be  so  arranged  that  when  the  isolating  valves  are  shut  all  the  hydrants  on  the
ship, except those in the machinery space referred above, can be supplied with water by a fire pump
not located in this machinery space through pipes which do not enter this space. Exceptionally, short
lengths of the emergency fire pump suction and discharge piping may penetrate the machinery space
if  it  is  impracticable  to  route  it  externally  provided  that  the  integrity  of  the  fire  main  is  maintained
by  the  enclosure  of  the  piping  in  a  substantial  steel  casing.

NEW  AND  EXISTING  CLASS  B  SHIPS  AND  NEW  CLASS  C  AND  D  SHIPS  OF  24  METRES  IN
LENGTH  AND  ABOVE:

.2 

Capacity  of  fire  pumps

.1  The  required  fire  pumps  shall  be  capable  of  delivering  for  fire-fighting  purposes  a  quantity  of
water,  at  the  pressure  specified  in  paragraph  .4.2,  not  less  than  two  thirds  of  the  quantity
required  to  be  dealt  with  by  the  bilge  pumps  when  employed  for  bilge  pumping.

.2  In  every  ship  which  is  required  by  the  regulation  to  be  provided  with  more  than  one  power  fire
pump,  each  of  the  required  fire  pumps  shall  have  a  capacity  not  less  than  80  %  of  the  total
required capacity divided by the minimum number of required fire pumps but in any case not less
than  25  m3/h  and  each  such  pump  shall  in  any  event  be  capable  of  delivering  at  least  the  two
required jets of water. These fire pumps shall be capable of supplying the fire main system under
the  required  conditions.

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.3 

Arrangements  of  fire  pumps,  fire  mains  and  ready  availability  of  water  supply

.1  Ships  shall  be  provided  with  power  driven  fire  pumps  as  follows:

.1  Ships  certified  to  carry  more  than  500  passengers:  at  least  three,  one  of  which  may  be  an

main  engine  driven  pump.

.2  Ships  certified  to  carry  500  passengers  or  less:  at  least  two,  one  of  which  may  be  a  main

engine  driven  pump.

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

.3  The  arrangement  of  sea  connections,  fire  pumps  and  their  sources  of  power  shall  be  such  as  to
ensure that in ship certified to carry more than 250 passengers, in the event of a fire in any one
compartment  all  the  fire  pumps  will  not  be  put  out  of  action.

In  new  Class  B  ships  certified  to  carry  250  passengers  or  less,  if  a  fire  in  any  one  compartment
could  put  all  the  pumps  out  of  action,  the  alternative  means  of  providing  water  for  firefighting
purposes  shall  be  an  independently  driven,  power-operated  emergency  fire  pump  and  with  its
source  of  power  and  sea  connection  located  outside  the  machinery  space.

.4  In new Class B ships certified to carry more than 250 passengers, the arrangements for the ready
availability  of  water  supply  shall  be  such  that  at  least  one  effective  jet  of  water  is  immediately
available  from  any  hydrant  in  a  interior  location  and  so  as  to  ensure  the  continuation  of  the
output  of  water  by  the  automatic  starting  of  a  required  fire  pump.

.5  In ships with a periodically unattended machinery space or when only one person is required on
watch,  there  shall  be  immediate  water  delivery  from  the  fire  main  system  at  a  suitable  pressure,
either by remote starting of one of the main fire pumps with remote starting from the navigating
bridge and fire control station, if any, or permanent pressurization of the fire main system by one
of  the  main  fire  pumps.

.6  The  delivery  valve  of  each  fire  pump  shall  be  fitted  with  a  non-return  valve.

.4 

Diameter  of  and  pressure  in  the  fire  mains

.1  The  diameter  of  the  fire  main  and  water  service  pipes  shall  be  sufficient  for  the  effective
fire  pumps  operating
required  discharge 

the  maximum 

from 

two 

distribution  of 
simultaneously.

.2  With  two  pumps  simultaneously  delivering  through  nozzles  specified  in  paragraph  .8  and
sufficient hydrants to provide for the quantity of water specified in paragraph .4.1, the following
minimum  pressures  shall  be  maintained  at  all  hydrants:

Class  B  ships  certified  to  carry:

New

Existing

more  than  500  passengers

500  passengers  or  less

0,4  N/mm2

0,3  N/mm2

0,3  N/mm2

0,2  N/mm2

.3  The  maximum  pressure  at  any  hydrant  shall  not  exceed  that  at  which  the  effective  control  of  a

fire  hose  can  be  demonstrated.

.5 

Number  and  position  of  hydrants

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

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.2  In  the  accommodation,  service  and  machinery  spaces  the  number  and  position  of  the  hydrants
shall be such that the requirements of paragraph .5.1 may be complied with when all watertight
doors  and  all  doors  in  main  vertical  zone  bulkheads  are  closed.

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

.6 

Pipes  and  hydrants

.1  Materials readily rendered ineffective by heat shall not be used for fire mains and hydrants unless
adequately protected. The pipes and hydrants shall be so placed that the fire hoses may be easily
coupled to them. The arrangement of pipes and hydrants shall be such as to avoid the possibility
of freezing. In ships where deck cargo may be carried, the positions of the hydrants shall be such
that  they  are  always  readily  accessible  and  the  pipes  shall  be  arranged  as  far  as  practicable  to
avoid  risk  of  damage  by  such  cargo.

.2  A  valve  shall  be  fitted  to  serve  each  fire  hose  so  that  any  fire  hose  may  be  removed  while  the

fire-pumps  are  at  work.

.7 

Fire  hoses

.1  Fire hoses shall be of non-perishable material, approved by the Administration of the flag State,
and shall be sufficient in length to project a jet of water to any of the spaces in which they may
be  required  to  be  used.  Each  hose  shall  be  provided  with  a  nozzle  and  the  necessary  couplings.
There shall be complete interchangeability of hose couplings and nozzles. Hoses specified in this
chapter as ‘fire hoses’ shall together with any necessary fittings and tools be kept ready for use in
conspicuous  positions  near  the  water  service  hydrants  or  connections.  Additionally,  in  interior
locations in ships carrying more than 36 passengers fire hoses shall be permanently connected to
the  hydrants.

.2  There  shall  be  at  least  one  fire  hose  for  each  of  the  hydrants  required  by  paragraph  .5.  The
length  of  a  fire  hose  should  be  restricted  to  not  more  than  20  metres  on  deck  and  in
superstructure  and  to  15  metres  in  machinery  spaces  and  on  smaller  ships  respectively  to  15
metres  and  10  metres.

.8 

Nozzles

.1.1  For the purposes of this chapter, standard nozzle sizes shall be 12 mm, 16 mm and 19 mm or as
near  thereto  as  possible.  In  cases  where  other  systems  are  used  —  such  as  fog  systems  —
different  diameter  nozzles  may  be  permitted.

.1.2  All nozzles shall be of an approved dual-purpose type (i.e. spray/jet type), and shall have a shut

off  facility.

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

.3  For  machinery  spaces  and  exterior  locations,  the  nozzle  size  shall  be  such  as  to  obtain  the
maximum discharge possible from two jets at the pressure mentioned in paragraph .4 from the
smallest  pump,  provided  that  a  nozzles  size  greater  than  19  mm  need  not  be  used.

NEW  CLASS  C  AND  D  SHIPS  OF  LESS  THAN  24  METRES  IN  LENGTH:

.9 

Fire  pumps,  fire  mains,  hydrants,  hoses,  nozzles  and  ready  availability  of  water  supply

.1  One  independent  fire  pump  is  required,  which  shall  be  capable  of  delivering  for  fire-fighting
purposes  at  least  one  jet  of  water  from  any  fire  hydrant,  at  the  pressure  specified  below.  The
quantity  of  water  so  delivered  is  not  to  be  less  than  two-thirds  of  the  quantity  required  to  be
dealt  with  by  the  bilge  pumps  when  employed  for  bilge  pumping.  Such  fire  pump  shall  be
capable,  when  discharging  the  maximum  amount  referred  to  above  through  fire  hydrants  with
nozzles  of  12  or  16  or  19  mm,  of  maintaining  at  any  hydrant  minimum  pressure  as  required  in
Class  B  ships.

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.2  Every  ship  carrying  over  250  passengers,  shall  be  provided  with  an  additional  fire  pump  which
shall  be  permanently  connected  to  the  fire  main.  Such  pump  shall  be  operated  by  power.  Such
pump  and  its  source  of  power  shall  not  be  situated  in  the  same  compartment  as  the  pump
required  by  sub-paragraph  .9.1  above  and  shall  be  provided  with  a  permanent  sea  connection
situated outside the machinery space. Such pump shall be capable of delivering at least one jet of
water  from  any  fire  hydrants  provided  in  the  ship  maintaining  a  pressure  of  at  least
0,3 N/mm2.

.3  Sanitary,  ballast,  bilge  or  general  service  pumps  may  be  accepted  as  fire  pumps.

.4  Every  ship  shall  be  provided  with  a  fire  main  having  a  diameter  sufficient  for  the  effective
distribution  of  the  maximum  discharge  given  above.  The  number  and  position  of  the  hydrants
shall  be  such  that  at  least  one  jet  of  water  may  reach  any  part  of  the  ship  using  one  single
maximum.  length  of  hose  as  given  for  Class  B  ships  in  paragraph  .7.2  above.

.5  Every  ship  shall  be  fitted  with  at  least  one  fire  hose  for  every  hydrant  fitted.

.6  In ships with a periodically unattended machinery space or when only one person is required on
watch,  there  shall  be  immediate  water  delivery  from  the  fire  main  system  at  a  suitable  pressure,
either by remote starting of one of the main fire pumps with remote starting from the navigating
bridge and fire control station, if any, or permanent pressurization of the fire main system by one
of  the  main  fire  pumps.

.7  The  delivery  valve  of  each  fire  pump  shall  be  fitted  with  a  non-return  valve.

4 

Fixed  fire-extinguishing  systems  (R  5  +  8  +  9  +  10)

NEW  CLASS  B,  C  AND  D  AND  EXISTING  CLASS  B  SHIPS:

.1 

Fixed  gas  fire-extinguishing  systems:  General  (R  5.1)

.1  The  necessary  pipes  for  conveying  fire-extinguishing  medium  into  protected  spaces  shall  be
provided with control valves so marked as to indicate clearly the spaces to which the pipes are
led.  Suitable  provision  shall  be  made  to  prevent  inadvertent  admission  of  the  medium  to  any
space.

.2  The  piping  for  the  distribution  of  fire-extinguishing  medium  shall  be  arranged  and  discharge

nozzles  so  positioned  that  a  uniform  distribution  of  medium  is  obtained.

.3  Means  shall  be  provided  to  close  from  outside  the  protected  spaces  all  openings  which  may

admit  air  to  or  allow  gas  to  escape  from  the  protected  space.

.4  Means  shall  be  provided  for  automatically  giving  audible  warning  of  the  release  of
fire-extinguishing  medium  into  any  space  in  which  personnel  normally  work  or  to  which  they
have  access.  The  alarm  shall  operate  for  a  suitable  period  before  the  medium  is  released.

.5  The  means  of  control  of  any  fixed  gas  fire-extinguishing  system  shall  be  readily  accessible  and
simple to operate and shall be grouped together in as few locations as possible at positions not
likely  to  be  cut  off  by  a  fire  in  a  protected  space.  At  each  location  there  shall  be  clear
instructions  relating  to  the  operation  of  the  system  having  regard  to  the  safety  of  personnel.

.6  Automatic  release  of  fire-extinguishing  medium  shall  not  be  permitted,  except  as  permitted  in
respect  of  local  automatically  operated  units  fitted,  in  addition  to  and  independent  of  any
required fixed fire-extinguishing system, in machinery spaces over equipment having a high fire
risk  or  in  enclosed  areas  of  high  fire  risk  within  machinery  spaces.

.7  Where  the  quantity  of  extinguishing  medium  is  required  to  protect  more  than  one  space,  the
quantity  of  medium  available  need  not  be  more  than  the  largest  quantity  required  for  any  one
space  so  protected.

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.8  Except as otherwise permitted, pressure containers required for the storage of fire-extinguishing
medium,  shall  be  located  outside  protected  spaces  in  accordance  with  paragraph  .1.11  below.

.9  Means shall be provided for the crew or shore personnel to safely check the quantity of medium

in  the  containers.

.10  Containers  for  the  storage  of  fire-extinguishing  medium  and  associated  pressure  components
shall  be  designed  to  appropriate  codes  of  practice  having  regard  to  their  locations  and
maximum  ambient  temperatures  expected  in  service.

.11  When  the  fire-extinguishing  medium  is  stored  outside  a  protected  space,  it  shall  be  stored  in  a
room  which  shall  be  situated  in  a  safe  and  readily  accessible  position  and  shall  be  effectively
ventilated. Any entrance to such a storage room shall preferably be from the open deck and in
any  case  shall  be  independent  of  the  protected  space.

Access doors shall open outwards, and bulkheads and decks including doors and other means of
closing  any  opening  therein,  which  form  the  boundaries  between  such  rooms  and  adjoining
enclosed spaces shall be gastight. For the purpose of application of the tables for fire integrity of
bulkheads  and  decks  in  regulations  II-2/B/4  or  II-2/B/5,  as  applicable,  such  storage  rooms  shall
be  treated  as  control  stations.

.12  The  use  of  a  fire-extinguishing  medium,  which  either  by  itself  or  under  expected  conditions  of
use  gives  off  toxic  gases  in  such  quantities  as  to  endanger  persons  or  gives  off  gases  which  are
harmful to the environment, in fire-extinguishing systems on board new ships and in such new
installations  on  board  existing  ships,  is  not  permitted.

.13  Fixed gas system piping should be provided with control valves so marked as to indicate clearly

the  spaces  to  which  the  pipes  are  led.

NEW  CLASS  A,  B,  C  AND  D  AND  EXISTING  CLASS  B  SHIPS:

.14  Where  the  volume  of  free  air  contained  in  air  receivers  in  any  space  is  such  that,  if  released  in
such  space  in  the  event  of  fire,  such  release  of  air  within  that  space  would  seriously  affect  the
efficiency  of  the  fixed  fire-extinguishing  system,  an  additional  quantity  of  fire-extinguishing
medium  shall  be  provided.

.15  Suppliers  of  fixed  fire-extinguishing  installations  shall  provide  a  description  of  the  installation,
including  a  check  list  for  maintenance,  in  English  and  in  the  official  language(s)  of  the  Flag
State.

.16  The quantity of the fire-extinguishing medium shall be checked at least once a year by either an
expert  authorized  by  the  Administration,  the  supplier  of  the  installation  or  a  recognized
organization.

.17  The  periodic  checking  which  is  carried  out  by  the  ship’s  chief  engineer  or  organized  by  the
ship’s management shall be entered in the ship’s logbook stating the scope and the time of such
checking.

.18  Non-prescribed  fire  extinguishing  equipment  which  is  installed  e.g.  in  store  rooms  shall,  in  its
construction  and  dimensioning,  comply  with  the  provisions  of  this  regulation  for  the  type  of
installation  in  question.

.19  All doors to spaces protected by CO2/halon installation shall be marked ‘This space is protected
by  a  CO2/halon  installation  and  shall  be  evacuated  when  the  alarm  equipment  comes  into
operation’.

.2 

Carbon  dioxide  systems  (R  5.2)

.1.1  For cargo spaces the quantity of CO2  available shall, unless otherwise provided, be sufficient to
give a minimum volume of free gas equal to 30 % of the gross volume of the largest cargo space
so  protected  in  the  ship.

If there is a connection through ventilation ducts between two or more cargo spaces, these shall
be  considered  one  space.  In  ships  used  for  the  carriage  of  vehicles,  the  necessary  quantity  of
CO2  shall  be  calculated  as  45 %  of  the  gross  cubic  content  of  the  largest  cargo  space.

.1.2  For  machinery  spaces  the  quantity  of  carbon  dioxide  carried  shall  be  sufficient  to  give  a

minimum  volume  of  free  gas  equal  to  the  larger  of  the  following  volumes,  either:

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.1  40 %  of  the  gross  volume  of  the  largest  machinery  space  so  protected,  the  volume  to
exclude that part of the casing above the level at which the horizontal area of the casing is
40%  or  less  of  the  horizontal  area  of  the  space  concerned  taken  midway  between  the  tank
top  and  the  lowest  part  of  the  casing;  or

.2  35 %  of  the  gross  volume  of  the  largest  machinery  space  protected,  including  the  casing;

provided  that  if  two  or  more  machinery  spaces  are  not  entirely  separated  they  shall  be
considered  as  forming  one  space.

.2  For the purpose of this paragraph the volume of free carbon dioxide shall be calculated at 0,56

m3/kg.

3.  The  fixed  piping  system  shall  be  such  that  85 %  of  the  gas  can  be  discharged  into  the  space

within  2  min.

.4  Release  mechanism  of  carbon  dioxide:

.1  Two separate controls shall be provided for releasing carbon dioxide into a protected space
and to ensure the activities of the alarm. One control shall be used to discharge the gas from
its  storage  containers.  A  second  control  shall  be  used  for  opening  the  valve  of  the  piping
which  conveys  the  gas  into  the  protected  space.

.2  The two controls shall be located inside a release box clearly identified for particular space.
If the box containing the controls is to be locked, a key to the box shall be in a break-glass
type  enclosure  conspicuously  located  adjacent  to  the  box.

.5  The Administration of the flag State shall ensure that the spaces in which the CO2  batteries are
located  will  be  properly  arranged  as  regards  their  access,  ventilation  and  communication
equipment.  It  shall  take  the  necessary  safety  measures  regarding  the  construction,  installation,
marking,  filling  and  testing  of  CO2  cylinders,  pipes  and  fittings,  and  for  the  control  and  alarm
equipment  for  such  installation.

.3 

Fixed  low-expansion  foam  fire-extinguishing  systems  in  machinery  spaces  (R  8)

.1  Where  in  any  machinery  space  a  fixed  low-expansion  foam  fire-extinguishing  system  is  fitted  in
addition to the requirements of regulation 6, such system shall be capable of discharging through
fixed discharge outlets in not more than five minutes a quantity of foam sufficient to cover to a
depth of 150 mm the largest single are over which oil fuel is liable to spread. The system shall be
capable  of  generating  foam  suitable  for  extinguishing  oil  fires.  Means  shall  be  provided  for
effective  distribution  of  the  foam  through  a  permanent  system  of  piping  and  control  valves  or
cocks to suitable discharge outlets and for the foam to be effectively directed by fixed sprayers on
other main fire hazards in the protected space. The expansion ratio of the foam shall not exceed
12  to  1.

.2  The  means  of  control  of  any  such  systems  shall  be  readily  accessible  and  simple  to  operate  and
shall be grouped together in as few locations as possible at positions not likely to be cut off by a
fire  in  the  protected  space.

.4 

Fixed  high-expansion  foam  fire-extinguishing  systems  in  machinery  spaces  (R  9)

.1  Any  required  fixed  high-expansion  foam  system  in  machinery  spaces  shall  be  capable  of  rapidly
discharging through fixed discharge outlets a quantity of foam sufficient to fill the greatest space
to be protected at a rate of at least 1 m in depth per minute. The quantity of foam-forming liquid
available  shall  be  sufficient  to  produce  a  volume  of  foam  equal  to  five  times  the  volume  of  the
largest  space  to  be  protected.  The  expansion  ratio  of  the  foam  shall  not  exceed  1 000  to  1.

.2  Supply  ducts  for  delivering  foam,  air  intakes  to  the  foam  generator  and  the  number  of
foam-producing  units  shall  be  such  as  will  provide  effective  foam  production  and  distribution.

.3  The arrangement of the foam generator delivery ducting shall be such that a fire in the protected

space  will  not  affect  the  foam  generating  equipment.

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.4  The  foam  generator,  its  sources  of  power  supply,  foam  forming  liquid  and  means  of  controlling
the  system  shall  be  readily  accessible  and  simple  to  operate  and  shall  be  grouped  in  as  few
locations  as  possible  at  positions  not  likely  to  be  cut  off  by  a  fire  in  the  protected  space.

.5 

Fixed  pressure  water-spraying  fire-extinguishing  systems  in  machinery  spaces  (R  10)

.1  Any required fixed pressure water-spraying fire-extinguishing system in machinery spaces shall be

provided  with  spraying  nozzles  of  an  approved  type.

.2  The  number  and  arrangement  of  the  nozzles  shall  be  such  as  to  ensure  an  effective  average
distribution  of  water  of  at  least  5  l/m2  per  minute  in  the  spaces  to  the  protected.  Increased
application rates may be considered if necessary for particular hazardous areas. Nozzles shall be
fitted  above  bilges,  tank  tops  and  other  areas  over  which  oil  fuel  is  liable  to  spread  and  also
above  other  specific  fire  hazards  in  the  machinery  spaces.

.3  The system may be divided into sections, the distribution valves of which shall be operated from
easily accessible positions outside the spaces to be protected and will not be readily cut off by a
fire  in  the  protected  space.

.4  The system shall be kept charged at the necessary pressure and the pump supplying the water for

the  system  shall  be  put  automatically  into  action  by  a  pressure  drop  in  the  system.

.5  The  pump  shall  be  capable  of  simultaneously  supplying  at  the  necessary  pressure  all  sections  of
the system in any one compartment to be protected. The pump and its controls shall be installed
outside  the  space  or  spaces  to  be  protected.  It  shall  not  be  possible  for  a  fire  in  the  space  or
spaces  protected  by  the  water-spraying  system  to  put  the  system  out  of  action.

.6  NEW  CLASS  B,  C  AND  D  SHIPS:

The  pump  may  be  driven  by  an  independent  internal  combustion  machinery  but,  if  it  is
dependent  upon  power  being  supplied  from  the  emergency  generator  fitted  in  compliance  with
the  provisions  of  Part  D  of  Chapter  II-1,  that  generator  shall  be  so  arranged  as  to  start
automatically  in  case  of  main  power  failure  so  that  power  for  the  pump  required  by
sub-paragraph  .5  is  immediately  available.  When  the  pump  is  driven  by  independent  internal
combustion machinery it shall be so situated that a fire in the protected space will not affect the
air  supply  to  the  machinery.

NEW  CLASS  B,  C  AND  D  AND  EXISTING  CLASS  B  SHIPS:

.7  Precautions  shall  be  taken  to  prevent  the  nozzles  from  becoming  clogged  by  impurities  in  the

water  or  corrosion  of  piping,  nozzles,  valves  and  pump.

5 

Fire  extinguishers  (R  6)

NEW  CLASS  B,  C  AND  D  AND  EXISTING  CLASS  B  SHIPS:

.1 

All  fire  extinguishers  shall  be  of  approved  types  and  designs.

.2 

.3 

.4 

.5 

The capacity of required portable fluid extinguishers shall be not more than 13,5 litres and not less
than 9 litres. Other extinguishers shall be at least as portable as the 13,5 litres fluid extinguisher and
shall  have  a  fire-extinguishing  capability  at  least  equivalent  to  that  of  a  9  litres  fluid  extinguisher.

Spare charges shall be carried for 50 %  of  the  total  of  each  type  of  extinguisher  on  board.  Another
extinguisher of the same type is a spare charge for an extinguisher which cannot be readily recharged
on  board.

Fire  extinguishers  contain  an  extinguishing  medium  which  either  by  itself  or  under  expected
conditions  of  use  gives  off  toxic  gases  in  such  quantities  as  to  endanger  persons  or  gives  off  gases
which  are  harmful  to  the  environment  shall  not  be  permitted.

The fire extinguishers shall be suitable for extinguishing fires which are possible in the vicinity of the
fire-extinguisher location.

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.6 

One  of  the  portable  fire-extinguishers  intended  for  use  in  any  space  shall  be  located  near  the
entrance  of  that  space.

.7 

The  minimum  number  of  fire  extinguishers  shall  be  as  follows:

.1  in  accommodation  and  service  spaces:

the fire extinguisher shall be so located that no point in the space is more than 10 metres walking
distance  from  an  extinguisher.

.2  an  extinguisher  suitable  for  use  in  high  voltage  areas  shall  be  located  in  the  proximity  of  any

electric  panel  of  sub-panel  having  a  power  of  20  kW  or  more.

.3  in galleys the extinguishers shall be so located that no point in the space is more than 10 metres

walking  distance  from  an  extinguisher.

.4  an  extinguisher  shall  be  located  in  the  proximity  of  paint  lockers  and  store  rooms  containing

readily  flammable  products.

.5  at  least  one  extinguisher  shall  be  located  on  the  navigating  bridge  and  in  each  control  station.

.8 

.9 

Portable  fire  extinguishers  provided  for  use  in  accommodation  or  service  spaces  shall  so  far  as
practicable  have  a  uniform  method  of  operation.

In  general,  portable  CO2  fire  extinguishers  shall  not  be  located  in  accommodation  spaces.  Where
such  extinguishers  are  provided  in  radio  rooms,  at  switchboards  and  other  similar  positions,  the
volume of any space containing one or more extinguishers shall be such as to limit the concentration
of vapour that can occur due to discharge to not more than 5 % of the net volume of the space for
the  purpose  of  this  regulation.  The  volume  of  CO2  shall  be  calculated  at  0,56  m3/kg.

