Proposal for a Directive of the European Parliament and of the Council on safety rules and standards for passenger ships (Recast)
Date: 2007-11-29
Institutions: European Commission
Subjects: carriage of passengers, drafting of EU law, safety standard, transport safety, vessel

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COMMISSION OF THE EUROPEAN COMMUNITIES 

Brussels, 29.11.2007 
COM(2007) 737 final 

2007/0257 (COD) 

Proposal for a 

DIRECTIVE OF THE EUROPEAN PARLIAMENT AND OF THE COUNCIL 

on safety rules and standards for passenger ships 

(Recast) 

(présentée par la Commission) 

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1. 

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EXPLANATORY MEMORANDUM 

On 1 April 1987 the Commission decided1 to instruct its staff that all legislative acts 
should  be  codified  after  no  more  than  ten  amendments,  stressing  that  this  is  a 
minimum  requirement  and  that  departments  should  endeavour  to  codify  at  even 
shorter  intervals  the  texts  for  which  they  are  responsible,  to  ensure  that  the 
Community rules are clear and readily understandable. 

The  codification  of  Council  Directive  98/18/EC  of  17  March  1998  on  safety  rules 
and  standards  for  passenger  ships2  has  been  initiated  by  the  Commission.  The  new 
Directive was to have superseded the various acts incorporated in it3. 

In the meantime Decision 1999/468/EC of 28 June 1999 laying down the procedures 
for  the  exercise  of  implementing  powers  conferred  on  the  Commission4  has  been 
amended  by  Decision  2006/512/EC,  which  introduced  a  regulatory  procedure  with 
scrutiny for measures of general scope designed to amend non-essential elements of 
a  basic  instrument  adopted  in  accordance  with  the  procedure  referred  to  in 
Article 251  of  the  Treaty,  including  by  deleting  some  of  those  elements  or  by 
supplementing the instrument by the addition of new non-essential elements. 

In accordance with the joint statement of the European Parliament, the Council and 
the Commission5 on Decision 2006/512/EC, for this new procedure to be applicable 
to instruments adopted in accordance with the procedure laid down in Article 251 of 
the  Treaty  which  are  already  in  force,  those  instruments  must  be  adjusted  in 
accordance with the applicable procedures. 

It is therefore appropriate to transform the codification of Directive 98/18/EC into a 
recast  in  order  to  incorporate  the  amendments  necessary  for  the  adjustment  to  the 
regulatory procedure with scrutiny. 

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COM(87) 868 PV. 
Carried out pursuant to the Communication from the Commission to the European Parliament and the 
Council – Codification of the Acquis communautaire, COM(2001) 645 final. 
See Annex IV, Part A of this proposal. 
OJ  L  184,  17.7.1999,  p.  23.  Decision  as  amended  by  Decision  2006/512/EC  (OJ  L  200,  22.7.2006, 
p. 11). 
OJ C 255, 21.10.2006, p. 1. 

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(cid:208) 98/18/EC (adapted) 

2007/0257 (COD) 

Proposal for a 

DIRECTIVE OF THE EUROPEAN PARLIAMENT AND OF THE COUNCIL 

on safety rules and standards for passenger ships 

(Text with EEA relevance) 

THE EUROPEAN PARLIAMENT AND THE COUNCIL OF THE EUROPEAN UNION, 

Having  regard  to  the  Treaty  establishing  the  European  Community,  and  in  particular 
Article ⌦ 80(2) ⌫ thereof, 

Having regard to the proposal from the Commission1, 

Having regard to the opinion of the European Economic and Social Committee2, 

Having regard to the opinion of the Committee of the Regions3, 

Acting in accordance with the procedure laid down in Article ⌦ 251 ⌫ of the Treaty4, 

Whereas: 

(1) 

Council  Directive  98/18/EC  of  17  March  1998  on  safety  rules  and  standards  for 
passenger  ships5  has  been  substantially  amended  several  times6.  Since  further 
amendments are to be made, it should be recast in the interests of clarity. 

(cid:216) new 

(2)  Within  the  framework  of  the  common  transport  policy  measures  must  be  adopted  to 

enhance safety in maritime transport. 