.10 

Periodic  inspection  of  fire  extinguishers:

The Administration of the flag State shall ensure that portable fire extinguishers shall be periodically
inspected,  function-tested  and  pressure-tested.

6 

Fire-extinguishing  arrangements  in  machinery  spaces  (R  7)

Machinery  spaces  of  category  A  shall  be  provided  with:

in  NEW  CLASS  B,C  AND  D  SHIPS  OF  24  METRES  IN  LENGTH  AND  OVER:

.1 

any  one  of  the  following  fixed  fire-extinguishing  systems:

.1  a  gas  system  complying  with  the  provisions  of  paragraphs  .1  and  .2  of  regulation  4,  or  an
equivalent  water-based  system  as  an  alternative  arrangement  for  halon  systems,  complying  with
the  provisions  of  MSC/Circ.668  of  30  December  1994;

.2  a  high-expansion  foam  system  complying  with  the  provisions  of  paragraph  .4  of  regulation  4;

.3  a  pressure  water-spraying  system  complying  with  the  provisions  of  paragraph  .5  of  regulation

4.

at least one set of portable air-foam equipment consisting of an air-foam nozzle of an inductor type
capable of being connected to the fire main by a fire hose, together with a portable tank containing
at least 20 litres of foam-making liquid and one spare tank. The nozzle shall be capable of producing
effective  foam  suitable  for  extinguishing  an  oil  fire,  at  a  rate  of  at  least  1,5  m3  per  min.

In  each  such  space,  approved  foam-type  fire  extinguishers,  each  of  at  least  45  litres  capacity,  or
equivalent, sufficient in number to enable foam or its equivalent to be directed on to any part of the
fuel  and  lubricating  oil  pressure  systems,  gearing  and  other  fire  hazards.  In  addition,  there  shall  be
provided a sufficient number of portable foam extinguishers or equivalent which shall be so located
that  no  point  in  the  space  is  more  than  10  metres  walking  distance  from  an  extinguisher  and  that
there  are  at  least  two  such  extinguishers  in  each  such  space.

.2 

.3 

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in NEW CLASS B, C AND D SHIPS OF LESS THAN 24 METRES IN LENGTH AND EXISTING CLASS
B  SHIPS:

.4 

.5 

one  of  the  fixed  fire-extinguishing  systems  specified  in  paragraph  .1  above,  and  in  addition  in  any
space  containing  internal  combustion  engines,  or  oil-fuel  settling  tanks  or  oil-fuel  units,  one  foam
fire-extinguisher  of  at  least  45  litres  capacity  or  one  carbon  dioxide  extinguisher  of  at  least  16  kg
capacity  shall  be  provided,  and

one portable fire extinguisher suitable for extinguishing oil fires for each 736 kW or part thereof of
such  machinery;  provided  that  not  less  than  two  nor  more  than  six  such  extinguishers  shall  be
required  in  such  space.  The  use  of  low  expansion  foam  fixed  system  in  lieu  of  some  of  the  six
portable  fire  extinguishers  required  by  this  regulation  is  permitted.

in  NEW  CLASS  B,  C  AND  D  AND  EXISTING  CLASS  B  SHIPS  CARRYING  MORE  THAN  36
PASSENGERS:

.6 

Each  machinery  space  shall  be  provided  with  two  suitable  water  fog  applicators,  consisting  of  a
metal L-shaped pipe, the long limb being about two metres in length capable of being fitted to a fire
hose  and  the  short  limb  being  about  250  mm  in  length  fitted  with  a  fixed  water  fog  nozzle  or
capable  of  being  fitted  with  a  water  spray  nozzle.

in  NEW  CLASS  B,  C  AND  D  SHIPS  AND  EXISTING  CLASS  B  SHIPS:

.7 

When  heated  oil  is  used  as  heating  medium,  it  may  be  additionally  required  that  boiler  rooms  are
equipped  with  permanently-installed  or  portable  equipment  for  local  systems  for  jet  spraying  of
water  under  pressure  or  the  spreading  of  foam  above  and  below  the  floor  for  fire-extinguishing
purposes.

7 

Special  arrangements  in  machinery  spaces  (R  11)

NEW  CLASS  B,  C  AND  D  AND  EXISTING  CLASS  B  SHIPS:

.1 

.2 

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

Skylights shall be of steel and shall not contain glass panels. Suitable arrangements shall be made to
permit  the  release  of  smoke  in  the  event  of  fire,  from  the  space  to  be  protected.

NEW  CLASS  B,  C  AND  D  SHIPS:

.3 

Doors  other  than  power-operated  watertight  doors  shall  be  so  arranged  that  positive  closure  is
assured  in  case  of  fire  in  the  space,  by  power-operated  closing  arrangements  or  by  the  provision  of
self-closing  doors  capable  of  closing  against  an  inclination  of  3,5  °  opposing  closure  and  having  a
fail-safe  hook-back  facility,  provided  with  a  remotely  operated  release  device.

NEW  CLASS  B,  C  AND  D  AND  EXISTING  CLASS  B  SHIPS:

.4 

Windows shall not be fitted in machinery space boundaries. This does not preclude the use of glass
in  control  rooms  within  the  machinery  spaces.

.5 

Means  of  control  shall  be  provided  for:

.1  opening  and  closure  of  skylights,  closure  of  openings  in  funnels  which  normally  allow  exhaust

ventilation,  and  closure  of  ventilator  dampers;

.2  permitting  release  of  smoke;

.3  closing  power-operated  doors  or  actuating  release  mechanisms  on  doors  other 

than

power-operated  watertight  doors;

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.4  stopping  ventilating  fans;  and

.5  stopping forced and induced draught fans, oil fuel transfer pumps, oil fuel unit pumps and other

similar  fuel  pumps.

The controls required in paragraph .5 and regulation II-2/A/10.2.5 shall be located outside the space
concerned,  where  they  will  not  be  cut  off  in  the  event  of  fire  in  the  space  they  serve.  Such  controls
and  the  controls  for  any  required  fire-extinguishing  system  shall  be  situated  at  one  control  position
or  grouped  in  as  few  positions  as  possible.  Such  positions  shall  have  a  safe  access  from  the  open
deck.

When access to any machinery space of category A is provided at a low level from an adjacent shaft
tunnel,  there  shall  be  provided  in  the  shaft  tunnel,  near  the  watertight  door,  a  light  steel  fire-screen
door  operable  from  each  side.

.6 

.7 

8 

Automatic  sprinkler,  fire  detection  and  fire  alarm  systems  (R  12)

NEW  CLASS  B,  C  AND  D  AND  EXISTING  CLASS  B  SHIPS:

.1 

.2 

.3 

.4 

.5 

.6 

.7 

.8 

Any required automatic sprinkler, fire detection and fire alarm system shall be capable of immediate
operation at all times and no action by the crew shall be necessary to set it in operation. It shall be
of the wet pipe type but small exposed sections may be of the dry pipe type where this is a necessary
precaution. Any parts of the system which may be subjected to freezing temperatures in service shall
be  suitably  protected  against  freezing.  It  shall  be  kept  charged  at  the  necessary  pressure  and  shall
have  provision  for  a  continuous  supply  of  water  as  required  in  this  regulation.

Each  section  of  sprinklers  shall  include  means  for  giving  a  visual  and  audible  alarm  signal
automatically at one or more indicating units whenever a sprinkler comes into operation. Such units
shall indicate in which section served by the system fire has occurred and shall be centralized on the
navigation  bridge  and  in  addition,  visible  and  audible  alarms  from  the  unit  shall  be  placed  in  a
position other than on the navigating bridge so as to ensure that the indication of fire is immediately
received  by  the  crew.  The  alarm  system  shall  be  such  as  to  indicate  if  any  fault  occours  in  the
system.

Sprinklers  shall  be  grouped  into  separate  sections,  each  of  which  shall  contain  not  more  than  200
sprinklers. Any section of sprinklers shall not serve more than two decks and shall not be situated in
more than one main vertical zone, unless it can be demonstrated that arrangements with a section of
sprinklers  serving  more  than  two  decks  or  situated  in  more  than  one  main  vertical  zone  will  not
reduce  the  protection  of  the  ship  against  fire.

Each section of sprinklers shall be capable of being isolated by one stop valve only. The stop valve in
each  section  shall  be  readily  accessible  and  its  location  shall  be  clearly  and  permanently  indicated.
Means  shall  be  provided  to  prevent  the  operation  of  the  stop  valves  by  any  unauthorized  person.

A  gauge  indicating  the  pressure  in  the  system  shall  be  provided  at  each  section  stop  valve  and  at  a
central  station.

The  sprinklers  shall  be  resistant  to  corrosion  by  marine  atmosphere.  In  accommodation  and  service
spaces  the  sprinklers  shall  come  into  operation  within  the  temperature  range  from  68  °  to  79  °C,
except that in locations such as drying rooms, where high ambient temperatures might be expected,
the operating temperature may be increased by not more than 30 °C above the maximum deckhead
temperature.

A list or plan shall be displayes at each indicating unit showing the spaces covered and the location
of  the  zone  in  respect  of  each  section.  Suitable  instructions  for  testing  and  maintenance  shall  be
available.

Sprinklers  shall  be  placed  in  an  overhead  position  and  spaced  in  a  suitable  pattern  to  maintain  an
average  application  rate  of  not  less  than  5  l/m2  per  minute  over  the  nominal  area  covered  by  the
sprinklers.

Sprinklers  shall  be  placed  as  clear  as  possible  of  beams  or  other  objects  likely  to  obstruct  the
projections  of  water  and  in  such  position  that  combustible  material  in  the  space  will  be  well
sprayed.

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.9 

A pressure tank having a volume equal to at least twice that of the charge of water specified in this
subparagraph shall be provided. The tank shall contain a standing charge of fresh water, equivalent
to  the  amount  of  water  which  would  be  discharged  in  one  minute  by  the  pump  referred  to  in
paragraph  .12,  and  the  arrangements  shall  provide  for  maintaining  an  air  pressure  in  the  tank  such
as to ensure that where the standing charge of fresh water in the tank has been used the pressure will
be not less than the working pressure of the sprinkler, plus the pressure exerted by a head of water
measured  from  the  bottom  of  the  tank  to  the  highest  sprinkler  in  the  system.  Suitable  means  of
replenishing  the  air  under  pressure  and  of  replenishing  the  fresh  water  charge  in  the  tank  shall  be
provided.  A  glass  gauge  shall  be  provided  to  indicate  the  correct  level  of  the  water  in  the  tank.

.10  Means shall be provided to prevent the passage of seawater into the tank. The pressure tank shall be
fitted  with  an  efficient  relief  valve  and  a  pressure  gauge.  Stop  valves  or  cocks  shall  be  provided  at
each  of  the  gauge  connections.

.11 

.12 

.13 

.14 

An  independent  power  pump  shall  be  provided  solely  for  the  purpose  of  continuing  automatically
the  discharge  of  water  from  the  sprinkler.  The  pump  shall  be  brought  into  action  automatically  by
the  pressure  drop  in  the  system  before  the  standing  fresh  water  charge  in  the  pressure  tank  is
completely  exhausted.

The  pump  and  the  piping  system  shall  be  capable  of  maintaining  the  necessary  pressure  at  the  level
of  the  highest  sprinkler  to  ensure  a  continuous  output  of  water  sufficient  for  the  simultaneous
coverage  of  a  minimum  area  of  280  m2  at  the  application  rate  specified  in  paragraph  .8.

The pump shall have fitted on the delivery side a test valve with a short open-ended discharge pipe.
The  effective  area  through  the  valve  and  the  pipe  shall  be  adequate  to  permit  the  release  of  the
required  pump  output  while  maintaining  the  pressure  in  the  system  specified  in  paragraph  9.

The sea inlet to the pump shall wherever possible be in the space containing the pump and shall be
so arranged that when the ship is afloat it will not be necessary to shut off the supply of seawater to
the  pump  for  any  purpose  other  than  the  inspection  or  repair  of  the  pump.

.15 

The sprinkler pump and tank shall be situated in a position reasonably remote from any machinery
space  and  shall  not  be  situated  in  any  space  required  to  be  protected  by  the  sprinkler  system.

.16 

.17 

.18 

There  shall  be  not  less  than  two  sources  of  power  supply  for  the  seawater  pump  and  automatic
alarm and detection system. Where the sources of power for the pump are electrical, these shall be a
main generator and an emergency source of power. One supply for the pump shall be taken from the
main  switchboard,  and  one  from  the  emergency  switchboard  by  separate  feeders  reserved  solely  for
that  purpose.  The  feeders  shall  be  so  arranged  as  to  avoid  galleys,  machinery  spaces  and  other
enclosed  spaces  of  high  fire  risk  except  in  so  far  as  it  is  necessary  to  reach  the  appropriate
switchboards, and shall be run to an automatic change-over switch situated near the sprinkler pump.
This  switch  shall  permit  the  supply  of  power  from  the  main  switchboard  so  long  as  a  supply  is
available  therefrom,  and  to  be  so  designed  that  upon  failure  of  the  supply  it  will  automatically
change  over  to  the  supply  from  the  emergency  switchboard.  The  switches  on  the  main  switchboard
and  the  emergency  switchboard  shall  be  clearly  labelled  and  normally  kept  closed.  No  other  switch
shall  be  permitted  in  the  feeders  concerned.  One  of  the  sources  of  power  supply  for  the  alarm  and
detection  system  shall  be  an  emergency  source.  Where  one  of  the  sources  of  power  for  the  pump  is
an  internal  combustion  engine  it  shall,  in  addition  to  complying  with  the  provisions  of  paragraph
.15,  be  so  situated  that  a  fire  in  any  protected  space  will  not  affect  the  air  supply  to  the
machinery.

The  sprinkler  system  shall  have  a  connection  from  the  ship’s  fire  main  by  way  of  a  lockable
screw-down  nonreturn  valve  at  the  connection  which  will  prevent  a  backflow  from  the  sprinkler
system  to  the  fire  main.

A  test  valve  shall  be  provided  for  testing  the  automatic  alarm  for  each  section  of  sprinklers  by  a
discharge of water equivalent to the operation of one sprinkler. The test valve for each section shall
be  situated  near  the  stop  valve  for  that  section.

.19  Means shall be provided for testing the automatic operation of the pump on reduction of pressure in

the  system.

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.20 

Switches  shall  be  provided  at  one  of  the  indicating  positions  referred  to  in  paragraph  .2  which  will
enable  the  alarm  and  the  indicator  for  each  section  of  sprinklers  to  be  tested.

.21 

At  least  six  spare  sprinkler  heads  shall  be  provided  for  each  section.

9 

Fixed  fire  detection  and  fire  alarm  systems  (R  13)

NEW  CLASS  B,  C  AND  D  AND  EXISTING  CLASS  B  SHIPS:

.1 

General

.1  Any required fixed fire detection and fire alarm system with manually operated call points shall

be  capable  of  immediate  operation  at  all  times.

.2  Power supplies and electric circuits necessary for the operation of the system shall be monitored
for  loss  of  power  or  fault  conditions  as  appropriate.  Occurrence  of  a  fault  condition  shall
initiate a visual and audible fault signal at the control panel which shall be distinct from a fire
signal.

.3  There  shall  be  not  less  than  two  sources  of  power  supply  for  the  electrical  equipment  used  in
the  operation  of  the  fire  detection  and  fire  alarm  system,  one  of  which  shall  be  an  emergency
source.  The  supply  shall  be  provided  by  separate  feeders  reserved  solely  for  that  purpose.  Such
feeders shall run to an automatic change-over switch situated in or adjacent to the control panel
for  the  fire  detection  system.

.4  Detectors  and  manually  operated  call  points  shall  be  grouped  into  sections.  The  activation  of
any detector or manually operated call point shall initiate a visual and audible fire signal at the
control panel and indicating units. If the signals have not received attention within 2 minutes an
audible  alarm  shall  be  automatically  sounded  throughout  the  crew  accommodation  and  service
spaces,  control  stations  and  machinery  spaces.  This  alarm  sounder  system  need  not  be  an
integral  part  of  the  detection  system.

.5  The  control  panel  shall  be  located  on  the  navigating  bridge  or  in  the  main  fire  control

station.

.6 

Indicating  units  shall,  as  a  minimum,  denote  the  section  in  which  a  detector  or  manually
operated call point has operated. At least one unit shall be so located that it is easily accessible
to responsible members of the crew at all times, when at sea or in port, except when the ship is
out of service. One indicating unit shall be located on the navigating bridge if the control panel
is  located  in  the  main  fire  control  station.

.7  Clear  information  shall  be  displayed  on  or  adjacent  to  each  indicating  unit  about  the  spaces

covered  and  the  location  of  the  sections.

.8  Where  the  fire  detection  system  does  not  include  means  of  remotely  identifying  each  detector
individually,  no  section  covering  more  than  one  deck  within  accommodation,  service  and
control stations shall normally be permitted except a section which covers an enclosed stairway.
In order to avoid delay in identifying the source of fire, the number of enclosed spaces included
in each section shall be limited as determined by the Administration of the flag State. In no case
shall more than 50 enclosed spaces be permitted in any section. If the detection system is fitted
with  remotely  and  individually  identifiable  fire  detectors,  the  sections  may  cover  several  decks
and  serve  any  number  of  enclosed  spaces.

.9 

If  there  is  no  fire  detection  system  capable  of  remotely  and  individually  identifying  each
detector, a section of detectors shall not serve spaces on both sides of the ship nor on more than
one  deck  and  neither  shall  it  be  situated  in  more  than  one  main  vertical  zone  except  that  the
Administration of the flag State, if it is satisfied that the protection of the ship against fire will
not  thereby  be  reduced,  may  permit  such  a  section  of  detectors  to  serve  both  sides  of  the  ship
and  more  than  one  deck.  In  ships  fitted  with  individually  identifiable  fire  detectors,  a  section
may serve spaces on both sides of the ship and on several decks but may not be situated in more
than  one  main  vertical  zone.

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.10  A section of fire detectors which covers a control station, a service space or an accommodation

space  shall  not  include  a  machinery  space.

.11  Detectors  shall  be  operated  by  heat,  smoke  or  other  products  of  combustion,  flame  or  any
combination  of  these  factors.  Detectors  operated  by  other  factors  indicative  of  incipient  fires
may  be  considered  by  the  Administration  of  the  flag  State  provided  that  they  are  not  less
sensitive  than  such  detectors.  Flame  detectors  shall  only  be  used  in  addition  to  smoke  or  heat
detectors.

.12  Suitable  instructions  and  component  spares  for  testing  and  maintenance  shall  be  provided.

.13  The  function  of  the  detection  system  shall  be  periodically  tested  to  the  satisfaction  of  the
Administration  of  the  Flag  State  by  means  of  equipment  producing  hot  air  at  the  appropriate
temperature,  or  smoke  or  aerosol  particles  having  the  appropriate  range  of  density  or  particle
size,  or  other  phenomena  associated  with  incipient  fires  to  which  the  detector  is  designed  to
respond.

All detectors shall be of a type such that they can be tested for correct operation and restored to
normal  surveillance  without  the  renewal  of  any  component.

.14  The  fire  detection  system  shall  not  be  used  for  any  other  purpose,  except  that  closing  of  fire

doors  and  similar  functions  may  be  permitted  at  the  control  panel.

.15  Fire  detection  systems  with  a  zone  address  identification  capability  shall  be  so  arranged  that:

—  a  loop  cannot  be  damaged  at  more  than  one  point  by  a  fire,

—  means are provided to ensure that any fault (e.g. power break, short circuit, earth) occurring

in  the  loop  will  not  render  that  whole  loop  ineffective,

—  all arrangements are made to enable the initial configuration of the system to be restored in

the  event  of  failure  (electrical,  electronic,  informatic),

—  the  first  initiated  fire  alarm  will  not  prevent  any  other  detector  to  initiate  further  fire

alarms.

.2 

Installation  requirements

.1  Manually  operated  call  points  shall  be  installed  throughout  the  accommodation  spaces,  service
spaces  and  control  stations.  One  manually  operated  call  point  shall  be  located  at  each  exit.
Manually  operated  call  points  shall  be  readily  accessible  in  the  corridors  of  each  deck  such  that
no  part  of  the  corridor  is  more  than  20  metres  from  a  manually  operated  call  point.

.2  Smoke  detectors  shall  be  installed  in  all  stairways,  corridors  and  escape  routes  within

accommodation spaces.

.3  Where  a  fixed  fire  detection  and  fire  alarm  is  required  for  the  protection  of  spaces  other  than
those  specified  in  paragraph  .2.2  above,  at  least  one  detector  complying  with  paragraph  .1.11
shall  be  installed  in  each  such  space.

.4  Detectors shall be located for optimum performance. Positions near beams and ventilation ducts
or  other  positions  where  patterns  of  air  flow  could  adversely  affect  performance  and  positions
where  impact  or  physical  damage  is  likely  shall  be  avoided.  In  general,  detectors  which  are
located  on  the  overhead  shall  be  a  minimum  distance  of  0,5  m  away  from  bulkheads.

.5  The  maximum  spacing  of  detectors  shall  be  in  accordance  with  the  table  below.

Type  of  detector

Maximum  floor  area
per  detector

Maximum  distance
apart  between  centres

Maximum  distance
away  from  bulkheads

Heat

Smoke

37  m2

74  m2

9  m

11  m

4,5  m

5,5  m

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The  Administration  of  the  Flag  State  may  require  or  permit  other  spacing  based  upon  test  data
which  demonstrate  the  characteristics  of  the  detectors.

.6  Electrical  wiring  which  forms  part  of  the  system  shall  be  so  arranged  as  to  avoid  galleys,
machinery  spaces,  and  other  enclosed  spaces  of  high  fire  risk  except  where  it  is  necessary  to
provide  for  fire  detection  or  fire  alarm  in  such  spaces  or  to  connect  to  the  appropriate  power
supply.

.3 

Design  requirements

.1  The  system  and  equipment  shall  be  suitably  designed  to  withstand  supply  voltage  variation  and
transients,  ambient  temperature  changes,  vibration,  humidity,  shock,  impact  and  corrosion
normally  encountered  in  ships.

.2  Smoke detectors to be installed in stairways, corridors and escape routes within accommodation
spaces  as  required  by  paragraph  .2.2  shall  be  certified  to  operate  before  the  smoke  density
exceeds 12,5 % obscuration per metre, but not until the smoke density exceeds 2 % obscuration
per  metre.

Smoke  detectors  to  be  installed  in  other  spaces  shall  operate  within  sensitivity  limits  to  the
satisfaction  of  the  Administration  of  the  Flag  State  having  regard  to  the  avoidance  of  detector
insensitivity  or  oversensitivity.

.3  Heat  detectors  shall  be  certified  to  operate  before  the  temperature  exceeds  78  °C  but  not  until
the temperature exceeds 54 °C when the temperature is raised to those limits at a rate less than 1
°C  per  minute.  At  higher  rates  of  temperature  rise,  the  heat  detector  shall  operate  within
temperature limits to the satisfaction of the Administration of the flag State having regard to the
avoidance  of  detector  insensitivity  or  oversensitivity.

.4  The permissible temperature of operation of heat detectors may be increased to 30 °C above the
maximum  deckhead  temperature  in  drying  rooms  and  similar  spaces  of  a  normal  high  ambient
temperature.

NEW  CLASS  A,  B,  C  AND  D  SHIPS:

.4 

In  addition  to  the  above  provisions,  the  Administration  of  the  flag  State  shall  ensure  that  safety
provisions  on  the  installations  regarding  their  independence  from  other  installations  or  systems,  the
corrosion resistance of their components, the electrical power supply to their control system, and the
availability  of  instructions  for  their  operation  and  maintenance  shall  be  complied  with.

10 

Arrangements  for  oil  fuel,  lubricating  oil  and  other  flammable  oils  (R  15)

.1 

Limitations  in  the  use  of  oil  as  fuel

NEW  CLASS  B,  C  AND  D  AND  EXISTING  CLASS  B  SHIPS:

The  following  limitations  shall  apply  to  the  use  of  oil  as  fuel:

.1  Except as otherwise permitted by this paragraph, no oil fuel with a flashpoint of less than 60 °C

shall  be  used.

.2  In  emergency  generators  oil  fuel  with  a  flashpoint  of  not  less  than  43  °C  may  be  used.

.3  Subject  to  such  additional  precautions  as  it  may  consider  necessary  and  on  condition  that  the
ambient temperature of the space in which such oil fuel is stored or used shall not be allowed to
rise to within 10 °C below the flashpoint of the oil fuel, the Administration of the flag State may
permit  the  general  use  of  oil  fuel  having  a  flashpoint  of  less  than  60  °C  but  not  less  than
43  °C.

The  flashpoint  of  oils  shall  be  determined  by  an  approved  closed  cup  method.

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NEW  CLASS  B,  C  AND  D  AND  EXISTING  CLASS  B  SHIPS:

.2 

Oil  fuel  arrangements

In  a  ship  in  which  oil  fuel  is  used,  the  arrangements  for  the  storage,  distribution  and  utilization  of
the oil fuel shall be such as to ensure the safety of the ship and persons on board and shall at least
comply  with  the  following  provisions:

.1.1  As far as practicable parts of the oil fuel system containing heated oil under pressure exceeding
0,18  N/mm2  shall  not  be  placed  in  a  concealed  position  such  that  defects  and  leakage  cannot
readily  be  observed.  The  machinery  spaces  in  way  of  such  parts  of  the  oil  fuel  system  shall  be
adequately illuminated.

.1.2  By heated oil is meant oil the temperature of which after heating is higher than 60 °C or higher

than  the  current  flashpoint  of  the  oil,  if  this  is  lower  than  60  °C.

.2  The  ventilation  of  machinery  spaces  shall  be  sufficient  under  all  normal  conditions  to  prevent

accumulation  of  oil  vapour.

.3  As  far  as  practicable,  oil  fuel  tanks  shall  be  part  of  the  ship’s  structure  and  shall  be  located
outside machinery spaces. Where oil fuel tanks, other than double bottom tanks, are necessarily
located  adjacent  to  or  within  machinery  spaces,  at  least  one  of  their  vertical  sides  shall  be
contiguous  to  the  machinery  space  boundaries,  and  shall  preferably  have  a  common  boundary
with the double bottom tanks, and the area of the tank boundary common with the machinery
spaces  shall  be  kept  to  a  minimum.  Where  such  tanks  are  situated  within  the  boundaries  of
machinery spaces they shall not contain oil fuel having a flashpoint of less than 60 °C. The use
of  free-standing  oil  fuel  tanks  shall  be  avoided  and  shall  be  prohibited  in  machinery  spaces.

.4  No oil fuel tank shall be situated where spillage or leakage therefrom can constitute a hazard by
falling  on  heated  surfaces.  Precautions  shall  be  taken  to  prevent  any  oil  that  may  escape  under
pressure  from  any  pump,  filter  or  heater  from  coming  into  contact  with  heated  surfaces.

.5  Every  oil  fuel  pipe,  which,  if  damaged,  would  allow  oil  to  escape  from  a  storage,  settling  or
daily service tank situated above the double bottom, shall be fitted with a cock or valve directly
on  the  tank  capable  of  being  closed  from  a  safe  position  outside  the  space  concerned  in  the
event  of  a  fire  occurring  in  the  space  in  which  such  tanks  are  situated.  In  the  special  case  of
deep  tanks  situated  in  any  shaft  or  pipe  tunnel  or  similar  space,  valves  on  the  tank  shall  be
fitted  but  control  in  the  event  of  fire  may  be  effected  by  means  of  an  additional  valve  on  the
pipe or pipes outside the tunnel or similar space. If such additional valve is fitted in machinery
space  it  shall  be  operated  from  a  position  outside  this  space.

.6  Safe  and  efficient  means  of  ascertaining  the  amount  of  oil  fuel  contained  in  any  oil  fuel  tank

shall  be  provided.

NEW  CLASS  B,  C  AND  D  SHIPS:

.1  Sounding pipes shall not terminate in any space where the risk of ignition of spillage from
the  sounding  pipe  might  arise.  In  particular,  they  shall  not  terminate  in  passenger  or  crew
spaces. As a general rule, sounding pipes shall not terminate in machinery spaces. However,
where  the  Administration  of  the  flag  State  considers  that  these  latter  requirements  are
impracticable,  it  may  permit  termination  of  sounding  pipes  in  machinery  spaces  on
condition  that  all  the  following  requirements  are  met:

.1.1  in  addition,  an  oil-level  gauge  is  provided  meeting  the  requirements  of  sub-paragraph

.2.6.2;

.1.2  the  sounding  pipes  terminate  in  locations  remote  from  ignition  hazards  unless  precautions
are  taken,  such  as  the  fitting  of  effective  screens,  to  prevent  the  oil  fuel  in  the  case  of
spillage  through  the  terminations  of  the  sounding  pipes  from  coming  into  contact  with  a
source  of  ignition;

.1.3  the  termination  of  sounding  pipes  are  fitted  with  self-closing  blanking  devices  and  with  a
small-diameter  self-closing  control  cock  located  below  the  blanking  device  for  the  purpose
of  ascertaining  before  the  blanking  device  is  opened  that  oil  fuel  is  not  present.  Provision
shall be made as to ensure that any spillage of oil fuel through the control cock involves no
ignition hazard.

15.5.98

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L  144/71

NEW  CLASS  B,  C  AND  D  AND  EXISTING  CLASS  B  SHIPS:

.2  Other  means  of  ascertaining  the  amount  of  oil  fuel  contained  in  any  oil  fuel  tank  may  be
permitted if such means, like the means provided in sub-paragraph .2.6.1.1, do not require
penetration below the top of the tank, and providing their failure or overfilling of the tanks
will  not  permit  release  of  fuel.

.3  Means  prescribed  in  sub-paragraph  .2.6.2  shall  be  maintained  in  the  proper  condition  to

ensure  their  continued  accurate  functioning  in  service.

.7  Provisions  shall  be  made  to  prevent  overpressure  in  any  oil  tank  or  in  any  part  of  the  oil  fuel
system, including the filling pipes. Any relief valves and air of overflow pipes shall discharge to
a  position  where  there  is  no  risk  of  fire  or  explosion  from  the  emergence  of  oils  and  vapour.

.8  Oil  fuel  pipes  and  their  valves  and  fittings  shall  be  of  steel  or  other  approved  material,  except
that  restricted  use  of  flexible  pipes  may  be  permitted.  Such  flexible  pipes  and  end  attachments
shall  be  of  approved  fire-resisting  materials  of  adequate  strength.

NEW  CLASS  B,  C  AND  D  SHIPS:

.9  All  external  high  pressure  fuel  delivery  lines  between  the  high  pressure  fuel  pumps  and  fuel
injectors shall be protected with a jacketed piping system capable of containing fuel from a high
pressure  line  failure.  A  jacketed  pipe  incorporates  an  outer  pipe  into  which  the  high  pressure
fuel  pipe  is  placed  forming  a  permanent  assembly.  The  jacketed  piping  system  shall  include  a
means for collection of leakages and arrangements shall be provided for an alarm to be given of
a  fuel  line  failure.

.10  All surfaces with temperatures above 220 °C which may be impinged as a result of a fuel system

failure  shall  be  properly  insulated.

.11  Oil fuel lines shall be screened or otherwise suitably protected to avoid as far as practicable oil
spray or oil leakages onto hot surfaces, into machinery air intakes, or other sources of ignition.
The  number  of  joints  in  such  piping  systems  shall  be  kept  to  a  minimum.

.12  EXISTING CLASS B SHIPS shall comply with the requirements of paragraphs .2.9 to .2.11 not
later than 1 July 2003, except that a suitable enclosure of engines having an output of 375 kW
or less having fuel injection pumps serving more than one injector may be used as an alternative
to  the  jacketed  piping  system  in  paragraph  .2.9.

NEW  CLASS  B,  C  AND  D  AND  EXISTING  CLASS  B  SHIPS:

.3 

Lubricating  oil  arrangements

The  arrangements  for  the  storage,  distribution  and  utilization  of  oil  used  in  pressure  lubrication
systems  shall  be  such  as  to  ensure  the  safety  of  the  ship  and  persons  on  board,  and  such
arrangements  in  machinery  spaces  shall  at  least  comply  with  the  provisions  of  subparagraphs  .2.1,
.2.4,  .2.5,  .2.6,  .2.7,  .2.8,  .2.10  and  .2.11,  except  that:

.1  this  does  not  preclude  the  use  of  sight-flow  glasses  in  lubricating  systems  provided  that  they  are
shown by test to have a suitable degree of fire resistance. If sight-flow glasses are used, the pipe
shall  be  provided  with  valves  in  both  ends.  The  valve  at  the  lower  end  of  the  pipe  shall  be  of  a
self-closing type.

.2  sounding  pipes  may  be  authorized  in  machinery  spaces;  the  requirements  of  subparagraphs
.2.6.1.1  and  .2.6.1.3  need  not  be  applied  on  condition  that  the  sounding  pipes  are  fitted  with
appropriate  means  of  closure.

.4 

Arrangements  for  other  flammable  oils

The  arrangements  for  the  storage,  distribution  and  utilization  of  other  flammable  oils  employed
under  pressure  in  power  transmission  systems,  control  and  activating  systems  and  heating  systems
shall be such as to ensure the safety of the ship and persons on board. In locations where means of
ignition  are  present,  such  arrangements  shall  at  least  comply  with  the  provisions  of  sub-paragraphs
.2.4,  .2.6,  .2.10  and  .2.11  and  with  the  provisions  of  sub-paragraphs  .2.7  and  .2.8  in  respect  of
strength  and  construction.

L  144/72

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Official  Journal  of  the  European  Communities

15.5.98

.5 

Periodically  unattended  machinery  spaces

In  addition  to  the  requirements  of  provisions  .1  to  .4,  the  oil  fuel  and  lubricating  oil  systems  shall
comply  with  the  following:

.1  Where  daily  service  oil  fuel  tanks  are  filled  automatically,  or  by  remote  control,  means  shall  be
provided  to  prevent  overflow  spillages.  Other  equipment  which  treats  flammable  liquids
automatically,  e.g.  oil  fuel  purifiers,  which,  whenever  practicable,  shall  be  installed  in  a  special
space  reserved  for  purifiers  and  their  heaters,  shall  have  arrangements  to  prevent  overflow
spillages.

.2  Where  daily  service  oil  fuel  tanks  or  settling  tanks  are  fitted  with  heating  arrangements,  a  high

temperature  alarm  shall  be  provided  if  the  flashpoint  of  the  oil  fuel  can  be  exceeded.

.6 

Prohibition  of  carriage  of  flammable  oils  in  forepeak  tanks

Fuel  oil,  lubrication  oil  and  other  flammable  oils  shall  not  be  carried  in  forepeak  tanks.

11 

Fireman’s  outfit  (R  17)

NEW  CLASS  A,  B,  C  AND  D  AND  EXISTING  CLASS  B  SHIPS:

.1 

A  fireman’s  outfit  shall  consist  of:

.1.1  Personal  equipment  comprising:

.1  Protective clothing of material to protect the skin from the heat radiating from the fire and

from  burns  and  scalding  by  steam.  The  outer  surface  shall  be  water-resistant.

.2  Boots  and  gloves  of  rubber  or  other  electrically  non-conducting  material.

.3  A  rigid  helmet  providing  effective  protection  against  impact.

.4  An electric safety lamp (hand lantern) of an approved type with a minimum burning period

of  three  hours.

.5  A  fireman’s  axe.

.1.2  A  breathing 

an 

apparatus  of 

self-contained
compressed-air-operated  breathing  apparatus  (SCBA),  the  volume  of  air  contained  in  the
cylinders  of  which  shall  be  at  least  1 200  litres,  or  other  self-contained  breathing  apparatus
which shall be capable of functioning for at least 30 minutes. Each SCBA shall be provided with
fully  charged  spare  cylinders  having  a  spare  storage  capacity  of  at  least  2 400  litres  of  free  air
except  that:

consisting  of 

approved 

type 

a 

(i)  If  the  ship  is  carrying  five  or  more  SCBA,  the  total  space  storage  capacity  of  free  air  need

not  to  exceed  9 600  litres;  or

(ii) If  the  ship  is  equipped  with  means  for  recharging  the  air  cylinders  with  full  pressure  with
air, free from contamination, the spare storage capacity of the fully charged spare cylinders
of each SCBA shall be at least 1 200 litres of free air, and the total spare storage capacity of
free  air  provided  in  the  ship  shall  not  be  required  to  exceed  4 800  litres  of  free  air.

All  air  cylinders  for  SCBA’s  shall  be  interchangeable.

NEW  CLASS  B,  C  AND  D  AND  EXISTING  CLASS  B  SHIPS:

.2 

.3 

For  each  breathing  apparatus  a  fireproof  lifeline  of  sufficient  length  and  strength  shall  be  provided
capable  of  being  attached  by  means  of  a  snaphook  to  the  harness  of  the  apparatus  or  to  a  separate
belt  in  order  to  prevent  the  breathing  apparatus  becoming  detached  when  the  lifeline  is  operated.

All new Class B, C and D ships of 24 metres in length and above and all existing Class B ships shall
carry  at  least  two  fireman’s  outfits.

.1  In ships of 60 metres in length and above, in addition there shall be provided, if the aggregate of
the  lengths  of  all  passenger  spaces  and  service  spaces  on  the  deck  which  carries  such  spaces  is
more than 80 metres, or, if there is more than one such deck, on the deck which has the largest
aggregate of such lengths, two fireman’s outfits and two sets of personal equipments for every 80
metres,  or  part  thereof,  of  such  aggregate  of  lengths.

15.5.98

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L  144/73

In ships carrying more than 36 passengers, two additional fireman’s outfits shall be provided for
each main vertical zone, except for stairway enclosures which constitute individual main vertical
zones and for main vertical zones of limited length in the fore and aft end of a ship which do not
include  accommodation  spaces  and  contain  only  various  stores,  control  stations,  spaces  of
category  (10),  sanitary  spaces  or  other  spaces  where  a  fire  is  unlikely  to  originate.

.2  In  ships  of  40  metres  in  length  and  above  but  less  than  60  metres  two  fireman’s  outfits  have  to

be  provided.

In ships of 24 metres in length and above but less than 40 metres, also two fireman’s outfits have
to  be  provided,  but  with  only  one  spare  aircharge  for  self-contained  breathing  apparatus.

In new Class B, C and D ships of less than 24 metres length one fireman’s outfit and one fireman’s
personal  equipment  has  to  be  provided.

.4 

The  fireman’s  outfits  or  sets  of  personal  equipment  shall  be  so  stored  as  to  be  easily  accessible  and
ready for use and, where more than one fireman’s outfit or more than one set of personal equipment
is carried, they shall be stored in widely separated positions. At least one fireman’s outfit and one set
of  personal  equipment  shall  be  available  at  any  one  such  position.

12  Miscellaneous  items  (R  18)

NEW  CLASS  B,  C  AND  D  AND  EXISTING  CLASS  B  SHIPS:

.1 

.2 

.3 

.4 

.5 

.6 

.7 

.8 

Where class ‘A’ divisions are penetrated for the passage of electric cables, pipes, trunks, ducts etc., or
for  girders,  beams  or  other  structural  members,  arrangements  shall  be  made  to  ensure  that  the  fire
resistance  is  not  impaired  in  so  far  as  is  reasonable  and  practicable.

Where class ‘B’ divisions are penetrated for the passage of electric cables, pipes, trunks, ducts etc., or
for  the  fitting  of  ventilation  terminals,  lighting  fixtures  and  similar  devices,  arrangements  shall  be
made  to  ensure  that  the  fire  resistance  is  not  impaired  in  so  far  as  is  reasonable  and  practicable.

Pipes  penetrating  ‘A’  or  ‘B’  class  divisions  shall  be  of  approved  materials  having  regard  to  the
temperature  such  divisions  are  required  to  withstand.

In  accommodation  spaces,  service  spaces  or  control  stations,  pipes  intended  to  convey  oil  or  other
flammable  liquids  shall  be  of  a  suitable  material  and  construction  having  regard  to  the  fire  risk.

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

Electric  radiators,  if  used,  shall  be  fixed  in  position  and  so  constructed  as  to  reduce  fire  risks  to  a
minimum.  No  such  radiators  shall  be  fitted  with  an  element  so  exposed  that  clothing,  curtains,  or
other  similar  materials  can  be  scorched  or  set  on  fire  by  heat  from  the  element.

All waste receptacles shall be constructed of non-combustible materials with no openings in the sides
or  bottom.

In spaces where penetration of oil products is possible, the surface of insulation shall be impervious
to  oil  or  oil  vapours.

NEW  CLASS  A,  B,  C  AND  D  SHIPS:  In  spaces  in  which  there  is  a  risk  of  oils  splashing  or  oil
vapour,  e.g.  in  machinery  spaces  of  category  A,  the  surface  of  the  insulation  material  shall  be
impermeable  by  oil  and  oil  vapour.  Where  there  is  covering  by  unperforated  steel  plate  or  other
non-combustible materials (not aluminium) which is the ultimate physical surface, this covering may
be  joined  by  seaming,  rivetting,  etc.

.9 

Paint  lockers  and  flammable  liquid  lockers  shall  be  protected  by  an  approved  fire  extinguishing
arrangement,  enabling  the  crew  to  extinguish  a  fire  without  entering  the  space.

L  144/74

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Official  Journal  of  the  European  Communities

15.5.98

NEW  CLASS  A,  B,  C  AND  D  AND  EXISTING  CLASS  B  SHIPS:

.10  Deep-fat  friers,  boiling  and  roasting  apparatus:

When  deep-fat  friers,  boiling  and  roasting  apparatus  are  installed  and  used  in  spaces  outside  the
main galley, the Administration of the flag State shall impose additional safety measures with regard
to  the  specific  fire  hazards  associated  with  the  use  of  this  type  of  equipment.

NEW  CLASS  A,  B,  C  AND  D  SHIPS:

.11  Heat  bridges:

In  the  implementation  of  fireproofing  measures,  steps  shall  be  undertaken  by  the  Administration  of
the  flag  State  to  prevent  heat  transfer  through  heat  bridges,  e.g.  between  decks  and  bulkheads.

NEW  CLASS  A,  B,  C  AND  D  AND  EXISTING  CLASS  B  SHIPS:

.12 

Pressurized  gas  containers:

All  portable  containers  for  gases  which  are  compressed,  liquified  or  broken  down  under  pressure,
which  may  feed  a  possible  fire,  shall  immediately  after  use  be  put  in  a  suitable  place  above  the
bulkhead  deck,  from  which  there  is  direct  access  to  open  deck.

13 

Fire  control  plans  and  fire  drills  (R  20)

NEW  CLASS  B,  C  AND  D  AND  EXISTING  CLASS  B  SHIPS:

.1 

In  all  ships  general  arrangement  plans  shall  be  permanently  exhibited  for  the  guidance  of  the  ship’s
officers,  showing  clearly  for  each  deck  the  control  stations,  the  various  fire  sections  enclosed  by  ‘A’
class  divisions,  the  sections  enclosed  by  ‘B’  class  divisions  together  with  particulars  of  the  fire
detection  and  fire  alarm  systems,  the  sprinkler  installation,  the  fire-extinguishing  appliances,  means
of  access  to  different  compartments,  decks,  etc.  and  the  ventilating  system  including  particulars  of
the fan control positions, the position of dampers and identification numbers of the ventilating fans
serving each section. Alternatively the aforementioned details may be set out in a booklet, a copy of
which  shall  be  supplied  to  each  officer,  and  one  copy  shall  at  all  times  be  available  on  board  in  an
accessible  position.  Plans  and  booklets  shall  be  kept  up  to  date,  any  alterations  being  recorded
thereon  as  soon  as  practicable.  Description  in  such  plans  and  booklets  shall  be  in  the  official
language  of  the  flag  State.  If  the  language  is  neither  English  nor  French,  a  translation  into  one  of
these  languages  shall  be  included.  In  the  case  the  ship  is  engaged  on  domestic  voyages  in  another
Member  State,  a  translation  into  the  official  language  of  that  host  State,  if  this  language  is  neither
English  nor  French,  shall  be  included.

In  addition,  instructions  concerning  the  maintenance  and  operation  of  all  the  equipment  and
installations on board for the fighting and containment of fire shall be kept under one cover, readily
available  in  an  accessible  position.

.2 

In  all  ships  a  duplicate  set  of  fire  control  plans  or  a  booklet  containing  such  plans  shall  be
permanently  stored  in  a  prominently  marked  weathertight  enclosure  outside  the  deckhouse  for  the
assistance  of  shoreside  fire-fighting  personnel.

.3 

Fire  drills  shall  be  conducted  in  accordance  with  the  provisions  of  Solas  regulation  III/18.

14 

Ready  availability  of  fire-extinguishing  appliances  (R  21)

NEW  CLASS  B,  C  AND  D  AND  EXISTING  CLASS  B  SHIPS:

Fire-extinguishing  appliances  shall  be  kept  in  good  order  and  be  available  for  immediate  use  at  all  times.

15.5.98

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Official  Journal  of  the  European  Communities

L  144/75

PART  B

FIRE  SAFETY  MEASURES

1 

Structure  (R  23)

NEW  CLASS  B,  C  AND  D  EXISTING  CLASS  B  SHIPS:

.1 

The hull, superstructures, structural bulkheads, decks and deckhouses shall be constructed of steel or
other  equivalent  material.  For  the  purpose  of  applying  the  definition  of  steel  or  other  equivalent
material  as  given  in  regulation  II-2/A/2.7,  the  ‘applicable  fire  exposure’  shall  be  according  to  the
integrity  and  insulation  standards  given  in  the  tables  of  regulations  4  and  5.  For  example,  where
divisions such as decks or sides and ends of deckhouses are permitted to have ‘B-0’ fire integrity, the
‘applicable  fire  exposure’  shall  be  half  an  hour.

.2 

However,  in  cases  where  any  part  of  the  structure  is  of  aluminium  alloy,  the  following  shall
apply:

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

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

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

.2  that for such members required to support ‘B’ class divisions, the temperature rise limitation

specified  in  paragraph  .2.1  shall  apply  at  the  end  of  half  an  hour.

.3  Crowns  and  casings  of  machinery  spaces  shall  be  of  steel  construction  adequately  insulated  and
openings  therein,  if  any,  shall  be  suitably  arranged  and  protected  to  prevent  the  spread  of  fire.

2 

Main  vertical  zones  and  horizontal  zones  (R  24)

NEW  CLASS  B,  C  AND  D  SHIPS:

.1.1 

In  ships  carrying  more  than  36  passengers,  the  hull,  superstructure  and  deckhouses  shall  be
subdivided  into  main  vertical  zones  by  A-60  class  divisions.

Steps and recesses shall be kept to a minimum but where they are necessary, they shall also be A-60
class divisions.

Where an open deck space, a sanitary or similar space or a tank including a fuel oil tank, void space
or auxiliary machinery space having little or no fire risk, is on one side of the division the standard
may  be  reduced  to  A-0.

NEW  CLASS  B,  C  AND  D  AND  EXISTING  CLASS  B  SHIPS:

.1.2 

For new Class B, C and D ships carrying not more than 36 passengers and for existing Class B ships
carrying more than 36 passengers, the hull, superstructure and deckhouses in way of accommodation
and service spaces shall be subdivided into main vertical zones by ‘A’ class divisions. These divisions
shall  have  insulation  values  in  accordance  with  tables  in  regulation  5.

NEW  CLASS  B,  C  AND  D  SHIPS:

.2 

As  far  as  practicable,  the  bulkheads  forming  the  boundaries  of  the  main  vertical  zones  above  the
bulkhead deck shall be in line with watertight subdivision bulkheads situated immediately below the

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bulkhead deck. The length and width of main vertical zones may be extended to a maximum of 48
metres  in  order  to  bring  the  ends  of  main  vertical  zones  to  coincide  with  subdivision  watertight
bulkheads  or  in  order  to  accommodate  a  large  public  space  extending  for  the  whole  length  of  the
main vertical zone provided that the total area of the main vertical zone is not greater than 1 600 m2
on  any  deck.  The  length  or  width  of  a  main  vertical  zone  is  the  maximum  distance  between  the
furthermost  points  of  the  bulkheads  bounding  it.

NEW  CLASS  B,  C  AND  D  SHIPS  AND  EXISTING  CLASS  B  SHIPS  CARRYING  MORE  THAN  36
PASSENGERS:

.3 

Such  bulkheads  shall  extend  from  deck  to  deck  and  to  the  shell  or  other  boundaries.

.4 

Where  a  main  vertical  zone  is  subdivided  by  horizontal  ‘A’  class  divisions  into  horizontal  zones  for
the  purpose  of  providing  an  appropriate  barrier  between  sprinklered  and  non-sprinklered  zones  of
the ship, the divisions shall extend between adjacent main vertical zone bulkheads and to the shell or
exterior  boundaries  of  the  ship  and  shall  be  insulated  in  accordance  with  the  fire  insulation  and
integrity values given in table 4.2 for new ships carrying more than 36 passengers, and table 5.2 for
new  ships  carrying  not  more  than  36  passengers  and  existing  class  B  ships  carrying  more  than  36
passengers.

.5 

.1  On  ships  designed  for  special  purposes,  such  as  automobile  or  railroad  car  ferries  where  the
provision  of  main  vertical  zone  bulkheads  would  defeat  the  purpose  for  which  the  ship  is
intended,  equivalent  protection  shall  be  obtained  by  dividing  space  in  horizontal  zones.

.2  However, in a ship with special category spaces, any such space shall comply with the applicable
provisions  of  regulation  II-2/B/14  and  in  so  far  as  such  compliance  would  be  inconsistent  with
compliance  with  other  requirements  of  this  part,  the  requirements  of  regulation  II-2/B/14  shall
prevail.

3. 

Bulkheads  within  a  main  vertical  zone  (R  25)

NEW  CLASS  B,  C  AND  D  SHIPS  CARRYING  MORE  THAN  36  PASSENGERS:

.1.1 

For new ships carrying more than 36 passengers all bulkheads which are not required to be ‘A’ class
divisions shall be at least ‘B’ class or ‘C’ class divisions as prescribed in the tables in regulation 4. All
such  divisions  may  be  faced  with  combustible  materials  in  accordance  with  the  provisions  of
regulation 11.

NEW  CLASS  B,  C  AND  D  SHIPS  CARRYING  NOT  MORE  THAN  36  PASSENGERS  AND  EXISTING
CLASS  B  SHIPS  CARRYING  MORE  THAN  36  PASSENGERS:

.1.2 

For new ships carrying not more than 36 passengers and existing class B ships carrying more than 36
passengers all bulkheads within accommodation and service spaces which are not required to be ‘A’
class  divisions  shall  be  at  least  ‘B’  class  or  ‘C’  class  divisions  as  prescribed  in  the  tables  in
regulation 5.

All  such  divisions  may  be  faced  with  combustible  materials  in  accordance  with  the  provisions  of
regulation 11.

NEW  CLASS  B,  C  AND  D  AND  EXISTING  CLASS  B  SHIPS:

.2 

In  new  Class  B,  C  and  D  ships  carrying  not  more  than  36  passengers  and  in  existing  Class  B  ships
carrying more than 36 passengers all corridor bulkheads where not required to be ‘A’ class shall ‘B’
class  divisions  which  shall  extend  from  deck  to  deck  except:

.1  when continuous ‘B’ class ceilings or linings are fitted on both sides of the bulkhead, the portion
of  the  bulkhead  behind  the  continuous  ceiling  or  lining  shall  be  of  material  which,  in  thickness
and  composition,  is  acceptable  in  the  construction  of  ‘B’  class  divisions  but  which  shall  be
required  to  meet  ‘B’  class  integrity  standards  only  in  so  far  as  is  reasonable  and  practicable.

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.2  in the case of a ship protected by an automatic sprinkler system complying with the provisions of
regulation II-2/A/8, the corridor bulkheads of ‘B’ class materials may terminate at a ceiling in the
corridor provided such ceiling is of material which, in thickness and composition, is acceptable in
the construction of ‘B’ class divisions. Notwithstanding the requirements of regulations 4 and 5,
such  bulkheads  and  ceilings  shall  be  required  to  meet  ‘B’  class  integrity  standards  only  in  so  far
as  is  reasonable  and  practicable.  All  doors  and  frames  in  such  bulkheads  shall  be  of
noncombustible  materials  and  shall  be  so  constructed  and  erected  as  to  provide  substantial  fire
resistance.

.3  All  bulkheads  required  to  be  ‘B’  class  divisions  except  corridor  bulkheads  prescribed  in  paragraph  .2,
shall  extend  from  deck  to  deck  and  to  the  shell  or  other  boundaries  unless  the  continuous  ‘B’  class
ceilings  or  linings  fitted  on  both  sides  of  the  bulkheads  are  at  least  of  the  same  fire  resistance  as  the
bulkhead,  in  which  case  the  bulkhead  may  terminate  at  the  continuous  ceiling  or  lining.

4 

Fire  integrity  of  bulkheads  and  decks  in  new  ships  carrying  more  than  36  passengers  (R  26)

NEW  CLASS  B,  C  AND  D  SHIPS:

.1 

In  addition  to  complying  with  the  specific  provisions  for  fire  integrity  of  bulkheads  and  decks
mentioned  elsewhere  in  this  part,  the  minimum  fire  integrity  of  all  bulkheads  and  decks  shall  be  as
prescribed  in  tables  4.1  and  4.2.

.2 

The  following  requirements  shall  govern  the  application  of  the  tables:

.1  Table  4.1  shall  apply  to  bulkheads  not  bounding  either  main  vertical  zones  or  bounding

horizontal  zones.

Table 4.2 shall apply to decks not forming steps in main vertical zones nor bounding horizontal
zones.

.2  For  determining  the  appropriate  fire  integrity  standards  to  be  applied  to  boundaries  between
adjacent spaces, such spaces are classified according to their fire risk as shown in categories (1) to
(14)  below.  Where  the  contents  and  use  of  a  space  are  such  that  there  is  a  doubt  as  to  its
classification for the purpose of this regulation, it shall be treated as a space within the relevant
category having the most stringent boundary requirements. The title of each category is intended
to be typical rather than restrictive. The number in parentheses preceding each category refers to
the  applicable  column  or  row  in  the  tables.

(1)  Control  stations:

—  spaces  containing  emergency  sources  of  power  and  lighting,

—  wheelhouse  and  chartroom,

—  spaces  containing  the  ships’s  radio  equipment,

—  fire-extinguishing  rooms,  fire  control  rooms  and  fire-recording  stations,

—  control  room  for  propulsion  machinery  when  located  outside  the  propulsion  machinery

space,

—  spaces  containing  centralized  fire  alarm  equipment,

—  spaces  containing  centralized  emergency  public  address  system  stations  and  equipment.

(2)  Stairways:

—  interior  stairways,  lifts  and  escalators  (other  than  those  wholly  contained  within  the

machinery  spaces)  for  passengers  and  crew  and  enclosures  thereto,

—  in this connection a stairway which is enclosed at only one level shall be regarded as part

of  the  space  from  which  it  is  not  separated  by  a  fire  door.

(3)  Corridors:

—  passenger  and  crew  corridors.

(4)  Evacuation  stations  and  external  escape  routes:

—  survival  craft  stowage  area,

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—  open  deck  spaces  and  enclosed  promenades  forming  lifeboat  and  liferaft  embarkation

and  lowering  stations,

—  muster  stations,  internal  and  external,

—  external  stairs  and  open  decks  used  for  escape  routes,

—  the  ship’s  side  to  the  waterline  in  the  lightest  seagoing  condition,  superstructure  and
deckhouse  sides  situated  below  and  adjacent  to  the  liferaft’s  and  evacuation  slide’s
embarkation areas.

(5)  Open  deck  spaces:

—  open deck spaces and enclosed promenades clear of lifeboat and liferaft embarkation and

lowering  stations,

—  air  spaces  (the  space  outside  superstructures  and  deckhouses).

(6)  Accommodation  spaces  of  minor  fire  risk:

—  cabins  containing  furniture  and  furnishings  of  restricted  fire  risk,

—  offices  and  dispensaries  containing  furniture  and  furnishings  of  restricted  fire  risk,

—  public  spaces  containing  furniture  and  furnishings  of  restricted  fire  risk  and  having  a

deck  area  of  less  than  50  m2.

(7)  Accommodation  spaces  of  moderate  fire  risk:

—  spaces  as  in  category  (6)  above  but  containing  furniture  and  furnishings  of  other  than

restricted  fire  risk,

—  public  spaces  containing  furniture  and  furnishings  of  restricted  fire  risk  and  having  a

deck  area  of  50  m2  or  more,

—  isolated lockers and small store-rooms in accommodation spaces having areas less than 4

m2  (in  which  flammable  liquids  are  not  stowed),

—  sale  shops,

—  motion  picture  projection  and  film  stowage  rooms,

—  diet  kitchens  (containing  no  open  flame),

—  cleaning  gear  lockers  (in  which  flammable  liquids  are  not  stowed),

—  laboratories  (in  which  flammable  liquids  are  not  stowed),

—  pharmacies,

—  small  drying  rooms  (having  a  deck  area  of  4  m2  or  less),

—  specie  rooms,

—  operating  rooms.

(8)  Accommodation  spaces  of  greater  fire  risk:

—  public  spaces  containing  furniture  and  furnishings  of  other  than  restricted  fire  risk  and

having  a  deck  area  of  50  m2  or  more,

—  barber  shops  and  beauty  parlours.

(9)  Sanitary  and  similar  spaces:

—  communal  sanitary  facilities,  shower,  baths,  water  closets,  etc.,

—  small  laundry  rooms,

—  indoor  swimming  pool  area,

—  isolated  pantries  containing  no  cooking  appliances  in  accommodation  spaces,

—  private  sanitary  facilities  shall  be  considered  a  portion  of  the  space  in  which  they  are

located.

(10) Tanks,  voids  and  auxiliary  machinery  spaces  having  little  or  no  fire  risk:

—  water  tanks  forming  part  of  the  ship’s  structure,

—  voids  and  cofferdams,

—  auxiliary  machinery  spaces  which  do  not  contain  machinery  having  a  pressure

lubrication  system  and  where  storage  of  combustibles  is  prohibited,  such  as:

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—  ventilation and air-conditioning rooms; windlass room; steering gear room; stabilizer
equipment  room;  electrical  propulsion  motor  room;  rooms  containing  section
switchboards  and  purely  electrical  equipment  other  than  oil-filled  electrical
transformers  (above  10  kVA);  shaft  alleys  and  pipe  tunnels;  spaces  for  pumps  and
refrigeration  machinery  (not  handling  or  using  flammable  liquids),

—  closed  trunks  serving  the  spaces  listed  above,

—  other  closed  trunks  such  as  pipe  and  cable  trunks.

(11) Auxiliary  machinery  spaces,  cargo  spaces,  cargo  and  other  oil  tanks  and  other  similar

spaces  of  moderate  fire  risk:

—  cargo  oil  tanks,

—  cargo  holds,  trunkways  and  hatchways,

—  refrigerated chambers,

—  oil  fuel  tanks  (where  installed  in  a  separate  space  with  no  machinery),

—  shaft  alleys  and  pipe  tunnels  allowing  storage  of  combustibles,

—  auxiliary  machinery  spaces  as  in  category  (10)  which  contain  machinery  having  a

pressure  lubrication  system  or  where  storage  of  combustibles  is  permitted,

—  oil  fuel  filling  stations,

—  spaces  containing  oil-filled  electrical  transformers  (above  10  kVA),

—  spaces containing small internal combustion engines of power output up to 110 kW

driving  generators,  sprinkler,  drencher  or  fire  pumps,  bilge  pumps,  etc.,

—  closed  trunks  serving  the  spaces  listed  above.

(12) Machinery  spaces  and  main  galleys:

—  main propulsion machinery rooms (other than electric propulsion motor rooms) and

boiler  rooms,

—  auxiliary  machinery  spaces  other  than  those  in  categories  (10)  and  (11)  which
contain  internal  combustion  machinery  or  other  oil-burning,  heating  or  pumping
units,

—  main  galleys  and  annexes,

—  trunks  and  casings  to  the  spaces  listed  above.

(13) Stores-rooms,  workshops,  pantries,  etc.:

—  main  pantries  not  annexed  to  galleys,

—  main  laundry,

—  large  drying  rooms  (having  a  deck  area  of  more  than  4m2),

—  miscellaneous  stores,

—  mail  and  baggage  rooms,

—  garbage rooms,

—  workshops  (not  part  of  machinery  spaces,  galleys,  etc.),

—  lockers and store-rooms having areas greater than 4 m2, other than those spaces that

have  provisions  for  the  storage  of  flammable  liquids.

(14) Other  spaces  in  which  flammable  liquids  are  stowed:

—  lamp  rooms,

—  paint  rooms,

—  store-rooms  containing  flammable  liquids  (including  dyes,  medicines,  etc.),

—  laboratories  (in  which  flammable  liquids  are  stowed).

.3  Where  a  single  value  is  shown  for  the  fire  integrity  of  a  boundary  between  two  spaces,  that

value  shall  apply  in  all  cases.

.4  There  are  no  special  requirements  for  material  or  integrity  of  boundaries  where  only  a  dash

appears  in  the  tables.

.5  The Administration of the Flag State shall determine in respect of category (5) spaces whether
the  insulation  values  in  table  4.1  shall  apply  to  ends  of  deckhouses  and  superstructures,  and
whether  the  insulation  values  in  table  4.2  shall  apply  to  weather  decks.  In  no  case  shall  the
requirements  of  category  (5)  of  table  4.1  or  4.2  necessitate  enclosure  of  spaces  which  in  the
opinion  of  the  Administration  of  the  Flag  State  need  not  be  enclosed.

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.3 

.4 

Continuous  ‘B’-class  ceiling  or  linings,  in  association  with  the  relevant  decks  or  bulkheads,  may  be
accepted  as  contributing  wholly  or  in  part,  to  the  required  insulation  and  integrity  of  a  division.

In approving structural fire protection details the Administration of the Flag State shall have regard
to  the  risk  of  heat  transmission  at  intersections  and  terminal  points  of  required  thermal  barriers.

Notes  to  be  applied  to  tables  4.1  and  4.2

(a)  Where  adjacent  spaces  are  in  the  same  numerical  category  and  superscript (a)  appears,  a  bulkhead  or
deck  between  such  spaces  need  not  be  fitted  if  deemed  unnecessary  by  the  Administration  of  the  Flag
State. For example, in category (12) a bulkhead need not be required between a galley and its annexed
pantries  provided  the  pantry  bulkhead  and  decks  maintain  the  integrity  of  the  galley  boundaries.  A
bulkhead is, however, required between a galley and a machinery space even though both spaces are in
category  (12).

(b) The  ship’s  side,  to  the  waterline  in  the  lightest  seagoing  condition,  superstructure  and  deckhouse  sides

situated  below  and  adjacent  to  the  liferafts  and  evacuation  slides  may  be  reduced  to  A-30.

(c)  Where  public  toilets  are  installed  completely  within  the  stairway  enclosure,  the  public  toilet  bulkhead

within  the  stairway  enclosure  can  be  of  ‘B’  class  integrity.

Bulkheads  not  bounding  either  main  vertical  zones  or  horizontal  zones

Table 4.1

Spaces

(1)

(2)

(3)

(4)

(5)

(6)

(7)

(8)

(9)

(10)

(11)

(12)

(13)

(14)

Control  stations

(1)

B-0a A-0

A-0

A-0

A-0

A-60 A-60 A-60 A-0

A-0

A-60 A-60 A-60 A-60

Stairways

Corridors

Evacuation  stations  and
external  escape  routes

Open  deck  spaces

Accommodation  spaces
of  minor  fire  risk

Accommodation  spaces
of  moderate  fire  risk

Accommodation  spaces
of  greater  fire  risk

(2)

(3)

(4)

(5)

(6)

(7)

(8)

Sanitary  and  similar  spaces

(9)

Tanks,  voids  and  auxiliary
machinery  spaces  having
little  or  no  fire  risk

(10)

Auxiliary machinery spaces,
cargo  spaces,  cargo  and
other  oil  tanks  and  other
similar  spaces  of  moderate
fire  risk

Machinery  spaces  and  main
galleys

Storerooms,  workshops,
pantries,  etc.

Other  spaces  in  which
flammable  liquids  are
stowed

(11)

(12)

(13)

(14)

A-0a A-0

A-0

A-0

A-0

A-15 A-15 A-0c A-0

A-15 A-30 A-15 A-30

B-15 A-60 A-0

B-15 B-15 B-15 B-15 A-0

A-15 A-30 A-0

A-30

A-0

A-60b A-60b A-60b A-0

A-0

A-60b A-60b A-60b A-60b

—

A-0

A-0

A-0

A-0

A-0

A-0

A-0

A-0

A-0

B-0

B-0

B-0

C

A-0

A-0

A-30 A-0

A-30

B-0

B-0

C

A-0

A-15 A-60 A-15 A-60

B-0

C

C

A-0

A-30 A-60 A-15 A-60

A-0

A-0

A-0

A-0

A-0

A-0a A-0

A-0

A-0

A-0

A-0a A-0

A-0

A-15

A-0a A-0

A-60

A-0a A-0

A-30

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Decks  not  forming  steps  in  main  vertical  zones  nor  bounding  horizontal  zones

Table 4.2

Spaces

(1)

(2)

(3)

(4)

(5)

(6)

(7)

(8)

(9)

(10)

(11)

(12)

(13)

(14)

Control  stations

(1) A-30 A-30 A-15 A-0

A-0

A-0

A-15 A-30 A-0

A-0

A-0

A-60 A-0

A-60

Stairways

Corridors

Evacuation  stations  and
external  escape  routes

(2) A-0

A-0 —

A-0

A-0

A-0

A-0

A-0

A-0

A-0

A-0

A-30 A-0

A-30

(3) A-15 A-0

A-0a A-60 A-0

A-0

A-15 A-15 A-0

A-0

A-0

A-30 A-0

A-30

(4) A-0

A-0

A-0

A-0 —

A-0

A-0

A-0

A-0

A-0

A-0

A-0

A-0

A-0

Open  deck  spaces

(5) A-0

A-0

A-0

A-0 —

A-0

A-0

A-0

A-0

A-0

A-0

A-0

A-0

A-0

Accommodation  spaces  of
minor  fire  risk

Accommodation  spaces  of
moderate  fire  risk

Accommodation  spaces  of
greater  fire  risk

(6) A-60 A-15 A-0

A-60 A-0

A-0

A-0

A-0

A-0

A-0

A-0

A-0

A-0

A-0

(7) A-60 A-15 A-15 A-60 A-0

A-0

A-15 A-15 A-0

A-0

A-0

A-0

A-0

A-0

(8) A-60 A-15 A-15 A-60 A-0

A-15 A-15 A-30 A-0

A-0

A-0

A-0

A-0

A-0

Sanitary  and  similar  space

(9) A-0

A-0

A-0

A-0

A-0

A-0

A-0

A-0

A-0

A-0

A-0

A-0

A-0

A-0

Tanks,  voids  and  auxiliary
machinery  spaces  having
little  or  no  fire  risk

Auxiliary machinery spaces,
cargo  spaces,  cargo  and
other  oil  tanks  and  other
similar  spaces  of  moderate
fire  risk

Machinery  spaces  and  main
galleys

Storerooms,  workshops,
pantries,  etc.

Other  spaces  in  which
flammable  liquids  are
stowed

(10) A-0

A-0

A-0

A-0

A-0

A-0

A-0

A-0

A-0

A-0a A-0

A-0

A-0

A-0

(11) A-60 A-60 A-60 A-60 A-0

A-0

A-15 A-30 A-0

A-0

A-0a A-0

A-0

A-30

(12) A-60 A-60 A-60 A-60 A-0

A-60 A-60 A-60 A-0

A-0

A-30 A-30a A-0

A-60

(13) A-60 A-30 A-15 A-60 A-0

A-15 A-30 A-30 A-0

A-0

A-0

A-0

A-0

A-0

(14) A-60 A-60 A-60 A-60 A-0

A-30 A-60 A-60 A-0

A-0

A-0

A-0

A-0

A-0

5 

Fire  integrity  of  bulkheads  and  decks  in  new  ships  carrying  not  more  than  36  passengers  and
existing  Class  B  ships  carrying  more  than  36  passengers  (R  27)

NEW  CLASS  B,  C  AND  D  SHIPS  CARRYING  NOT  MORE  THAN  36  PASSENGERS  AND  EXISTING
CLASS  B  SHIPS  CARRYING  MORE  THAN  36  PASSENGERS:

.1 

In  addition  to  complying  with  the  specific  provisions  for  fire  integrity  of  bulkheads  and  decks
mentioned  elsewhere  in  this  part,  the  minimum  fire  integrity  of  bulkheads  and  decks  shall  be  as
prescribed  in  table  5.1  and  5.2.

.2 

The  following  requirements  shall  govern  application  of  the  tables:

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.1  Tables  5.1  and  5.2  shall  apply  respectively  to  the  bulkheads  and  decks  separating  adjacent

spaces.

.2  For  determining  the  appropriate  fire  integrity  standards  to  be  applied  to  divisions  between
adjacent spaces, such spaces are classified according to their fire risk as shown in categories (1) to
(11)  below.  The  title  of  each  category  is  intended  to  be  typical  rather  than  restrictive.  The
number  in  parentheses  preceding  each  category  refers  to  the  applicable  column  or  row  in  the
tables.

(1)  Control  stations:

—  spaces  containing  emergency  sources  of  power  and  lighting,

—  wheelhouse  and  chartroom,

—  spaces  containing  the  ship’s  radio  equipment,

—  fire-extinguishing  rooms,  fire  control  rooms  and  fire-recording  stations,

—  control  room  for  propulsion  machinery  when  located  outside  the  propulsion  machinery

space,

—  spaces  containing  centralized  fire  alarm  equipment.

(2)  Corridors:

—  passenger  and  crew  corridors  and  lobbies.

(3)  Accommodation spaces:

—  spaces  as  defined  in  regulation  II-2/A/2.10  excluding  corridors.

(4)  Stairways:

—  interior  stairways,  lifts  and  escalators  (other  than  those  wholly  contained  within  the

machinery  spaces)  and  enclosures  thereto,

—  in  this  connection,  a  stairway  which  is  enclosed  only  at  one  level  shall  be  regarded  as

part  of  the  space  from  which  it  is  not  separated  by  a  fire  door.

(5)  Service  spaces  (low  risk):

—  lockers  and  store-rooms  not  having  provisions  for  the  storage  of  flammable  liquids  and

having  areas  less  than  4  m2  and  drying  rooms  and  laundries.

(6)  Machinery  spaces  of  category  A:

—  spaces  as  defined  in  regulation  II-2/A/19-1.

(7)  Other  machinery  spaces:

—  Spaces  as  defined  in  regulation  II-2/A/19-2  excluding  machinery  spaces  of  category  A.

(8)  Cargo  spaces:

—  All  spaces  used  for  cargo  (including  cargo  oil  tanks)  and  trunkways  and  hatchways  to

such  spaces,  other  than  special  category  spaces.

(9)  Service  spaces  (high  risk):

—  Galleys,  pantries  containing  cooking  appliances,  paint  and  lamp  rooms,  lockers  and
store-rooms  having  areas  of  4  m2  or  more,  spaces  for  the  storage  of  flammable  liquids,
and  workshops  other  than  those  forming  part  of  the  machinery  spaces.

(10) Open  decks:

—  Open  deck  spaces  and  enclosed  promenades  having  no  fire  risk.  Air  spaces  (the  space

outside  superstructures  and  deckhouses).

(11) Special category spaces:

—  Spaces  as  defined  in  regulation  II-2/A/2.18.

.3  In determining the applicable fire integrity standard of a boundary between two spaces within a
main  vertical  zone  or  horizontal  zone  which  is  not  protected  by  an  automatic  sprinkler  system
complying with the provisions of regulation II-2/A/8 or between such zones neither of which is so
protected,  the  higher  of  the  two  values  given  in  the  tables  shall  apply.

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.4  In determining the applicable fire integrity standard of a boundary between two spaces within a
main  vertical  zone  or  horizontal  zone  which  is  protected  by  an  automatic  sprinkler  system
complying with the provisions of regulation II-2/A/8 or between such zones both of which are so
protected,  the  lesser  of  the  two  values  given  in  the  tables  shall  apply.  Where  a  sprinklered  zone
and a non-sprinklered zone meet within accommodation and service spaces, the higher of the two
values  given  in  the  tables  shall  apply  to  the  division  between  the  zones.

.3 

.4 

Continuous ‘B’ class ceilings or linings, in association with the relevant decks or bulkheads, may be
accepted  as  contributing,  wholly  or  in  part,  to  the  required  insulation  and  integrity  of  a  division.

External  boundaries  which  are  required  in  regulation  1.1  to  be  of  steel  or  other  equivalent  material
may be pierced for the fitting of windows and sidescuttles provided that there is no requirement for
such boundaries to have ‘A’ class integrity elsewhere in this part. Similarly, in such boundaries which
are  not  required  to  have  ‘A’  class  integrity,  doors  may  be  of  materials  to  the  satisfaction  of  the
Administration  of  the  flag  State.

Table 5.1

Fire  integrity  of  bulkheads  separating  adjacent  spaces

Spaces

(1)

(2)

(3)

(4)

(5)

(6)

(7)

(8)

(9)

(10)

(11)

Control  stations

Corridors

(1)

(2)

Ce

B-0e

A-0c

A-0

A-60

A-0

A-15

A-60

A-15

A-60

A-60

Accommodation  spaces

(3)

Ce

Stairways

Service spaces
(low  risk)

Machinery  spaces  of
category A

Other  machinery  spaces

Cargo  spaces

Service spaces
(high  risk)

Open  decks

Special  category  spaces

(4)

(5)

(6)

(7)

(8)

(9)

(10)

(11)

A-0a
B-0e

A-0a
B-0e

A-0a
B-0e

B-0e

A-60

A-0

A-0

B-0e

A-60

A-0

A-0

A-0a
B-0e

A-60

A-0

A-0

A-15
A-0d

A-15
A-0d

A-15
A-0d

Ce

A-60

A-0

A-0

A-0

*

A-0

A-0

A-60

A-0b

A-0

A-0

*

A-0

A-0b

*

*

*

*

*

*

*

*

*

A-60

A-15

A-30
A-0d

A-15

A-0

A-60

A-0

A-0

A-30

A-0

A-0

*

*

*

*

*

*

*

*

*

A-30

A-0

A-30
A-0d

A-0

A-0

A-60

A-0

A-0

A-30

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Table 5.2

Fire  integrity  of  decks  separating  adjacent  spaces

(1)

(2)

(3)

(4)

(5)

(6)

(7)

(8)

(9)

(10)

(11)

Space below R
Space above Q

Control  stations

Corridors

Accommodation  spaces

Stairways

Service spaces
(low  risk)

Machinery  spaces  of
category A

(1)

(2)

(3)

(4)

(5)

A-0

A-0

A-0

A-0

A-0

A-60

A-0

A-0

A-0

A-0

*

A-60

A-0

*

*

A-0

A-0

*

*

A-60

A-0

A-0

A-0

A-60

A-0

A-0

A-0

A-0

A-0

A-0

*

A-0

A-60

A-0

A-0

A-0

A-15

A-0

A-0

A-0

*

A-60

A-0

A-0

A-0

(6)

A-60

A-60

A-60

A-60

A-60

*

A-60f

A-30

A-60

Other  machinery  spaces

(7)

A-15

A-0

A-0

A-0

A-0

A-0

*

A-0

A-0

Cargo  spaces

Service spaces
(high  risk)

(8)

(9)

A-60

A-0

A-0

A-0

A-0

A-0

A-0

*

A-0

A-60

A-30
A-0d

A-30
A-0d

A-30
A-0d

A-0

A-60

A-0

A-0

A-0

Open  decks

(10)

*

*

*

*

*

*

*

*

*

—

A-0

Special  category  spaces

(11)

A-60

A-15

A-30
A-0d

A-15

A-0

A-30

A-0

A-0

A-30

A-0

A-0

Notes  to  be  applied  to  both  tables  5.1  and  5.2,  as  appropriate:

(a)  For  clarification  as  to  which  applies,  see  regulations  3  and  7.
(b)  Where  spaces  are  of  the  same  numerical  category  and  superscript b  appears,  a  bulkhead  or  deck  of  the
rating shown in the tables is only required when the adjacent spaces are for a different purpose, e.g. in
category  (9).  A  galley  next  to  a  galley  does  not  require  a  bulkhead  but  a  galley  next  to  a  paint  room
requires  an  ‘A-0’  bulkhead.

(c)  Bulkheads  separating  the  wheelhouse  and  chartroom  from  each  other  may  be  ‘B-0’  rating
(d)  See  paragraph  .2.3  and  .2.4  of  this  regulation.
(e)  For  the  application  of  regulation  2.1.2,  ‘B-0’  and  ‘C’,  where  appearing  in  table  5.1,  shall  be  read  as

‘A-0’.

(f)  Fire  insulation  need  not  be  fitted  if  the  machinery  space  in  category  (7)  has  little  or  no  fire  risk.
(*) Where  an  asterisk  appears  in  the  tables,  the  division  is  required  to  be  of  steel  or  other  equivalent

material  but  is  not  required  to  be  of  ‘A’  class  standard.
For  the  application  of  regulation  2.1.2  an  asterisk,  where  appearing  in  table  5.2,  except  for  categories
(8)  and  (10),  shall  be  read  as  ‘A-0’.

6 

Means  of  escape  (R  28)

NEW  CLASS  B,  C  AND  D  AND  EXISTING  CLASS  B  SHIPS:

.1 

Stairways and ladders shall be arranged to provide ready means of escape to the lifeboat and liferaft
embarkation deck from all passenger and crew spaces and from spaces in which the crew is normally
employed,  other  than  machinery  spaces.  In  particular,  the  following  provisions  shall  be  complied
with:

.1  Below  the  bulkhead  deck  two  means  of  escape,  at  least  one  of  which  shall  be  independent  of
watertight  doors,  shall  be  provided  from  each  watertight  compartment  or  similarly  restricted
space  or  group  of  spaces.  Exceptionally  one  of  the  means  of  escape  may  be  dispensed  with,  due
regard being paid to the nature and location of spaces and to the number of persons who might
be  normally  employed  there.

In  such  a  case  the  sole  means  of  escape  shall  provide  safe  escape.

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

.3  If  a  radiotelegraph  station  has  no  direct  access  to  the  open  deck,  two  means  of  escape  from  or
access to such station shall be provided, one of which may be a porthole or window of sufficient
size  or  another  means.

.4  In existing Class B ships a corridor, or part of a corridor from which there is only one route of
escape  shall  not  exceed  five  metres  in  length.  In  new  Class  A,  B,  C  and  D  ships  of  24  metres  in
length  and  above,  a  corridor,  lobby  or  part  of  a  corridor  from  which  there  is  only  one  route  of
escape  shall  be  prohibited.

NEW  CLASS  B,  C  AND  D  SHIPS  OF  24  M  IN  LENGTH  AND  ABOVE:

.5  At least one of the means of escape required by paragraphs .1.1 and .1.2 shall consist of a readily
accessible  enclosed  stairway,  which  shall  provide  continuous  fire  shelter  from  the  level  of  its
origin to the appropriate lifeboat and liferaft embarkation decks, or to the uppermost deck if the
embarkation  deck  does  not  extend  to  the  main  vertical  zone  being  considered.

In  the  latter  case,  direct  access  to  the  embarkation  deck  by  way  of  external  open  stairways  and
passageways  shall  be  provided  and  shall  have  emergency  lighting  in  accordance  with  regulation
III/5.3  and  slip-free  surfaces  under  foot.  Boundaries  facing  external  open  stairways  and
passageways  forming  part  of  an  escape  route  shall  be  so  protected  that  a  fire  in  any  enclosed
space  behind  such  boundaries  would  not  impede  escape  to  the  embarkation  stations.

The  widths,  number  and  continuity  of  escapes  shall  be  as  follows:

.1  Stairways  shall  not  be  less  than  900  mm  in  clear  width.  Stairways  shall  be  fitted  with
handrails  on  each  side.  The  minimum  clear  width  of  stairways  shall  be  increased  by  10  mm
for  every  one  person  provided  for  in  excess  of  90  persons.  The  maximum  clear  width
between  handrails  where  stairways  are  wider  than  900  mm  shall  be  1 800  mm.  The  total
number of persons to be evacuated by such stairways shall be assumed to be two thirds of the
crew and the total number of passengers in the areas served by such stairways. The width of
the  stairways  shall  at  least  conform  to  the  standard  as  given  in  IMO-Resolution  A.757
(18).

.2  All  stairways  sized  for  more  than  90  persons  shall  be  aligned  fore  and  aft.

.3  Doorways and corridors and intermediate landings included in means of escape shall be sized

in  the  same  manner  as  stairways.

.4  Stairways  shall  not  exceed  3,5  metres  in  vertical  rise  without  the  provision  of  a  landing  and

shall  not  have  an  angle  of  inclination  greater  than  45°.

.5  Landings at each deck level shall not be less than 2 m2  in area and shall increase by 1 m2  for
every 10 persons provided for in excess of 20 persons but need not exceed 16 m2, except for
those  landings  servicing  public  spaces  having  direct  access  onto  the  stairway  enclosure.

NEW  CLASS  B,  C  AND  D  AND  EXISTING  CLASS  B  SHIPS:

.6.  Satisfactory  protection  of  access  from  the  stairway  enclosures  to  the  lifeboat  and  liferaft

embarkation  areas  shall  be  provided.

NEW  CLASS  B,  C  AND  D  SHIPS:

.7  In  addition  to  the  emergency  lighting  required  by  regulations  II-1/D/3  and  III/5.3,  the  means  of
escape  including  stairways  and  exits,  shall  be  marked  by  lighting  or  photoluminescent  strip
indicators  placed  not  more  than  0,3  metres  above  the  deck  at  all  points  of  the  escape  route
including angles and intersections. The marking must enable passengers to identify all the routes
of escape and readily identify the escape exits. If electric illumination is used, it shall be supplied
by the emergency source of power and it shall be so arranged that the failure of any single light
or cut in a lighting strip, will not result in the marking being ineffective. Additionally, all escape
route  signs  and  fire  equipment  location  markings  shall  be  of  photoluminescent  material  or

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marked  by  lighting.  The  Administration  of  the  Flag  State  shall  ensure  that  such  lighting  or
photoluminescent  equipment  have  been  evaluated,  tested  and  applied  in  accordance  with  the
guidelines  as  given  in  IMO-Resolution  A.752  (18).

NEW  CLASS  B,  C  AND  D  AND  EXISTING  CLASS  B  SHIPS:

.2 

.1  In  special  category  spaces  the  number  and  disposition  of  the  means  of  escape  both  below  and
above the bulkhead deck shall be to the satisfaction of the Administration of the flag State and in
general the safety of access to the embarkation deck shall be at least equivalent to that provided
under  paragraphs  .1.1,  .1.2,  .1.5  and  .1.6.

.2  One  of  the  escape  routes  from  the  machinery  spaces  where  the  crew  is  normally  employed  shall

avoid  direct  access  to  any  special  category  space.

.3  Hoistable drive-up/down ramps to platform decks must not be capable of blocking the approved

escape  routes  when  in  lowered  position.

.3.1  Two  means  of  escape  shall  be  provided  from  each  machinery  space.  In  particular,  the  following

provisions  shall  be  complied  with:

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

.1  two sets of steel ladders as widely separated as possible, leading to doors in the upper part of
the  space  similarly  separated  and  from  which  there  is  access  to  the  appropriate  lifeboat  and
liferaft  embarkation  decks.  In  new  ships,  one  of  these  ladders  shall  provide  continuous  fire
shelter  from  the  lower  part  of  the  space  to  a  safe  position  outside  the  space;  or

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

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

NEW  CLASS  A,  B,  C  AND  D  SHIPS:

.3  From spaces for monitoring the operation of machinery, and from work spaces, there shall be at
least  two  means  of  escape,  of  which  one  shall  be  independent  of  the  machinery  space  and  give
access  to  the  embarkation  deck.

.4  The  underside  of  stairs  in  machinery  spaces  shall  be  shielded.

NEW  CLASS  B,  C  AND  D  AND  EXISTING  CLASS  B  SHIPS:

.3.2 

In a ship of less than 24 metres in length, the Administration of the flag State may dispense with one
of the means of escape, due regard being paid to the width and disposition of the upper part of the
space;  and  in  a  ship  of  24  metres  in  length  and  above,  the  Administration  of  the  flag  State  may
dispense  with  one  means  of  escape  from  any  such  place  so  long  as  either  a  door  or  a  steel  ladder
provides  a  safe  escape  route  to  the  embarkation  deck,  due  regard  being  paid  to  the  nature  and
location  of  the  space  and  whether  persons  are  normally  employed  in  that  space.

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

.4 

In  no  case  shall  lifts  be  considered  as  forming  one  of  the  required  means  of  escape.

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6-1 

Escape  routes  on  ro-ro  passenger  ships  (R  28-1)

.1 

REQUIREMENTS  APPLICABLE  TO  NEW  CLASS  B,  C  AND  D  AND  EXISTING  CLASS  B
RO-RO  PASSENGER  SHIPS

.1.1  This  paragraph  applies  to  new  Class  B,  C  and  D  and  existing  Class  B  ro-ro  passenger  ships.  For
existing  ships  the  requirements  of  the  regulation  shall  apply  not  later  than  the  date  of  the  first
periodical  survey  after  the  date  referred  to  in  paragraph  1  of  regulation  II-2/B/16.

.1.2  Handrails or other handholds shall be provided in all corridors along the entire escape route, so that
a  firm  handhold  is  available  every  step  of  the  way,  where  possible,  to  the  assembly  stations  and
embarkation stations. Such handrails shall be provided on both sides of longitudinal corridors more
than 1,8 metres in width and transverse corridors more than one metre in width. Particular attention
shall  be  paid  to  the  need  to  be  able  to  cross  lobbies,  atriums  and  other  large  open  spaces  along
escape routes. Handrails and other handholds shall be of such strength as to withstand a distributed
horizontal  load  of  750  N/m  applied  in  the  direction  of  the  centre  of  the  corridor  or  space,  and  a
distributed vertical load of 750 N/m applied in the downward direction. The two loads need not be
applied simultaneously.

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

.1.4  Escape  routes  shall  be  provided  from  every  normally  occupied  space  on  the  ship  to  an  assembly
station. These escape routes shall be arranged so as to provide the most direct route possible to the
assembly  station,  and  shall  be  marked  with  symbols  related  to  life-saving  appliances  and
arrangements,  adopted  by  IMO  in  Resolution  A.760  (18).

.1.5  Where  enclosed  spaces  adjoin  an  open  deck,  openings  from  the  enclosed  space  to  the  open  deck

shall,  where  practicable,  be  capable  of  being  used  as  an  emergency  exit.

.1.6  Decks  shall  be  sequentially  numbered,  starting  with  ‘1’  at  the  tank  top  or  lowest  deck.  These
numbers shall be prominently displayed at stair landings and lift lobbies. Decks may also be named,
but  the  deck  number  shall  always  be  displayed  with  the  name.

.1.7 

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

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

.2 

REQUIREMENTS  APPLICABLE  TO  NEW  CLASS  B,  C  AND  D  RO-RO  PASSENGER  SHIPS

.2.1  The  lowest  0,5  metres  of  bulkheads  and  other  partitions  forming  vertical  divisions  along  escape
routes shall be able to sustain a load of 750 N/m to allow them to be used as walking surfaces from
the  side  of  the  escape  route  with  the  ship  at  large  angles  of  heel.

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

.2.3  External routes shall be provided from open decks, referred to in paragraph 2.2, to the survival craft

embarkation  stations.

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.3 

REQUIREMENTS  APPLICABLE  TO  NEW  CLASS  B,  C  AND  D  RO-RO  PASSENGER  SHIPS
CONSTRUCTED  ON  OR  AFTER  1  JULY  1999

For  new  Class  B,  C  and  D  ro-ro  passenger  ships  constructed  on  or  after  1  July  1999,  escape  routes
shall be evaluated by an evacuation analysis early in the design process. The analysis shall be used to
identify and eliminate, as far as practicable, congestion which may develop during an abandonment,
due  to  normal  movement  of  passengers  and  crew  along  escape  routes,  including  the  possibility  that
crew  may  need  to  move  along  these  routes  in  a  direction  opposite  to  the  movement  of  the
passengers.  In  addition,  the  analysis  shall  be  used  to  demonstrate  that  escape  arrangements  are
sufficiently  flexible  to  provide  for  the  possibility  that  certain  escape  routes,  assembly  stations,
embarkation  stations  or  survival  craft  may  not  be  available  as  a  result  of  a  casualty.

7 

Penetrations  and  openings  in  ‘A’  and  ‘B’  class  divisions  (R  30,  31)

NEW  CLASS  B,  C  AND  D  AND  EXISTING  CLASS  B  SHIPS:

.1 

.2 

.3 

.4 

All  openings  in  ‘A’  class  divisions  shall  be  provided  with  permanently  attached  means  of  closing
which  shall  be  as  effective  for  resisting  fires  as  the  divisions  in  which  they  are  fitted.

The construction of all doors and door frames in ‘A’ class divisions, with the means of securing them
when closed, shall provide resistance to fire as well as to the passage of smoke and flame, as far as
practicable, equivalent to that of the bulkheads in which the doors are situated. Such doors and door
frames  shall  be  constructed  of  steel  or  other  equivalent  material.  Watertight  doors  need  not  be
insulated.

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

Fire  doors  in  main  vertical  zone  bulkheads  and  stairways  enclosures  other  than  power  operated
sliding  watertight  doors  and  doors  normally  locked,  shall  satisfy  the  following  requirements:

.1  The  doors  shall  be  self-closing  and  be  capable  of  closing  with  an  angle  of  up  to  3,5°  opposing
closure.  The  speed  of  closure  shall,  if  necessary,  be  controlled  so  as  to  prevent  undue  danger  to
persons. In new ships the uniform rate of closure shall be no more than 0,2 m/s and no less than
0,1  m/s  with  the  ship  in  the  upright  position.

NEW  CLASS  B,  C  AND  D  SHIPS:

.2  Remote-controlled sliding or power-operated doors shall be equipped with an alarm that sounds
at  least  5  seconds  but  no  more  than  10  seconds  before  the  door  begins  to  move  and  continues
sounding  until  the  door  is  completely  closed.  Doors  designed  to  re-open  upon  contacting  an
object in its path shall re-open sufficiently to allow a clear passage of at least 0,75 metres, but no
more  than  one  metre.

.3  All  doors,  except  fire  doors  which  are  normally  kept  closed,  shall  be  capable  of  remote  and
automatic release from a continuously manned central control station, either simultaneously or in
groups,  and  also  individually  from  a  position  at  both  sides  of  the  door.  Indication  must  be
provided  at  the  fire  control  panel  in  the  continuously  manned  central  control  station  whether
each of the remote-controlled doors are closed. The release mechanism shall be so designed that
the  door  will  automatically  close  in  the  event  of  disruption  of  the  control  system  or  central
power  supply.  Release  switches  shall  have  an  on-off  function  to  prevent  automatic  resetting  of
the  system.  Hold-back  hooks  not  subject  to  central  control  station  release  are  prohibited.

.4  Local power accumulators for power-operated doors shall be provided in the immediate vicinity
of the doors to enable the doors to be operated at least ten times (fully opened and closed) using
the  local  controls.

.5  Double-leaf doors equipped with a latch necessary to their fire integrity shall have a latch that is

automatically  activated  by  the  operation  of  the  doors  when  released  by  the  system.

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.6  Doors giving direct access to special category spaces which are power-operated and automatically
closed  need  not  be  equipped  with  alarms  and  remote-release  mechanisms  required  in  .4.2  and
.4.3.

NEW  CLASS  B,  C  AND  D  SHIPS:

.5 

.6 

The  requirements  for  ‘A’  class  integrity  of  the  outer  boundaries  of  a  ship  shall  not  apply  to  glass
partitions,  windows  and  sidescuttles,  provided  that  there  is  no  requirement  for  such  boundaries  to
have  ‘A’  class  integrity  in  regulation  10.  Similarly,  the  requirements  for  ‘A’  class  integrity  shall  not
apply  to  exterior  doors  in  superstructures  and  deckhouses.

All  ‘A’  class  doors  located  in  stairways,  public  spaces  and  main  vertical  zone  bulkheads  in  escape
routes  shall  be  equipped  with  a  self-closing  hose  port  of  material,  construction  and  fire  resistance
which  is  equivalent  to  the  door  into  which  it  is  fitted,  and  shall  be  a  150  mm  square  clear  opening
with the door closed and shall be inset into the lower edge of the door, opposite to the door hinges,
or,  in  the  case  of  sliding  doors,  nearest  the  opening.

NEW  CLASS  B,  C  AND  D  AND  EXISTING  CLASS  B  SHIPS:

.7 

Doors and door frames in ‘B’ class divisions and means of securing them shall provide a method of
closure  which  shall  have  resistance  to  fire  equivalent  to  that  of  the  divisions  except  that  ventilation
openings may be permitted in the lower portion of such doors. Where such opening is in or under a
door  the  total  net  area  of  any  such  opening  or  openings  shall  not  exceed  0,05  m2.  When  such
opening is cut in a door it shall be fitted with a grill made of non-combustible material. Doors shall
be  non-combustible.

.7.1 

For  reasons  of  noise  reduction,  the  Administration  may  approve,  as  an  equivalent,  doors  with
built-in ventilation sound-locks with openings at the bottom on one side of the door and at the top
on  the  other  side,  on  condition  that  the  following  provisions  have  been  complied  with:

.1  the upper opening shall always face towards the corridor and shall be provided with a grating of
non-combustible  material  and  an  automatically-operating  fire  damper,  which  is  activated  at  a
temperature  of  about  70 °C;

.2  the  lower  opening  shall  be  provided  with  a  grating  made  of  a  non-combustible  material;

.3  the  doors  shall  be  tested  in  accordance  with  Resolution  A.754  (18).

NEW  CLASS  B,  C  AND  D  SHIPS:

.8 

Cabin  doors  in  ‘B’-class  divisions  shall  be  of  a  self  closing  type.  Hold-backs  are  not  permitted.

8 

Protection  of  stairways  and  lifts  in  accommodation  and  service  spaces  (R  29)

NEW  CLASS  B,  C  AND  D  SHIPS:

.1 

All  stairways  shall  be  of  steel  frame  construction  and  shall  be  within  enclosures  formed  of  ‘A’  class
divisions,  with  positive  means  of  closure  of  all  openings  except  that:

.1  a stairway connecting only two decks need not be enclosed, provided the integrity of the deck is
maintained by proper bulkheads or doors in one between-deck space. When a stairway is closed
in  one  between-deck  space,  the  stairway  enclosure  shall  be  protected  in  accordance  with  the
tables  for  decks  in  regulations  4  and  5;

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

space.

NEW  CLASS  B,  C  AND  D  AND  EXISTING  CLASS  B  SHIPS:

.2 

Stairway  enclosures  shall  have  direct  access  to  the  corridors  and  be  of  a  sufficient  area  to  prevent
congestion,  having  in  view  the  number  of  persons  likely  to  use  them  in  an  emergency.

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NEW  CLASS  B,  C  AND  D  SHIPS:  Within  the  perimeter  of  such  stairway  enclosures  only  public
toilets,  lockers  of  non-combustible  material  providing  storage  for  safety  equipment  and  open
information  counters  are  permitted.

Only public spaces, corridors, public toilets, special category spaces, other escape stairways required
by  regulation  6.1.5  and  external  areas  are  permitted  to  have  direct  access  to  these  stairway
enclosures.

NEW  CLASS  B,  C  AND  D  AND  EXISTING  CLASS  B  SHIPS:

.3 

Lift trunks shall be so fitted as to prevent the passage of smoke and flame from one between-deck to
another  and  shall  be  provided  with  means  of  closing  so  as  to  permit  the  control  of  draught  and
smoke.

9 

Ventilation  systems  (R  32)

.1 

Ships  carrying  more  than  36  passengers

.1  NEW  CLASS  B,  C  AND  D  SHIPS:  The  ventilation  system  shall,  in  addition  to  paragraph  .1  of
this  regulation,  also  be  in  compliance  with  sub-paragraphs  .2.2  to  .2.6,  .2.8  and  .2.9  of  this
regulation.

NEW  CLASS  B,  C  AND  D  AND  EXISTING  CLASS  B  SHIPS:

.2  In  general,  the  ventilation  fans  shall  be  so  disposed  that  the  ducts  reaching  the  various  spaces

remain  within  the  main  vertical  zone.

.3  Where  ventilation  systems  penetrate  decks,  precautions  shall  be  taken,  in  addition  to  those
relating to fire integrity of the deck required by regulation II-2/A/12.1, to reduce the likelihood of
smoke  and  hot  gases  passing  from  one  between-deck  space  to  another  through  the  system.  In
addition to insulation requirements contained in this regulation, vertical ducts shall, if necessary,
be  insulated  as  required  by  the  appropriate  tables  in  regulation  4.

NEW  CLASS  B,  C  AND  D  SHIPS:

.4  Ventilation  ducts  shall  be  constructed  of  the  following  materials:

.1  ducts not less than 0,075 m2  in sectional area and all vertical ducts serving more than a single

between-deck  space  shall  be  constructed  of  steel  or  other  equivalent  material;

.2  ducts  less  than  0,075  m2 

in  sectional  area  other  than  vertical  ducts  referred  to  in
sub-paragraph  .1.4.1  above,  shall  be  constructed  of  non-combustible  materials.  Where  such
ducts penetrate ‘A’ or ‘B’ class divisions due regard shall be given to ensuring the fire integrity
of  the  division;

.3  short  lengths  of  duct,  not  in  general  exceeding  0,02  m2  in  sectional  area  nor  two  metres  in
length,  need  not  be  non-combustible  provided  that  all  of  the  following  conditions  are  met:

.1  the  duct  is  constructed  of  a  material  of  low  fire  risk  to  the  satisfaction  of  the

Administration  of  the  flag  State;

.2  the  duct  is  used  only  at  the  terminal  end  of  the  ventilation  system,  and

.3  the duct is not located closer than 600 mm measured along its length to a penetration of

an  ‘A’  or  ‘B’  class  division,  including  continuous  ‘B’  class  ceilings.

.5  Stairway  enclosures  shall  be  ventilated  and  shall  be  served  only  by  an  independent  fan  and  duct

system  which  shall  not  serve  any  other  spaces  in  the  ventilation  system.

NEW  CLASS  B,  C  AND  D  AND  EXISTING  CLASS  B  SHIPS:

.6  All  power  ventilation,  except  machinery  space  and  cargo  space  ventilation  and  any  alternative
system  which  may  be  required  under  sub-paragraph  9.2.6,  shall  be  fitted  with  controls  so
grouped  that  all  fans  may  be  stopped  from  either  of  two  separate  positions  which  shall  be
situated  as  far  apart  as  practicable.  Controls  provided  for  the  power  ventilation  serving

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machinery  spaces  shall  also  be  grouped  so  as  to  be  operable  from  two  positions,  one  of  which
shall  be  outside  such  spaces.  Fans  serving  power  ventilation  systems  to  cargo  spaces  shall  be
capable  of  being  stopped  from  a  safe  position  outside  such  spaces.

NEW  CLASS  B,  C  AND  D  SHIPS:

.7  Where  public  spaces  span  three  or  more  open  decks  and  contain  combustibles  such  as  furniture
and  enclosed  spaces  such  as  shops,  offices  and  restaurants,  the  space  shall  be  equipped  with  a
smoke extraction system. The smoke extraction system shall be activated by the required smoke
detection  system  and  be  capable  of  manual  control.  The  fans  shall  be  sized  such  that  the  entire
volume  within  the  space  can  be  exhausted  in  10  minutes  or  less.

.8  Ventilation  ducts  shall  be  provided  with  suitably  located  hatches  for  inspection  and  cleaning,

where  reasonable  and  practicable.

.9  Exhaust  ducts  from  galley  ranges  in  which  grease  or  fat  is  likely  to  accumulate  shall  meet

requirements  of  sub-paragraphs  9.2.3.2.1  and  9.2.3.2.2  and  shall  be  fitted  with:

.1  a  grease  trap  readily  removable  for  cleaning  unless  an  alternative  approved  grease  removal

system  is  fitted;

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

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

.4  remote control arrangements for shutting off the exhaust fans and supply fans, for operating
the fire dampers mentioned in .2 and for operating the fire-extinguishing system, which shall
be  placed  in  a  position  close  to  the  entrance  to  the  galley.  Where  a  multi-branch  system  is
installed,  means  shall  be  provided  to  close  all  branches  exhausting  through  the  same  main
duct  before  an  extinguishing  medium  is  released  into  the  system;  and

.5  suitably  located  hatches  for  inspection  and  cleaning.

NEW  CLASS  B,  C  AND  D  SHIPS:

.2 

Ships  carrying  not  more  than  36  passengers:

.1  Ventilation  ducts  shall  be  of  non-combustible  material.  Short  ducts,  however,  not  generally
exceeding  two  metres  in  length  and  with  a  cross-section  not  exceeding  0,02  m2  need  not  be
non-combustible,  subject  to  the  following  conditions:

.1 

these  ducts  shall  be  of  a  material  which,  in  the  opinion  of  the  Administration  of  the  flag
State,  has  a  low  fire  risk;

.2 

they  may  only  be  used  at  the  end  of  the  ventilation  device;

.3 

they shall not be situated less than 600 mm, measured along the duct, from an opening in
an  ‘A’  or  ‘B’  class  division,  including  continuous  ‘B’  class  ceilings.

.2  Where the ventilation ducts with a free-sectional area exceeding 0,02 m2  pass through class ‘A’
bulkheads or decks, the openings shall be lined with a steel sheet sleeve unless the ducts passing
through  the  bulkheads  or  decks  are  of  steel  in  the  vicinity  of  passage  through  the  deck  or
bulkhead  and  the  ducts  and  sleeves  shall  comply  in  this  part  with  the  following:

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

.2  Ducts with a free cross-sectional area exceeding 0,075 m2  shall be fitted with fire dampers
in  addition  to  the  requirements  of  sub-paragraph  9.2.2.1  above.  The  fire  damper  shall
operate automatically but shall also be capable of being closed manually from both sides of
the  bulkhead  or  deck.  The  damper  shall  be  provided  with  an  indicator  which  shows
whether  the  damper  is  open  or  closed.  Fire  dampers  are  not  required,  however,  where
ducts  pass  through  spaces  surrounded  by  ‘A’  class  divisions,  without  serving  those  spaces,
provided  those  ducts  have  the  same  fire  integrity  as  the  divisions  which  they  pierce.

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.3  Ducts  provided  for  the  ventilation  of  machinery  spaces,  galleys,  car  deck  spaces,  ro-ro  cargo
spaces  or  special  category  spaces  shall  not  pass  through  accommodation  spaces,  service  spaces
or control stations unless they comply with the conditions specified in sub-paragraphs 9.2.3.1.1
to  9.2.3.1.4  or  9.2.3.2.1  and  9.2.3.2.2  below:

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

.1.2  the  ducts  are  suitably  supported  and  stiffened;

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

.1.4  the  ducts  are  insulated  to  ‘A-60’  standard  from  the  machinery  spaces,  galleys,  car  deck
spaces, ro-ro cargo spaces or special category spaces to a point at least five metres beyond
each  fire  damper;  or

.2.1  the  ducts  are  constructed  of  steel  in  accordance  with  paragraphs  9.2.3.1.1  and  9.2.3.1.2;

and

.2.2  the  ducts  are  insulated  to  ‘A-60’  standard  throughout  the  accommodation  spaces,  service

spaces  or  control  stations;

except  that  penetrations  of  main  zone  divisions  shall  also  comply  with  the  requirements  of
sub-paragraph .9.2.8.

.4  Ducts provided for ventilation to accommodation spaces, service spaces or control stations shall
not  pass  through  machinery  spaces,  galleys,  car  deck  spaces,  ro-ro  cargo  spaces  or  special
category spaces unless they comply with the conditions specified in sub-paragraphs 9.2.4.1.1 to
9.2.4.1.3  or  9.2.4.2.1  and  9.2.4.2.2  below:

.1.1  the  ducts  where  they  pass  through  a  machinery  space,  galley,  car  deck  space,  ro-ro  cargo
space or special category space are constructed of steel in accordance with sub-paragraphs
9.2.3.1.1  and  9.2.3.1.2;

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

.1.3  the  integrity  of  the  machinery  space,  galley,  car  deck  space,  ro-ro  cargo  space  or  special

category  space  boundaries  is  maintained  at  the  penetrations;

or

.2.1  the  ducts  where  they  pass  through  a  machinery  space,  galley,  car  deck  space,  ro-ro  cargo
space or special category space are constructed of steel in accordance with sub-paragraphs
9.2.3.1.1  and  9.2.3.1.2;  and

.2.2  the ducts are insulated to ‘A-60’ standard throughout the machinery space, galley, car deck

space,  ro-ro  cargo  space  or  special  category  space;

except  that  penetrations  of  main  zone  divisions  shall  also  comply  with  the  requirements  of
sub-paragraph 9.2.8.

.5  Ventilation  ducts  with  a  free-sectional  area  exceeding  0,02  m2  passing  through  class  ‘B’
bulkheads shall be lined with steel sheet sleeves of 900 mm in length divided preferably into 450
mm  on  each  side  of  the  bulkheads  unless  the  duct  is  of  steel  for  this  length.

.6  Such measures as are practicable shall be taken in respect of control stations outside machinery
spaces in order to ensure that ventilation, visibility and freedom from smoke are maintained, so
that in the event of fire the machinery and equipment contained therein may be supervised and
continue to function effectively. Alternative and separate means of air supply shall be provided;
air  inlets  of  the  two  sources  of  supply  shall  be  so  disposed  that  the  risk  of  both  inlets  drawing
in  smoke  simultaneously  is  minimized.  Such  requirements  need  not  apply  to  control  stations
situated  on,  and  opening  on  to,  an  open  deck,  or  where  local  closing  arrangements  would  be
equally effective.

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

.1  a  grease  trap  readily  removable  for  cleaning;

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

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

.4 

fixed  means  for  extinguishing  a  fire  within  the  duct.

.8  Where  it  is  necessary  that  a  ventilation  duct  passes  through  a  main  vertical  zone  division,  a
fail-safe automatic closing fire damper shall be fitted adjacent to the division. The damper shall
also be capable of being manually closed from each side of the division. The operating position
shall  be  readily  accessible  and  be  marked  in  red  light-reflecting  colour.  The  duct  between  the
division and the damper shall be of steel or other equivalent material and, if necessary, insulated
to comply with the requirements of regulation II-2/A/12.1. The damper shall be fitted on at least
one  side  of  the  division  with  a  visible  indicator  showing  whether  the  damper  is  in  the  open
position.

NEW  CLASS  B,  C  AND  D  AND  EXISTING  CLASS  B  SHIPS:

.9  The  main  inlets  and  outlets  of  all  ventilation  systems  shall  be  capable  of  being  closed  from

outside  the  spaces  being  ventilated.

NEW  CLASS  B,  C  AND  D  SHIPS:

.10  Power  ventilation  of  accommodation  spaces,  service  spaces,  cargo  spaces,  control  stations  and
machinery  spaces  shall  be  capable  of  being  stopped  from  an  easily  accessible  position  outside
the  space  being  served.  This  position  should  not  be  readily  cut  off  in  the  event  of  a  fire  in  the
spaces  served.  The  means  provided  for  stopping  the  power  ventilation  of  the  machinery  spaces
shall  be  entirely  separate  from  the  means  provided  for  stopping  ventilation  of  other  spaces.

10  Windows  and  sidescuttles  (R  33)

NEW  CLASS  B,  C  AND  D  AND  EXISTING  CLASS  B  SHIPS:

.1 

.2 

All  windows  and  sidescuttles  in  bulkheads  within  accommodation  and  service  spaces  and  control
stations other than those to which the provisions of regulation 7.5 apply, shall be so constructed as
to  preserve  the  integrity  requirements  of  the  type  of  bulkheads  in  which  they  are  fitted.

Notwithstanding the requirements of the tables in regulations 4 and 5, all windows and sidescuttles
in  bulkheads  separating  accommodation  and  service  spaces  and  control  stations  from  weather  shall
be constructed with frames of steel or other suitable material. The glass shall be retained by a metal
glazing  bed  or  angle.

NEW  CLASS  B,  C  AND  D  SHIPS  CARRYING  MORE  THAN  36  PASSENGERS:

.3 

Windows facing life-saving appliances, embarkation and muster areas, external stairs and open decks
used for escape routes, and windows situated below liferaft and escape slide embarkation areas shall
have the fire integrity as required in the tables of regulation 4. Where automatic dedicated sprinkler
heads  are  provided  for  windows,  A-0  windows  may  be  accepted  as  equivalent.  Windows  located  in
the  ship’s  side  below  the  lifeboat  embarkation  areas  shall  have  the  fire  integrity  at  least  equal  to
‘A-0’ class.

NEW  CLASS  B,  C  AND  D  SHIPS  CARRYING  NOT  MORE  THAN  36  PASSENGERS  AND  EXISTING
CLASS  B  SHIPS:

.4 

Notwithstanding the requirements of the tables in regulation II-2/B/5, special attention shall be given
to  the  fire  integrity  of  windows  facing  open  or  enclosed  lifeboat  and  liferaft  embarkation  areas  and
to the fire integrity of windows situated below such areas in such a position that their failure during
a  fire  would  impede  the  launching  of,  or  embarkation  into,  lifeboats  or  liferafts.

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11 

Restricted  use  of  combustible  material  (R  34)

NEW  CLASS  B,  C  AND  D  SHIPS:

.1 

.2 

Except in cargo spaces, mail rooms, baggage rooms, or refrigerated compartments of service spaces,
all  linings,  grounds,  draughtstops,  ceilings,  and  insulations  shall  be  of  non-combustible  materials.
Partial bulkheads or decks used to subdivide a space for utility or artistic treatment shall also be of
non-combustible  material.

Vapour  barriers  and  adhesives  used  in  conjunction  with  insulation,  as  well  as  insulation  of  pipe
fittings, for cold service systems need not be non-combustible, but they shall be kept to the minimum
quantity  practicable  and  their  exposed  surfaces  shall  have  qualities  of  resistance  to  the  propagation
of  flame  in  accordance  with  the  test  procedure  of  IMO  Resolution  A.653  (16).

.3 

The  following  surfaces  shall  have  low  flame-spread  characteristics:

.1  exposed surfaces in corridors and stairway enclosures, and of bulkheads, wall and ceiling linings

in  all  accommodation  and  service  spaces  and  control  stations;

.2  concealed  or  inaccessible  spaces  in  accommodation,  service  spaces  and  control  stations.

The total volume of combustible facings, mouldings, decorations and veneers in any accommodation
and  service  space  shall  not  exceed  a  volume  equivalent  to  2,5  mm  veneer  on  the  combined  area  of
the walls and ceilings; in the case of ships fitted with an automatic sprinkler system complying with
the provisions of regulation II-2/A/8, the above volume may include some combustible material used
for  erection  of  ‘C’  class  divisions.

Veneers  used  on  surfaces  and  linings  covered  by  the  requirements  of  paragraph  .3  shall  have  a
calorific  value  not  exceeding  45  MJ/m2  of  the  area  for  the  thickness  used.

Furniture  in  stairway  enclosures  shall  be  limited  to  seating.  It  shall  be  fixed,  limited  to  six  seats  on
each  deck  in  each  stairway  enclosure,  be  of  restricted  fire  risk,  and  shall  not  restrict  the  passenger
escape  route.  The  Administration  of  the  Flag  State  may  permit  additional  seating  in  the  main
reception  area  within  a  stairway  enclosure  if  it  is  fixed,  non-combustible  and  does  not  restrict  the
passenger  escape  route.  Furniture  shall  not  be  permitted  in  passenger  and  crew  corridors  forming
escape routes in cabin areas. In addition to the above, lockers of non-combustible material, providing
storage  for  safety  equipment  required  by  regulations,  may  be  permitted.

Paints,  varnishes  and  other  finishes  used  on  exposed  interior  surfaces  shall  not  be  capable  of
producing  excessive  quantities  of  smoke  and  toxic  products.

Primary  deck  coverings,  if  applied  within  accommodation  and  service  spaces  and  control  stations,
shall  be  of  approved  material  which  will  not  readily  ignite,  in  accordance  with  the  fire  test
procedures  of  IMO  Resolution  A.687  (17)  or  give  rise  to  toxic  or  explosive  hazards  at  elevated
temperatures.

.4 

.5 

.6 

.7 

.8 

12 

Details  of  construction  (R  35)

NEW  CLASS  B,  C  AND  D  AND  EXISTING  CLASS  B  SHIPS:

In  accommodation  and  service  spaces,  control  stations,  corridors  and  stairways:

.1 

.2 

air  spaces  enclosed  behind  ceilings,  panelling  or  linings  shall  be  suitably  divided  by  close-fitting
draught  stops  not  more  than  14  metres  apart;

in the vertical direction, such enclosed air spaces, including those behind linings of stairways, trunks,
etc.  shall  be  closed  at  each  deck.

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13 

Fixed  fire  detection  and  fire  alarm  systems  and  automatic  sprinkler,  fire  detection  and  fire  alarm
system  (R  14)  (R  36)

NEW  CLASS  B,  C  AND  D  SHIPS:

.1 

In ships carrying not more than 36 passengers there shall be installed throughout each separate zone,
whether  vertical  or  horizontal,  in  all  accommodation  and  service  spaces  and  in  control  stations,
except  spaces  which  afford  no  substantial  fire  risk  such  as  void  spaces,  sanitary  spaces,  etc.,
either:

.1  a  fixed  fire  detection  and  fire  alarm  system  of  an  approved  type  and  complying  with  the
requirements of regulation II-2/A/9 and so installed and arranged as to detect the presence of fire
in  such  spaces;

.2  an automatic sprinkler, fire detection and fire alarm system of an approved type complying with
the  requirements  of  regulation  II-2/A/8  or  with  the  IMO-guidelines  for  an  approved  equivalent
sprinkler  system  as  given  in  IMO-Resolution  A.800  (19)  and  so  installed  and  arranged  as  to
protect such spaces and, in addition, a fixed fire detection and fire alarm system of an approved
type and complying with the requirements of regulation II-2/A/9 and so installed and arranged as
to  provide  smoke  detection  in  corridors,  stairways  and  escape  routes  within  accommodation
spaces.

.2 

Ships carrying more than 36 passengers shall be equipped with an automatic sprinkler, fire detection
and fire alarm system of an approved type complying with the requirements of regulation II-2/A/8 or
with  the  IMO-guidelines  for  an  approved  equivalent  sprinkler  system  as  given  in  IMO-Resolution
A.800 (19), in all service spaces, control stations and accommodation spaces, including corridors and
stairways.

Alternatively  control  stations  where  water  may  cause  damage  to  essential  equipment  may  be  fitted
with  an  approved  fixed  fire-extinguishing  system  of  another  type.  A  fixed  fire  detection  and  fire
alarm  system  of  an  approved  type,  complying  with  the  requirements  of  regulation  II-2/A/9  shall  be
installed,  so  installed  and  arranged  as  to  provide  smoke  detection  in  service  spaces,  control  stations
and accommodation spaces, including corridors and stairways. Smoke detectors need not be fitted in
private  bathrooms  and  galleys.

Spaces having little or no fire risk such as voids, public toilets and similar spaces need not be fitted
with  an  automatic  sprinkler  system  or  fixed  fire  detection  and  alarm  system.

.3 

In  periodically  unattended  machinery  spaces  a  fixed  fire  detection  and  fire  alarm  system  of  an
approved  type,  in  accordance  with  the  relevant  provisions  of  regulation  II-2/A/9,  shall  be  installed.

This fire detection system shall be so designed and the detectors so positioned as to detect rapidly the
onset  of  fire  in  any  part  of  those  spaces  and  under  any  normal  conditions  of  operation  of  the
machinery  and  variations  of  ventilation  as  required  by  the  possible  range  of  ambient  temperatures.
Except  in  spaces  of  restricted  height  and  where  their  use  is  specially  appropriate,  detection  systems
using  only  thermal  detectors  shall  not  be  permitted.  The  detection  system  shall  initiate  audible  and
visual  alarms  distinct  in  both  respects  from  the  alarms  of  any  other  system  not  indicating  fire,  in
sufficient places to ensure that the alarms are heard and observed on the navigating bridge and by a
responsible  engineer  officer.

When  the  navigating  bridge  is  unmanned  the  alarm  shall  sound  in  a  place  where  a  responsible
member  of  the  crew  is  on  duty.

After  installation  the  system  shall  be  tested  under  varying  conditions  of  engine  operation  and
ventilation.

14 

Protection  of  special  category  spaces  (R  37)

.1 

Provisions  applicable  to  special  category  spaces  whether  above  or  below  the  bulkhead  deck

NEW  CLASS  B,  C  AND  D  SHIPS  AND  EXISTING  CLASS  B  SHIPS  CARRYING  MORE  THAN
36 PASSENGERS:

.1  General

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.1  The basic principle underlying the provisions of this regulation is that as normal main vertical
zoning  may  not  be  practicable  in  special  category  spaces,  equivalent  protection  must  be
obtained in such spaces on the basis of a horizontal zone concept and by the provision of an
efficient fixed fire-extinguishing system. Under this concept a horizontal zone for the purpose
of  this  regulation  may  include  special  category  spaces  on  more  than  one  deck  provided  that
the  total  overall  clear  height  for  vehicles  does  not  exceed  10  metres.

.2  The  requirements  of  regulations  II-2/A/12,  II-2/B/7  and  II-2/B/9  for  maintaining  the  integrity
of  vertical  zones  shall  be  applied  equally  to  decks  and  bulkheads  forming  the  boundaries
separating  horizontal  zones  from  each  other  and  from  the  remainder  of  the  ship.

.2  Structural  protection

.1  In new ships carrying more than 36 passengers the boundary bulkheads and decks of special
category  spaces  shall  be  insulated  to  ‘A-60’  class  standard.  However  where  an  open  deck
space (as defined in regulation 4.2.2 (5)), a sanitary or similar space (as defined in regulation
4.2.2 (9)) or a tank, void or auxiliary machinery space having little or no fire risk (as defined
in  regulation  4.2.2  (10)),  is  on  one  side  of  the  division  the  standard  may  be  reduced  to
‘A-0’.

.2  In new ships carrying not more than 36 passengers and existing Class B ships carrying more
than  36  passengers  the  boundary  bulkheads  of  special  category  spaces  shall  be  insulated  as
required for category (11) spaces in table 5.1 of regulation 5 and the horizontal boundaries as
required  for  category  (11)  in  table  5.2  of  regulation  5.

.3  Indicators shall be provided on the navigating bridge which shall indicate when any fire door

leading  to  or  from  the  special  category  spaces  is  closed.

Doors  to  special  category  spaces  shall  be  of  such  a  construction  that  they  cannot  be  kept
open  permanently  and  shall  be  kept  closed  during  the  voyage.

.3  Fixed  fire-extinguishing  system

Each special category space shall be fitted with an approved fixed pressure water-spraying system
for  manual  operation  which  shall  protect  all  parts  of  any  deck  and  vehicle  platform  in  such
space,  provided  that  the  Administration  of  the  flag  State  may  permit  the  use  of  any  other  fixed
fire-extinguishing system that has been shown by full-scale test in conditions simulating a flowing
petrol fire in a special category space to be not less effective in controlling fires likely to occur in
such  a  space.  Such  fixed  pressure  water-spraying  system  or  other  equivalent  fire-extinguishing
system  shall  comply  with  the  provisions  of  IMO  Resolution  A.123  (V).

.4  Patrols  and  detection

.1  An efficient patrol system shall be maintained in special category spaces. In any such space in
which the patrol is not maintained by a continuous fire watch at all times during the voyage
there  shall  be  provided  a  fixed  fire  detection  and  fire  alarm  system  of  an  approved  type
complying  with  the  requirements  of  regulation  II-2/A/9.  The  fixed  fire  detection  system  shall
be  capable  of  rapidly  detecting  the  onset  of  fire.  The  spacing  and  location  of  detectors  shall
be  determined  taking  into  account  the  effects  of  ventilation  and  other  relevant  factors.

.2  Manually operated call points shall be provided as necessary throughout the special category

spaces  and  one  shall  be  placed  close  to  each  exit  from  such  spaces.

NEW  CLASS  B,  C  AND  D  AND  EXISTING  CLASS  B  SHIPS:

.5  Fire-extinguishing  equipment

There  shall  be  provided  in  each  special  category  space:

.1  at  least  three  water  fog  applicators;

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.2  one  portable  foam  applicator  unit  complying  with  the  provisions  of  regulation  II-2/A/6.2,
provided  that  at  least  two  such  units  are  available  in  the  ship  for  use  in  such  spaces;  and

.3  at  least  one  portable  extinguisher  located  at  each  access  to  such  spaces.

.6  Ventilation  system

.1  There  shall  be  provided  an  effective  power  ventilation  system  for  the  special  category  spaces
sufficient to give at least 10 air changes per hour. The system for such spaces shall be entirely
separated from other ventilation systems and shall be operating at all times when vehicles are
in such spaces. The number of air changes shall be increased at least to 20 during loading and
unloading  of  vehicles.

Ventilation  ducts  serving  special  category  spaces  capable  of  being  effectively  sealed  shall  be
separated  for  each  such  space.  The  system  shall  be  capable  of  being  controlled  from  a
position  outside  such  spaces.

.2  The  ventilation  shall  be  such  as  to  prevent  air  stratification  and  the  formation  of  air

pockets.

.3  Means  shall  be  provided  to  indicate  on  the  navigating  bridge  any  loss  or  reduction  of  the

required ventilating capacity.

.4  Arrangements  shall  be  provided  to  permit  a  rapid  shutdown  and  effective  closure  of  the

ventilation  system  in  case  of  fire,  taking  into  account  the  weather  and  sea  conditions.

.5  Ventilation ducts, including dampers, shall be made of steel and their arrangement shall be to

the  satisfaction  of  the  Administration  of  the  flag  State.

NEW  CLASS  B,  C  AND  D  SHIPS:

.2 

Additional  provisions  applicable  only  to  special  category  spaces  above  the  bulkhead  deck

.1.1  Scuppers

in  view  of  the  serious  loss  of  stability  which  could  arise  due  to  large  quantities  of  water
accumulating  on  the  deck  or  decks  consequent  on  the  operation  of  the  fixed  pressure
water-spraying  system,  scuppers  shall  be  fitted  so  as  to  ensure  that  such  water  is  rapidly
discharged  directly  overboard.

NEW  CLASS  B,  C  AND  D  AND  EXISTING  CLASS  B  RO-RO  PASSENGER  SHIPS:

.1.2  Discharges

.1.2.1  Discharge  valves  for  scuppers,  fitted  with  positive  means  of  closing  operable  from  a
position  above  the  bulkhead  deck  in  accordance  with  the  requirements  of  the
International Convention on Load Lines in force, shall be kept open while the ships are
at  sea.

.1.2.2  Any  operation  of  the  valves  referred  to  in  sub-paragraph  .1.2.1  shall  be  recorded  in  the

log-book.

NEW  CLASS  B,  C  AND  D  SHIPS:

.2  Precautions  against  ignition  of  flammable  vapours

.1  On  any  deck  or  platform,  if  fitted,  on  which  vehicles  are  carried  and  on  which  explosive
vapours  might  be  expected  to  accumulate,  except  platforms  with  openings  of  sufficient  size
permitting penetration of petrol gases downwards, equipment which may constitute a source
of ignition of flammable vapours and, in particular, electrical equipment and wiring, shall be
installed at least 450 mm above the deck or platform. Electrical equipment installed at more
than  450  mm  above  the  deck  or  platform  shall  be  of  a  type  so  enclosed  and  protected  as  to
prevent  the  escape  of  sparks.  However,  if  the  installation  of  electrical  equipment  and  wiring
at  less  than  450  mm  above  the  deck  or  platform  is  necessary  for  the  safe  operation  of  the
ship,  such  electrical  equipment  and  wiring  may  be  installed  provided  that  it  is  of  a  certified
safe  type  approved  for  use  in  an  explosive  petrol  and  air  mixture.

.2  Electrical equipment and wiring, if installed in an exhaust ventilation duct, shall be of a type
approved  for  use  in  explosive  petrol  and  air  mixtures  and  the  outlet  from  any  exhaust  duct
shall  be  sited  in  a  safe  position,  having  regard  to  other  possible  sources  of  ignition.

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NEW  CLASS  B,  C  AND  D  SHIPS:

.3  Additional  provisions  applicable  only  to  special  category  spaces  below  the  bulkhead  deck

.1  Bilge  pumping  and  drainage

In  view  of  the  serious  loss  of  stability  which  could  arise  due  to  large  quantities  of  water
accumulating  on  the  deck  or  tank  top  consequent  on  the  operation  of  the  fixed  pressure
water-spraying  system,  the  Administration  of  the  Flag  State  may  require  pumping  and  drainage
facilities  to  be  provided  additional  to  the  requirements  of  regulation  II-1/C/3.

.2  Precautions  against  ignition  of  flammable  vapours

.1  Electrical  equipment  and  wiring,  if  fitted,  shall  be  of  a  type  suitable  for  use  in  explosive  petrol
and  air  mixtures.  Other  equipment  which  may  constitute  a  source  of  ignition  of  flammable
vapours  shall  not  be  permitted.

.2  Electrical  equipment  and  wiring,  if  installed  in  an  exhaust  ventilation  duct,  shall  be  of  a  type
approved for use in explosive petrol and air mixtures and the outlet from any exhaust duct shall
be  sited  in  a  safe  position,  having  regard  to  other  possible  sources  of  ignition.

15 

Fire  patrols,  detection,  alarms  and  public  address  systems  (R  40)

NEW  CLASS  B,  C  AND  D  SHIPS:

.1 

.2 

.3 

.4 

Manually  operated  call  points  complying  with  the  requirements  of  regulation  II-2/A/9  shall  be
installed.

All  ships  shall  at  all  times  when  at  sea,  or  in  port  (except  when  out  of  service),  be  so  manned  or
equipped as to ensure that any initial fire alarm is immediately received by a responsible member of
the  crew.

A  special  alarm,  operated  from  the  navigating  bridge  or  fire  control  station,  shall  be  fitted  to
summon the crew. This alarm may be part of the ship’s general alarm system but it shall be capable
of  being  sounded  independently  of  the  alarm  to  the  passenger  spaces.

A public address system or other effective means of communication shall be available throughout the
accommodation  and  service  spaces  and  control  stations  and  open  decks.

.5 

NEW  CLASS  B,  C  AND  D  AND  EXISTING  CLASS  B  SHIPS:

For ships carrying more than 36 passengers an efficient patrol system shall be maintained so that an
outbreak  of  fire  may  be  promptly  detected.  Each  member  of  the  fire  patrol  shall  be  trained  to  be
familiar with the arrangements of the ship as well as the location and operation of any equipment he
or she may be called upon to use. Each member of the fire patrol shall be provided with a two-way
portable  radio  telephone  apparatus.

NEW  CLASS  B,  C  AND  D  SHIPS:

.6 

Ships  carrying  more  than  36  passengers  shall  have  the  detection  alarms  for  the  systems  required  by
regulation  13.2  centralized  in  a  continuously  manned  central  control  station.  In  addition,  controls
for remote closing of the fire doors and shutting down the ventilation fans, shall be centralized in the
same  location.  The  ventilation  fans  shall  be  capable  of  reactivation  by  the  crew  at  the  continuously
manned control station. The control panel in the central control station shall be capable of indicating
open  or  closed  positions  of  fire  doors,  closed  or  off  status  of  the  detectors,  alarms  and  fans.  The
control  panel  shall  be  continuously  powered  and  should  have  an  automatic  change-over  to  standby
power supply in case of loss of normal power supply. The control panel shall be powered from the
main  source  of  electrical  power  and  the  emergency  source  of  electrical  power  defined  by  regulation
II-1/D/3  unless  other  arrangements  are  permitted  by  the  regulations,  as  applicable.

.7 

The control panel shall be designed on the fail-safe principle, e.g. an open detector circuit shall cause
an  alarm  condition.

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16 

Upgrading  of  existing  Class  B  ships  carrying  more  than  36  passengers  (R  41-1)

In addition to the requirements for existing Class B ships in this Chapter II-2, existing Class B ships carrying
more  than  36  passengers  shall  comply  with  the  following  requirements:

.1 

not  later  than  1  October  2000:

.1 

.2 

All  accommodation  and  service  spaces,  stairway  enclosures  and  corridors  shall  be  equipped
with  a  smoke  detection  and  alarm  system  of  an  approved  type,  and  complying  with  the
requirements of regulation II-2/A/9. Such systems need not be fitted in private bathrooms, and
spaces having little or no fire risk such as voids and similar spaces. Detectors operated by heat
instead  of  smoke  shall  be  installed  in  galleys.

Smoke  detectors  connected  to  the  fire  detection  and  alarm  system  shall  also  be  fitted  above
ceilings 
in  the  areas  where  ceilings  are  of  combustible
construction.

in  stairways  and  corridors 

.3.1  Hinged  fire  doors  in  stairway  enclosures,  main  vertical  zone  bulkheads  and  galley  boundaries
which  are  normally  kept  open  shall  be  self-closing  and  be  capable  of  release  from  a  central
control  station  and  from  a  position  at  the  door.

.3.2  A  panel  shall  be  placed  in  a  continuously  manned  central  control  station  to  indicate  whether
the  fire  doors  in  stairway  enclosures,  main  vertical  zone  bulkheads  and  galley  boundaries  are
closed.

.3.3  Exhaust ducts from galley ranges in which grease or fat is likely to accumulate and which pass
through  accommodation  spaces  or  spaces  containing  combustible  materials  shall  be
constructed  of  ‘A’  class  divisions.  Each  galley  range  exhaust  duct  shall  be  fitted  with:

.1  a grease trap readily removable for cleaning unless an alternative grease removal process is

fitted;

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

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

.4  fixed  means  for  extinguishing  a  fire  within  the  duct;  and

.5  suitably  located  hatches  for  inspection  and  cleaning.

.3.4  Only  public  toilets,  lifts,  lockers  of  non-combustible  materials  providing  storage  for  safety
equipment  and  open  information  counters  may  be  located  within  the  stairway  enclosure
boundaries.  Other  existing  spaces  within  the  stairway  enclosure:

.1  shall  be  emptied,  permanently  closed  and  disconnected  from  the  electrical  system;  or

.2  shall  be  separated  from  the  stairway  enclosure  by  the  provision  of  ‘A’  class  divisions  in
accordance with regulation 5. Such spaces may have direct access to stairway enclosures by
the provision of ‘A’ class doors in accordance with regulation 5, and subject to a sprinkler
system  being  provided  in  these  spaces.  However,  cabins  shall  not  directly  open  into  the
stairway enclosure.

.3.5  Spaces  other  than  public  spaces,  corridors,  public  toilets,  special  category  spaces,  other
stairways  required  by  regulation  6.1.5,  open  deck  spaces  and  spaces  covered  by  paragraph
.3.4.2  above  are  not  permitted  to  have  direct  access  to  stairway  enclosures.

.3.6  Existing machinery spaces of category (10) described in regulation II-2/B/4 and back offices for
information  counters  which  open  directly  into  the  stairway  enclosure  may  be  retained,
provided  that  they  are  protected  by  smoke  detectors  and  that  back  offices  for  information
counters  contain  only  furniture  of  restricted  fire  risk.

.3.7 

In addition to the emergency lighting required by regulations II-1/D/3 and III/5.3, the means of
escape including stairways and exits shall be marked, at all points of the escape route including
angles and intersections, by lighting or photoluminescent strip indicators placed not more than
0,3  metres  above  the  deck.  The  marking  must  enable  passengers  to  identify  all  the  routes  of
escape and readily identify the escape exits. If electric illumination is used, it shall be supplied
by  the  emergency  source  of  power  and  it  shall  be  so  arranged  that  the  failure  of  any  single
light or cut in a lighting strip, will not result in the marking being ineffective. Additionally, all

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escape route signs and fire equipment location markings shall be of photoluminescent material
or  marked  by  lighting.  The  Administration  of  the  flag  State  shall  ensure  that  such  lighting  or
photoluminescent  equipment  have  been  evaluated,  tested  and  applied  in  accordance  with  the
guidelines  as  given  in  IMO  Resolution  A.752  (18).

.3.8  A general emergency alarm system shall be provided. The alarm shall be audible throughout all
the  accommodation  and  normal  crew  working  spaces  and  open  decks,  and  its  sound  pressure
level shall comply with the standards of the Code on Alarms and Indicators adopted by IMO
in  Resolution  A.686  (17).

.3.9  A  public  address  system  or  other  effective  means  of  communication  shall  be  available

throughout  the  accommodation,  public  and  service  spaces,  control  stations  and  open  decks.

.3.10  Furniture in stairway enclosures shall be limited to seating. It shall be fixed, limited to six seats
on  each  deck  in  each  stairway  enclosure,  be  of  restricted  fire  risk,  and  shall  not  restrict  the
passenger escape route. The Administration of the Flag State may permit additional seating in
the  main  reception  area  within  a  stairway  enclosure,  if  it  is  fixed,  non-combustible,  and  does
not restrict the passenger escape route. Furniture shall not be permitted in passenger and crew
corridors  forming  escape  routes  in  cabin  areas.  In  addition  to  the  above,  lockers  of
non-combustible material, providing storage for safety equipment required by regulations, may
be  permitted.

.2 

not  later  than  1  October  2003:

.1  All  stairways  in  accommodation  and  service  spaces  shall  be  of  steel  frame  construction  except
where  the  Administration  of  the  flag  State  sanctions  the  use  of  other  equivalent  material,  and
shall  be  within  enclosures  formed  of  ‘A’  class  divisions,  with  positive  means  of  closure  at  all
openings,  except  that:

.1  a stairway connecting only two decks need not be enclosed, provided the integrity of the deck
is  maintained  by  proper  bulkheads  or  doors  in  one  between-deck  space.  When  a  stairway  is
closed  in  one  between-deck  space,  the  stairway  enclosure  shall  be  protected  in  accordance
with  the  tables  for  decks  in  regulation  5;

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

public  space.

.2  Machinery  spaces  shall  be  fitted  with  a  fixed  fire-extinguishing  system  complying  with  the

requirements  of  regulation  II-2/A/6.

.3  Ventilation ducts passing through divisions between main vertical zones shall be equipped with a
fail-safe automatic closing fire damper which shall also be capable of being manually closed from
each  side  of  the  division.  In  addition,  fail-safe  automatic  closing  fire  dampers  with  manual
operation  from  within  the  enclosure  shall  be  fitted  to  all  ventilation  ducts  serving  both
accommodation  and  service  spaces  and  stairway  enclosures  where  they  pierce  such  enclosures.
Ventilation ducts passing through a main fire zone division without serving spaces on both sides
or  passing  through  a  stairway  enclosure  without  serving  that  enclosure  need  not  be  fitted  with
dampers  provided  that  the  ducts  are  constructed  and  insulated  to  A-60  standard  and  have  no
openings  within  the  stairway  enclosure  or  in  the  trunk  on  the  side  which  is  not  directly  served.

.4  Special  category  spaces  shall  comply  with  the  requirements  of  regulation  II-2/B/14.

.5  All  fire  doors  in  stairway  enclosures,  main  vertical  zone  bulkheads  and  galley  boundaries  which
are  normally  kept  open  shall  be  capable  of  release  from  a  central  control  station  and  from  a
position  at  the  door.

3. 

not later than 1 October 2005 or 15 years after the date of construction of the ship, whichever is the
later:

.1  accommodation  and  service  spaces,  stairway  enclosures  and  corridors  shall  be  fitted  with  an
automatic  sprinkler,  fire  detection  and  fire  alarm  system  complying  with  the  requirements  of
regulation  II-2/A/8  or  with  the  IMO-guidelines  for  an  approved  equivalent  sprinkler  system  as
given  in  IMO-Resolution  A.800  (19).

17 

Special  requirements  for  ships  carrying  dangerous  goods  (R  41)

NEW  CLASS  B,  C  AND  D  SHIPS  AND  EXISTING  CLASS  B  SHIPS:

The  requirements  of  Solas  regulation  II-2/54  shall  apply,  as  appropriate,  to  passenger  ships  carrying
dangerous  goods.

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CHAPTER  III

LIFE  SAVING  APPLIANCES

1 

Definitions  (R  3)

NEW  AND  EXISTING  CLASS  B,  C  AND  D  SHIPS:

For the purpose of this chapter, unless expressly provided otherwise, the definitions of Solas regulation III/3
shall  apply  as  well,  taking  account  of  the  following  additional  definitions:

.1 

.2 

.3 

2 

Lightest sea-going condition is the loaded condition with the ship on even keel, without cargo, with
10 %  stores  and  fuel  remaining.

Marine  Evacuation  Systems  (MES)  is  an  appliance  designed  to  transfer  rapidly  large  numbers  of
persons  from  an  embarkation  station  by  means  of  a  passage  to  a  floating  platform  for  subsequent
embarkation  into  waiting  survival  craft  or  directly  into  associated  survival  craft.

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

Communication,  survival  craft  and  rescue  boats,  personal  life-saving  appliances  (R  6  +  7  +  17  +
20  +  21)

NEW  AND  EXISTING  CLASS  B,  C  AND  D  SHIPS:

Every ship shall carry at least the radio life-saving appliances, personal life-saving appliances, survival craft
and rescue boats, distress flares, line-throwing appliances specified in the following table and relative notes,
on the basis of the ship’s Class. All above appliances, including their launching appliances where applicable,
shall  comply  with  the  regulations  of  Chapter  III  of  the  Annex  to  the  1974  Solas  Convention,  as  amended,
unless  expressly  provided  otherwise  in  the  following  paragraphs.

Ship’s class

B

C

D

Number  of  persons  (N)

.  250

#  250

.  250

#  250

.  250

#  250

Survival craft (1) (2) (3) (4)
—  existing  ships
—  new  ships

Rescue  boats (4) (5)

Lifebuoys (6)

Lifejackets (8)

1,10  N 1,10  N 1,10  N 1,10  N 1,10  N 1,10  N
1,25  N 1,25  N 1,25  N 1,25  N 1,25  N 1,25  N

1

8

1

8

1

8

1

4

1

8

1

4

1,05  N 1,05  N 1,05  N 1,05  N 1,05  N 1,05  N

Child  lifejackets

0,10  N 0,10  N 0,10  N 0,10  N 0,10  N 0,10  N

Distress  flares (7)

12

12

12

12

Line-throwing  appliances

Radar  transponders

Two-way  VHF  radiotelephone  apparatus

1

1

3

1

1

3

1

1

3

1

1

3

6

—

1

3

6

—

1

2

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Notes:

(1)  Survival  craft  may  be  either  lifeboats  complying  with  Solas  regulation  III/42,  43  or  44  or  liferafts
complying with the requirements of Solas regulation III/38 and of either Solas regulation III/39 or III/40.
In  addition,  liferafts  on  ro-ro  passenger  ships  have  also  to  comply  with  the  requirements  of  regulation
III/5-1.
When  justified  by  the  sheltered  nature  of  the  voyages  and/or  the  favourable  climatic  conditions  of  the
area  of  operation,  the  Administration  of  the  flag  State  may  accept,  if  this  is  not  rejected  by  the  Host
Member  State:
(a)  open reversible inflatable liferafts not complying with Solas regulations III/39 or III/40 provided that
such  liferafts  entirely  comply  with  the  requirements  of  Annex  10  to  the  High  Speed  Craft  Code;
(b) liferafts not complying with the requirements of Solas regulation III/39.2.2.1 and III/39.2.2.2 on the

insulation  against  cold  of  the  floor  of  the  liferaft.

Survival  craft  for  existing  B,  C  and  D  ships  shall  comply  with  the  relevant  regulations  of  Solas  74  for
existing  ships  as  amended  at  the  date  of  adoption  of  this  Directive.

(2)  Survival  craft  shall,  as  far  as  practicable,  be  equally  distributed  on  each  side  of  the  ship.
(3)  The  total  number  of  survival  craft  shall  be  in  accordance  with  the  percentage  mentioned  in  the  table
above  and  the  aggregate  capacity  of  a  combination  of  survival  craft  and  additional  liferafts  shall  be
110 %  of  the  total  number  of  persons  (N)  the  ship  is  certified  to  carry.  Sufficient  number  of  survival
craft  has  to  be  carried  in  order  to  ensure  that  in  the  event  of  any  one  survival  craft  being  lost  or
rendered  unserviceable,  the  remaining  survival  craft  can  accommodate  the  total  number  of  persons  the
ship  is  certified  to  carry.

(4)  The  number  of  lifeboats  and/or  rescue  boats  shall  be  sufficient  to  ensure  that  in  providing  for
abandonment  by  the  total  number  of  persons  the  ship  is  certified  to  carry,  no  more  than  nine  liferafts
need  to  be  marshalled  by  each  lifeboat  or  rescueboat.

(5)  Rescue  boats  shall  be  served  by  their  own  launching  appliances  capable  of  launching  and  recovery.

If  a  rescue  boat  complies  with  the  requirements  of  Solas  regulation  III/47  it  may  be  included  in  the
capacity  of  the  survival  craft  specified  in  the  table  above.
At least one of the rescue boats on ro-ro passenger ships shall be a fast rescue boat complying with the
requirements  of  regulation  III/5-1.
When the Administration of the flag State considers that the installation of a rescue boat on board of a
ship is physically impossible, such ship may be exempted from carrying a rescueboat, provided the ship
meets  all  of  the  following  requirements:
(a)  the  ship  is  arranged  to  allow  a  helpless  person  to  be  recovered  from  the  water;
(b) recovery  of  the  helpless  person  can  be  observed  from  the  navigating  bridge;  and
(c)  the  ship  is  sufficiently  manoeuvrable  to  close  and  recover  persons  in  the  worst  intended

conditions.

(6)  At  least  one  lifebuoy  on  each  side  shall  be  equipped  with  a  buoyant  lifeline  equal  in  length  to  not  less
than  twice  the  height  at  which  it  is  stowed  above  the  waterline  in  the  lightest  seagoing  condition  or
30  metres,  whichever  is  the  greater.
Two lifebuoys shall be equipped with a self-activating smoke signal and a self-activating light; they shall
be capable of quick release from the navigation bridge. The remainder of the lifebuoys shall be equipped
with  self-igniting  lights,  in  compliance  with  the  provisions  of  Solas  regulation  III/31.2.

(7)  Distress  flares,  complying  with  the  requirements  of  Solas  regulation  III/35  shall  be  stowed  on  the

navigation  bridge  or  steering  position.

(8)  Lifejackets  on  board  ro-ro  passenger  ships  shall  comply  with  the  requirements  of  regulation  III/5-1.

3 

Emergency  alarm,  operating  instructions,  training  manual,  muster  lists  and  emergency  instructions
(R  6  +  8  +  9  +  18  +  19)

NEW  AND  EXISTING  CLASS  B,  C  AND  D  SHIPS:

Every  ship  shall  be  provided  with:

.1 

A  general  emergency  alarm  system  (R  6.4.2)

complying  with  the  requirements  of  Solas  regulation  III/50  and  suitable  for  summoning  passengers
and  crews  to  muster  stations  and  to  initiate  the  actions  included  in  the  muster  list.

In all ships carrying more than 36 passengers the emergency alarm system shall be supplemented by
a public address system that can be used from the bridge. The system shall be of such a nature and

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so  arranged  and  located  that  messages  read  out  over  the  system  are  readily  audible  for  persons
whose  hearing  is  normal,  in  all  place  where  persons  are  likely  to  stay  when  the  main  engine  is  in
operation.

.2 

A  public  address  system  (R  6.5)

.2.1 

In  addition  to  the  requirements  of  regulation  II-2/B/15.4  and  of  paragraph  .1,  all  passenger  ships
carrying  more  than  36  passengers  shall  be  fitted  with  a  public  address  system.  With  respect  to
existing  ships  the  requirements  of  paragraphs  .2.2,  .2.3  and  .2.5,  subject  to  the  provisions  of
paragraph .2.6, shall apply not later than the date of the first periodical survey after the date referred
to  in  Article  14  (1)  of  this  Directive.

.2.2  The  public  address  system  shall  be  one  complete  system  consisting  of  a  loudspeaker  installation
enabling the simultaneous broadcast of messages to all spaces where crew members or passengers, or
both,  are  normally  present,  and  to  assembly  stations.  It  shall  allow  for  the  broadcast  of  messages
from the navigation bridge and such other places on board the ship as the Administration of the flag
State  deems  necessary.

.2.3  The  public  address  system  shall  be  protected  against  unauthorized  use  and  be  clearly  audible  above
the ambient noise in all spaces, prescribed by paragraph .2.2, and shall be provided with an override
function  controlled  from  one  location  on  the  navigation  bridge  and  such  other  places  on  board  as
the  Administration  of  the  flag  State  deems  necessary,  so  that  all  emergency  messages  will  be
broadcast  if  any  loudspeaker  in  the  spaces  concerned  has  been  switched  off,  its  volume  has  been
turned  down  or  the  public  address  system  is  used  for  other  purposes.

.2.4  NEW  CLASS  B,  C  AND  D  SHIPS:

.1  The  public  address  system  shall  have  at  least  two  loops  which  shall  be  sufficiently  separated

throughout  their  length  and  have  two  separate  and  independent  amplifiers;  and

.2  the public address system and its performance standards shall be approved by the Administration

of  the  flag  State  having  regard  to  the  recommendations  adopted  by  the  IMO.

.2.5  The  public  address  system  shall  be  connected  to  the  emergency  source  of  electrical  power.

.2.6  Existing  ships  which  are  already  fitted  with  the  public  address  system  approved  by  the
Administration of the flag State which comply substantially with those required by paragraphs .2.2,
.2.3  and  .2.5  are  not  required  to  change  their  system.

.3 

Muster  list  and  emergency  instructions  (R  8)

Clear instructions to be followed in the event of an emergency shall be provided for every person on
board,  in  accordance  with  IMO  Resolution  A.691  (17).

Muster  lists  complying  with  the  requirements  of  Solas  regulation  III/53  shall  be  exhibited  in
conspicuous  places  throughout  the  ship  including  the  navigating  bridge,  engine  room  and  crew
accommodation spaces.

Illustrations  and  instructions  in  appropriate  languages  shall  be  posted  in  passenger  cabins  and  be
conspicuously  displayed  at  muster  stations  and  other  passenger  spaces  to  inform  passengers  of:

(i)  their  muster  station;

(ii) the  essential  actions  they  must  take  in  an  emergency;

(iii) the  method  of  donning  lifejackets.

The  person  who,  in  accordance  with  Solas  regulation  IV/16,  is  designated  to  have  primary
responsibility for radiocommunications during distress situations, shall have no other duties assigned
in  such  situations.  The  above  shall  be  reflected  in  the  muster  list  and  the  emergency  instructions.

.4 

Operating  instructions  (R  9)

Posters or signs shall be provided on or in the vicinity of survival craft and their launching controls
and shall:

(i)  illustrate the purpose of controls and the procedures for operating the appliance and give relevant

instructions  or  warnings;

(ii) be  easily  seen  under  emergency  lighting  conditions;

(iii) use  symbols  in  accordance  with  IMO  Resolution  A.760(18).

.5 

A  training  manual  (R  18.2)

A  training  manual  complying  with  the  requirements  of  Solas  regulation  III/51  shall  be  provided  in
each  crew  messroom  and  recreation  room  or  in  each  crew  cabin.

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.6 

Instructions  for  maintenance  (R  19.3)

Instructions for on-board maintenance of life-saving appliances or a shipboard planned maintenance
programme which includes the maintenance of life-saving appliances, shall be provided on board and
maintenance  shall  be  carried  out  accordingly.  The  instructions  shall  be  in  compliance  with  the
requirements  of  Solas  regulation  III/52.

4 

Manning  of  survival  craft  and  supervision  (R  10)

NEW  AND  EXISTING  CLASS  B,  C  AND  D  SHIPS:

.1 

.2 

.3 

.4 

There shall be a sufficient number of trained persons on board for mustering and assisting untrained
persons.

There  shall  be  a  sufficient  number  of  crew  members  on  board  for  operating  the  survival  craft  and
launching  arrangements  required  for  abandonment  of  the  total  number  of  persons  on  board.

An officer or certified person shall be placed in charge of each survival craft to be used. However, a
crew  member  practised  in  the  handling  and  operation  of  liferafts,  may  be  placed  in  charge  of  each
liferaft  or  group  of  liferafts.  Every  rescue  boat  and  motorized  survival  craft  shall  have  a  person
assigned  who  is  capable  of  operating  the  engine  and  carrying  out  minor  adjustments.

The master shall ensure the equitable distribution of persons referred to in paragraphs .1, .2 and .3
among  the  ship’s  survival  craft.

5 

Survival  craft  muster  and  embarkation  arrangements  (R  11  +  22  +  24)

NEW  AND  EXISTING  CLASS  B,  C  AND  D  SHIPS:

.1 

.2 

.3 

.4 

.5 

.6 

Survival  craft  for  which  approved  launching  appliances  are  required  shall  be  stowed  as  close  to
accommodation  and  service  spaces  as  possible.

Muster  stations  shall  be  provided  close  to  the  embarkation  stations  and  shall  be  readily  accessible
from  accommodation  and  work  areas  and  have  ample  room  for  marshalling  and  instruction  of  the
passengers.

Muster  and  embarkation  stations,  alleyways,  stairways  and  exits  giving  access  to  the  muster  and
embarkation  stations  shall  be  adequately  illuminated.

Such lighting shall be capable of being supplied by the emergency source of electrical power required
by  regulations  II-1/D/3  and  II-1/D/4.

Lifeboats  shall  be  capable  of  being  boarded  either  directly  from  the  stowed  position  or  from  an
embarkation  deck,  but  not  both.

Davit-launched  liferafts  shall  be  capable  of  being  boarded  from  a  position  immediately  adjacent  to
the  stowed  position  or  from  a  position  the  liferaft  is  transferred  to  prior  to  launching.

Where  necessary  means  shall  be  provided  for  bringing  the  davit-launched  survival  craft  against  the
ship’s  side  and  holding  them  alongside  so  that  persons  can  safely  embark.

NEW  CLASS  B,  C  AND  D  SHIPS:

.7 

.8 

If a survival craft launching arrangement does not allow embarkation into the survival craft before it
is  on  the  water  and  the  height  from  the  embarkation  station  to  the  water  is  more  than  4,5  metres
above the waterline in the lightest seagoing condition, an approved type of MES (Marine Evacuation
System)  shall  be  installed.

There shall be at least one embarkation ladder, complying with the requirements of Solas regulation
III/48.7  on  each  side  of  the  ship;  the  Administration  of  the  flag  State  may  exempt  a  ship  from  this
requirement provided that, in all undamaged and prescribed damage conditions of trim and heel, the
freeboard  between  the  intended  embarkation  position  and  the  waterline  is  not  more  than  1,5
metres.

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5-1  Requirements  for  ro-ro  passenger  ships  (R  24-1)

NEW  AND  EXISTING  CLASS  B,  C  AND  D  RO-RO  SHIPS:

.1 

Existing ro-ro passenger ships shall comply with the requirements of paragraph .5 not later than the
date of the first periodical survey after the date referred to in Article 14 (1) of this Directive and with
paragraphs  .2,  .3  and  .4  not  later  than  the  date  of  the  first  periodical  survey  after  1  July  2000.

.2 

Liferafts

.1  The ro-ro passenger ship’s liferafts shall be served by marine evacuation systems complying with
Solas regulation III/48.5 or launching appliances complying with Solas regulation III/48.6, equally
distributed  on  each  side  of  the  ship.

.2  Every  liferaft  on  ro-ro  passenger  ships  shall  be  provided  with  float  free  stowage  arrangements

complying  with  the  requirements  of  Solas  regulation  III/23.

.3  Every liferaft on ro-ro passenger ships shall be of a type fitted with a boarding ramp complying
with  the  requirements  of  Solas  regulation  III/39.4.1  or  Solas  regulation  III/40.4.1,  as
appropriate.

.4  Every liferaft on ro-ro passenger ships shall either be automatically self-righting or be a canopied
reversible  liferaft  which  is  stable  in  a  sea-way  and  is  capable  of  operating  safely  whichever  way
up it is floating. Open reversible liferafts may be permitted if the Administration of the flag State
considers  this  appropriate  in  view  of  the  sheltered  nature  of  the  voyage  and  the  favourable
climatic  conditions  of  the  area  and  period  of  operation,  and  provided  that  such  liferafts  entirely
comply  with  the  requirements  of  Annex  10  to  the  High  Speed  Craft  Code.

Alternatively,  the  ship  shall  carry  automatically  self-righting  liferafts  or  canopied  reversible
liferafts  in  addition  to  its  normal  complement  of  liferafts,  of  such  aggregate  capacity  as  will
accommodate  at  least  50  %  of  the  persons  not  accommodated  in  lifeboats.  This  additional
liferaft  capacity  shall  be  determined  on  the  basis  of  the  difference  between  the  total  number  of
persons on board and the number of persons accommodated in lifeboats. Every such liferaft shall
be  approved  by  the  Administration  of  the  flag  State  having  regard  to  the  recommendations
adopted  by  the  IMO.

.3 

Fast  rescue  boats

.1  At least one of the rescue boats on a ro-ro passenger ship shall be a fast rescue boat approved by
the Administration of the flag State having regard to the recommendations adopted by the IMO
by  Resolution  A.656  (16),  as  amended.

.2  Each  fast  rescue  boat  shall  be  served  by  a  suitable  launching  appliance  approved  by  the
Administration of the flag State. When approving such appliances, the Administration of the flag
State  shall  take  into  account  that  the  fast  rescue  boat  is  intended  to  be  launched  and  retrieved
even  under  severe  adverse  weather  conditions,  and  also  have  regard  to  the  recommendations
adopted  by  the  IMO.

.3  At least two crews of each fast rescue boat shall be trained and drilled regularly having regard to
section  A-VI/2,  table  A-VI/2-2  ‘Specification  of  the  minimum  standard  of  competence  in  fast
rescue  boats’  of  the  Seafarers  Training,  Certification  and  Watchkeeping  (STCW)  Code  and  the
recommendations adopted by the IMO by Resolution A.771 (18), as amended. The training and
drills  shall  include  all  aspects  of  rescue,  handling,  manoeuvring,  operating  these  craft  in  various
conditions,  and  righting  them  after  capsize.

.4  In  cases  where  the  arrangement  or  size  of  an  existing  ro-ro  passenger  ship  is  such  as  to  prevent
the  installation  of  the  fast  rescue  boat  required  by  paragraph  .3.1,  the  fast  rescue  boat  may  be
installed in place of an existing lifeboat which is accepted as a rescue boat or boat for use in an
emergency,  provided  that  all  of  the  following  conditions  are  met:

.1  the fast rescue boat installed is served by a launching appliance complying with the provisions

of  paragraph  .3.2;

.2  the  capacity  of  the  survival  craft  lost  by  the  above  substitution  is  compensated  by  the
installation of liferafts capable of carrying at least an equal number of persons served by the
lifeboat  replaced;  and

.3  such  liferafts  are  served  by  the  existing  launching  appliances  or  marine  evacuation  systems.

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.4 

Means  of  rescue

.1  Each ro-ro passenger ship shall be equipped with efficient means for rapidly recovering survivors

from  the  water  and  transferring  survivors  from  rescue  units  or  survival  craft  to  the  ship.

.2  The  means  of  transfer  of  survivors  to  the  ship  may  be  part  of  a  marine  evacuation  system,  or

may  be  part  of  a  system  designed  for  rescue  purposes.

.3  If  the  slide  of  a  marine  evacuation  system  is  intended  to  provide  the  means  of  transfer  of
survivors to the deck of the ship, the slide shall be equipped with handlines or ladders to aid in
climbing  up  the  slide.

.5 

Lifejackets

.1  Notwithstanding the requirements of Solas regulations III/7.2 and III/21.2, a sufficient number of
lifejackets shall be stowed in the vicinity of the assembly stations so that passengers do not have
to  return  to  their  cabins  to  collect  their  lifejackets.

.2  In  ro-ro  passenger  ships,  each  lifejacket  shall  be  fitted  with  a  light  complying  with  the

requirements  of  Solas  regulation  III/32.3.

5-2  Helicopter  landing  and  pick-up  areas  (R  24-3)

NEW  AND  EXISTING  CLASS  B,  C  AND  D  SHIPS:

.1 

.2 

.3 

Existing ro-ro passenger ships shall comply with the requirements of paragraph .2 of this regulation
not later than the date of the first periodical survey after the date referred to in Article 14 (1) of this
Directive.

Ro-ro  passenger  ships  shall  be  provided  with  a  helicopter  pick-up  area  approved  by  the
Administration  of  the  flag  State  having  regard  to  the  recommendations  adopted  by  the  IMO  in
Resolution  A.229  (VII),  as  amended.

New  class  B,  C  and  D  ships  of  130  metres  and  upwards  in  length  shall  be  fitted  with  a  helicopter
landing area approved by the Administration of the flag State having regard to the recommendations
adopted  by  the  IMO.

5-3  Decision  support  system  for  masters

NEW  AND  EXISTING  CLASS  B,  C  AND  D  SHIPS:

.1 

.2 

.3 

.4 

.5 

Existing  ships  shall  comply  with  the  requirements  of  this  regulation  not  later  than  the  date  of  the
first  periodical  survey  after  1  July  1999.

In  all  ships,  a  decision  support  system  for  emergency  management  shall  be  provided  on  the
navigation bridge.

The  system  shall,  as  a  minimum,  consist  of  a  printed  emergency  plan  or  plans.  All  foreseeable
emergency situations shall be identified in the emergency plan or plans, including but not limited to,
the  following  main  groups  of  emergencies:

.1  fire;

.2  damage  to  ship;

.3  pollution;

.4  unlawful  acts  threatening  the  safety  of  the  ship  and  the  security  of  its  passengers  and  crew;

.5  personnel  accidents;  and

.6  cargo-related accidents;

.7  emergency  assistance  to  other  ships.

The emergency procedures established in the emergency plan or plans shall provide decision support
to  masters  for  handling  any  combination  of  emergency  situations.

The  emergency  plan  or  plans  shall  have  a  uniform  structure  and  be  easy  to  use.  Where  applicable,
the  actual  loading  condition  as  calculated  for  the  ship’s  voyage  stability  shall  be  used  for  damage
control  purposes.

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.6 

In  addition  to  the  printed  emergency  plan  or  plans  the  Administration  of  the  flag  State  may  also
accept the use of a computer-based decision-support system on the navigation bridge which provides
all  the  information  contained  in  the  emergency  plan  or  plans,  procedures,  check  lists,  etc.,  which  is
able  to  present  a  list  of  recommended  actions  to  be  carried  out  in  foreseeable  emergencies.

6 

Launching  stations  (R  12)

NEW  AND  EXISTING  CLASS  B,  C  AND  D  SHIPS:

Launching  stations  shall  be  in  such  positions  as  to  ensure  safe  launching  having  particular  regard  to
clearance from the propeller and steeply overhanging portions of the hull, and so that survival craft can be
launched  down  the  straight  side  of  the  ship.  If  positioned  forward  they  shall  be  positioned  abaft  the
collision  bulkhead,  in  a  sheltered  position.

7 

Stowage  of  survival  craft  (R  13  +  23)

NEW  AND  EXISTING  CLASS  B,  C  AND  D  SHIPS:

.1 

Each  survival  craft  shall  be  stowed:

(a)  so  that  neither  the  survival  craft  nor  its  stowage  arrangements  will  interfere  with  other  survival

craft  launching  operations;

(b) as  near  to  the  water  surface  as  is  safe  and  practicable;  for  a  davit-launched  survival  craft  the
height  of  the  davit  head,  with  the  survival  craft  in  embarkation  position,  shall,  as  far  as
practicable,  not  exceed  15  metres  to  the  waterline  when  the  ship  is  in  its  lightest  seagoing
condition, and the position of a davit launched survival craft in the embarkation position shall be
such  that  it  stays  clear  of  the  waterline  with  the  ship  in  the  fully  loaded  condition  under
unfavourable conditions of trim and listed up to 20° either way for new ships, respectively up to
at  least  15°  either  way  for  existing  ships,  or  to  the  angle  at  which  the  ship’s  weatherdeck
becomes  submerged,  whichever  is  less;

(c)  in a state of continuous readiness so that two crew-members can prepare it for embarkation and

launching  within  5  minutes;

(d) as  far  forward  of  the  propeller  as  is  practicable;  and

(e)  fully  equipped,  as  required  by  the  relevant  Solas  regulations,  except  that  additional  liferafts  as
defined  in  note  2  to  the  table  of  regulation  III/2  may  be  exempted  from  some  of  the  Solas
requirements  for  equipment  as  mentioned  in  this  note.

.2 

Lifeboats  shall  be  stowed  attached  to  launching  appliances,  and  on  passenger  ships  of  80  metres  in
length and upwards, each lifeboat shall be so stowed that the after end of the lifeboat is not less than
1,5  times  the  length  of  the  lifeboat  forward  of  the  propeller.

.3 

Every  liferaft  shall  be  stowed:

(a)  with  its  painter  attached  to  the  ship;

(b) with  a  float-free  arrangement,  complying  with  the  requirements  of  Solas  regulation  III/38.6,
enabling  the  liferaft  to  float  free  and,  if  inflatable,  to  inflate  automatically  when  the  ship  sinks.
One float-free arrangement may be used for two or more liferafts if the float-free arrangement is
sufficient  to  comply  with  the  requirements  of  Solas  regulation  III/38.6;

(c)  so  as  to  permit  manual  release  from  its  securing  arrangements.

.4 

Davit-launched  liferafts  shall  be  stowed  within  reach  of  the  lifting  hooks,  unless  some  means  of
transfer is provided which is not rendered inoperable within the limits of trim of up to 10° and list
up  to  20°  either  way  for  new  ships  and  up  to  at  least  15°  either  way  for  existing  ships,  or  by  ship
motion  or  power  failure.

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.5 

Liferafts intended for throw-overboard launching shall be so stowed as to be in a position providing
easy  side  to  side  transfer  at  a  single  open  deck  level.  If  this  stowing  arrangement  cannot  be  met
additional  liferafts  shall  be  provided  so  that  the  total  capacity  available  on  each  side  will
accommodate  75 %  of  the  total  number  of  persons  on  board.

.6 

Liferafts  associated  with  a  Marine  Evacuation  System  (MES)  shall:

(a)  be  stowed  close  to  the  container  containing  the  MES;

(b) be capable of release from its stowage rack with arrangements which will enable it to be moored

and  inflated  alongside  the  boarding  platform;

(c)  be  capable  of  release  as  an  independent  survival  craft;  and

(d) be  provided  with  retrieving  lines  to  the  boarding  platform.

8 

Stowage  of  rescue  boats  (R  14)

NEW  AND  EXISTING  CLASS  B,  C  AND  D  SHIPS:

Rescue  boats  shall  be  stowed:

.1 

.2 

.3 

in  a  state  of  continuous  readiness  for  launching  in  no  more  than  5  minutes;

in  a  position  suitable  for  launching  and  recovery;

so that neither the rescue boat nor its stowage arrangements will interfere with the operation of any
survival  craft  at  any  other  launching  station;

.4 

if  it  is  also  a  lifeboat,  in  compliance  with  the  requirements  of  regulation  7.

9 

Survival  craft  launching  and  recovering  arrangements  (R  15)

NEW  AND  EXISTING  CLASS  B,  C  AND  D  SHIPS:

.1 

Launching  appliances  complying  with  the  requirements  of  Solas  regulation  III/48  shall  be  provided
for  all  survival  craft  except:

.1  FOR  EXISTING  CLASS  B,  C  AND  D  SHIPS:

(a)  survival craft which are boarded from a position on deck which is less than 4,5 metres above

the  waterline  in  the  lightest  seagoing  condition  and  which  either:

—  have  a  mass  of  not  more  than  185  kg;  or

—  are stowed for launching directly from the stowed position under unfavourable conditions
of  trim  of  up  to  10°  and  list  up  to  20°  either  way  for  new  ships,  and  up  to  at  least  15°
either  way  for  existing  ships;

(b) survival craft which are carried in excess of the survival craft for 110 % of the total number

of  persons  on  board;  and

(c)  provided  for  use  in  conjunction  with  a  MES.

.2  FOR  NEW  CLASS  B,  C  AND  D  SHIPS:

where, subject to survival craft and rescue boat embarkation arrangements being effective within
the  environmental  conditions  in  which  the  ship  is  likely  to  operate  and  in  all  undamaged  and
prescribed damage conditions of trim and heel, the freeboard between the intended embarkation
position  and  the  waterline  in  the  lightest  seagoing  condition  is  not  more  than  4,5  metres,  the
Administration  of  the  flag  State  may  accept  a  system  where  persons  board  liferafts  directly.

.2 

.3 

Each  lifeboat  shall  be  provided  with  an  appliance  which  is  capable  of  launching  and  recovering  the
lifeboat.

Launching and recovering arrangements shall be such that the appliance operator on the ship is able
to  observe  the  survival  craft  at  all  times  during  launching  and  for  lifeboats  during  recovery.

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.4 

.5 

.6 

.7 

.8 

Only  one  type  of  release  mechanism  shall  be  used  for  similar  survival  craft  carried  on  board  the
ship.

Falls,  where  used,  shall  be  long  enough  for  survival  craft  to  reach  the  water  with  the  ship  in  its
lightest seagoing condition, under unfavourable conditions of trim of up to 10° and list of up to 20°
either  way  for  new  ships,  and  up  to  at  least  15°  either  way  for  existing  ships.

Preparation  and  handling  of  survival  craft  at  any  one  launching  station  shall  not  interfere  with  the
prompt  preparation  and  handling  of  any  other  survival  craft  or  rescue  boat  at  any  other  station.

Means  shall  be  available  to  prevent  any  discharge  of  water  on  survival  craft  during  abandonment.

During preparation and launching, the survival craft, its launching appliance, and the area of water
into  which  it  is  to  be  launched  shall  be  adequately  illuminated  by  lighting  supplied  from  the
emergency  source  of  electrical  power  required  by  regulations  II-1/D/3  and  II-1/D/4.

10 

Rescue  boat  embarkation,  launching  and  recovery  arrangements  (R  16)

NEW  AND  EXISTING  CLASS  B,  C  AND  D  SHIPS:

.1 

.2 

.3 

.4 

.5 

The rescue boat embarkation and launching arrangements shall be such that the rescue boat can be
boarded  and  launched  in  the  shortest  possible  time.

The  rescue  boat  shall  be  capable  of  being  boarded  and  launched  directly  from  the  stowed  position
with  the  number  of  persons  assigned  to  crew  the  rescue  boat  on  board.

If the rescue boat is included in the capacity of the survival craft and the other lifeboats are boarded
from the embarkation deck the rescue boat shall, in addition to paragraph 2 above, also be capable
of  being  boarded  from  the  embarkation  deck.

Launching  arrangements  shall  comply  with  the  requirements  of  regulation  9  above.  However  all
rescue  boats  shall  be  capable  of  being  launched,  where  necessary  utilizing  painters,  with  the  ship
making  headway  at  speeds  up  to  five  knots  in  calm  water.

Recovery  time  of  the  rescue  boat  shall  be  not  more  than  five  minutes  in  moderate  sea  conditions
when loaded with its full complement of persons and equipment. If the rescue boat is included in the
capacity of the survival craft, this recovery time shall be possible when loaded with its survival craft
equipment  and  the  approved  rescue  boat  complement  of  at  least  six  persons.

11 

Emergency  instructions

NEW  AND  EXISTING  CLASS  B,  C  AND  D  SHIPS:

A  passenger  safety  briefing  shall  be  given  immediately  before  or  after  departure;  this  briefing  shall  at  least
include the instructions required by regulation III/3.2; it shall be made by means of an announcement on the
ship’s  public  address  system  or  by  other  suitable  means.

12 

Operational  readiness,  maintenance  and  inspections  (R  19)

NEW  AND  EXISTING  CLASS  B,  C  AND  D  SHIPS:

.1 

Before  the  ship  leaves  port  and  at  all  times  during  the  voyage  all  lifesaving  appliances  shall  be  in
working  order  and  ready  for  immediate  use.

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.2 

Maintenance  and  inspections  of  lifesaving  appliances  shall  be  carried  out  in  accordance  with  the
requirements  of  Solas  regulation  III/19.

13 

Abandon  ship  training  and  drills  (R  18  +  R  25)

NEW  AND  EXISTING  CLASS  B,  C  AND  D  SHIPS:

.1 

An  abandon  ship  drill  and  fire  drill  shall  take  place  weekly.

Each member of the crew shall participate in at least one abandon ship drill and one fire drill every
month. The drills of the crew shall take place before departure of the ship if more than 25 % of the
crew  have  not  participated  in  abandon  ship  and  fire  drills  on  board  that  particular  ship  in  the
previous  month.

If  a  muster  of  the  passengers  is  not  held  on  departure  of  the  ship,  the  attention  of  the  passengers
shall  be  drawn  to  the  emergency  instructions  required  by  regulation  3.3.

Each  abandon  ship  drill  shall  include  the  actions  required  in  Solas  regulation  III/18.3.4.

Lifeboats and rescue boats shall be lowered at successive drills in accordance with the provisions of
Solas  regulation  III/18  paragraphs  3.5,  3.7,  3.8,  3.9  and  3.10.

On-board  training  and  instructions  shall  be  given  to  crew  members  in  accordance  with  the
provisions  of  Solas  regulation  III/18.4.

.2 

.3 

.4 

.5 

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ANNEX  II

FORM  OF  PASSENGER  SHIP  SAFETY  CERTIFICATE

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PASSENGER  SHIP  SAFETY  CERTIFICATE

(Official  seal) 

(State)

Issued  under  the  provisions  of  the

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

(name  of  the  relevant  measure(s)  introduced  by  the  Flag  State)

and confirming compliancy of the vessel named hereafter with the provisions of Council Directive 98/18/EC
on  safety  rules  and  standards  for  passenger  ships

under  the  authority  of  the  Government  of

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

(full  official  designation  of  the  Flag  State)

by

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

(full  official  designation  of  the  competent  organisation  recognised  under  the  provisions  of  Council  Directive  94/57/EC)

Name  of  the  ship

Distinctive  numbers  or  letters

Port  of  registry

Number  of  passengers

IMO  number (1): 

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Length:  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Date  on  which  the  keel  was  laid  or  ship
was  at  a  similar  stage  of  construction: 

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Date  of  initial  survey: 

. . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Class  of  ship  in  accordance  with  the  sea  area
in  which  the  ship  is  certified  to  operate: 

A  /  B  /  C  /  D (2)

subject  to  following  restrictions  or  additional  requirements (3): 

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

(1)  IMO  ship  identification  number  in  accordance  with  Resolution  A.600(15),  if  any.
(2)  Delete  as  appropriate.
(3)  Record of any restriction applicable by reason of either the route, area of operation or restricted period of operation or

any  additional  requirement  due  to  specific  local  circumstances.

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Initial survey

(Reverse  of  certificate)

This  is  to  certify,

1.  that  the  ship  has  been  surveyed  in  accordance  with  Article  10  of  Council  Directive  98/18/EC,

2.  that  the  survey  showed  that  the  ship  fully  complies  with  the  requirements  of  Council  Directive

98/18/EC,  and

3.  that the ship is, under the authority conferred by Article 7(3) of Council Directive 98/18/EC, exempted

from  the  following  requirements  of  the  Directive:

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Conditions,  if  any,  on  which  the  exemptions  are  granted:

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

4.  that  the  following  subdivision  load  lines  have  been  assigned:

Subdivision  load  lines  assigned  and
marked  on  the  ship’s  side  at  amid-
ships  (Regulation  II-1/B/11)

Freeboard  (in  mm)

Remarks  with  regard  to  alternative
service conditions:

C.1 (1)

C.2

C.3

This  certificate  is  valid  until  . . . . . . . . . . . . . . . .  (date  of  next  renewal  survey)  in  accordance  with  Article
10  of  Council  Directive  98/18/EC.

Issued  at 

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

on 

. . . . . . . . . . . . . . . . . . 19 . .

(Place  of  issue  of  certificate)

(Date  of  issue)

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

(Signature  of  official  issuing  the  certificate)

and/or

(Seal  of  issuing  authority)

If  signed,  the  following  paragraph  is  to  be  added:

The undersigned declares that he is duly authorised by the said Flag State to issue this Passenger Ship Safety
Certificate.

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
(Signature)

(1)  The Arabic numerals following the letter ‘C’ in the subdivision load line notations may be replaced by Roman numerals
or  letters  if  the  Administration  of  the  flag  State  considers  this  necessary  to  distinguish  them  from  the  international
subdivision  load  line  notations.

15.5.98

EN

Official  Journal  of  the  European  Communities

L  144/115

Periodical surveys

(Next  page  of  certificate)

This is to certify that a periodical survey as required by Article 10 of Council Directive 98/18/EC has been
carried out and that the survey showed that the ship was found to comply with all the relevant requirements
of  Council  Directive  98/18/EC.

Place  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Date 

. . . . . . . . . . . . . . . . . . . . .

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

(Signature  and/or  seal  of  issuing  authority)

Place  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Date 

. . . . . . . . . . . . . . . . . . . . .

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

(Signature  and/or  seal  of  issuing  authority)

Place  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Date 

. . . . . . . . . . . . . . . . . . . . .

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

(Signature  and/or  seal  of  issuing  authority)

Place  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Date 

. . . . . . . . . . . . . . . . . . . . .

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

(Signature  and/or  seal  of  issuing  authority)

Place  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Date 

. . . . . . . . . . . . . . . . . . . . .

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

(Signature  and/or  seal  of  issuing  authority)