(cid:208) 98/18/EC Recital 1 

1 
2 
3 
4 
5 

6 

OJ C […],[…], p. […]. 
OJ C […],[…], p. […]. 
OJ C […],[…], p. […]. 
OJ C […],[…], p. […]. 
OJ L 144, 15.5.1998, p. 1. Directive as last amended by Commission Directive 2003/75/EC (OJ L 190, 
30.7.2003, p. 6). 
See Annex IV, Part A. 

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(3) 

The Community is seriously concerned about shipping casualties in which passenger 
ships were involved resulting in a massive loss of life. Persons using 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. 

(cid:208) 98/18/EC Recital 2 

(cid:208) 98/18/EC Recital 3 

(4)  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 introduction of measures to encourage improvements in the safety and health of 
workers  at  work7  and  the  relevant  provisions  of  its  relevant  individual  directives  are 
applicable  to  the  use  of  such  equipment  on  passenger  ships  engaged  on  domestic 
voyages. 

(5) 

(6) 

(cid:208) 98/18/EC Recital 4 (adapted) 

The  provision  of  maritime  passenger  transport  services  between  Member  States  has 
already  been  liberalised  by  Council  Regulation  (EEC)  No  4055/86  of  22  December 
1986  applying  the  principle  of  freedom  to  provide  services  to  maritime  transport 
between  Member  States  and  between  Member  States  and  third  countries8.  The 
application of the principle of freedom to provide services to maritime transport within 
Member  States  (maritime  cabotage)  ⌦ has  been ⌫  provided  for  by  Council 
Regulation (EEC) No 3577/929. 

(cid:208) 98/18/EC Recital 5 (adapted) 

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.  Standards  for  vessels  operating  international 
voyages  are  being  developed  within  the  International  Maritime  Organisation  (IMO). 
Procedures  to  request  action  at  the  IMO  in  order  to  bring  in  line  the  standards  for 
international voyages with the standards of this Directive ⌦ should be available ⌫ . 

(7) 

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. 

(cid:208) 98/18/EC Recital 7 

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OJ  L  183,  29.6.1989,  p.  1.  Directive  as  last  amended  by  Directive  2007/30/EC  of  the  European 
Parliament and of the Council (OJ L 165, 27.6.2007, p. 21,). 
OJ  L  378,  31.12.1986,  p.  1.  Regulation  as  amended  by  Regulation  (EEC)  No  3573/90  (OJ  L  353, 
17.12.1990, p. 16). 
OJ L 364, 12.12.1992, p. 7. 

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(8) 

(9) 

(cid:208) 98/18/EC Recital 8 

In view of the proportionality principle, a Directive is the appropriate legal instrument 
as  it  provides  a  framework  for  a  uniform  and  compulsory  application  of  the  safety 
standards by Member States, while leaving to each Member State the right to decide 
the implementation tools that best fit its internal system. 

(cid:208) 98/18/EC Recital 9 

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. It is, however, necessary to exclude some categories of ships for which 
the rules of this Directive are technically unsuitable or economically unviable. 

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

(cid:208) 98/18/EC Recital 10 

(cid:208) 98/18/EC Recital 11 (adapted) 

(11)  The  main  reference  framework  for  the  safety  standards  should  be  the  1974 
International Convention for the Safety of Life at Sea (the 1974 SOLAS Convention) 
⌦ in  its  up-to-date  version ⌫,  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 ⌦ that ⌫ Convention. 

(cid:208) 98/18/EC Recital 12 

(12)  The  various  classes  of  both  new  and  existing  passenger  ships  require  a  different 
approach for establishing safety requirements guaranteeing an equivalent safety level 
in view of the specific needs and limitations of these various classes. It is appropriate 
to  make  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.  

(13)  The financial and technical implications arising from the upgrading of existing ships to 
the standards provided for by ⌦ this ⌫ Directive justify certain transitional periods. 

(cid:208) 98/18/EC Recital 13 (adapted) 

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(14) 

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. 

(cid:208) 98/18/EC Recital 14 

(15)  Shipborne  marine  equipment,  complying  with 

the  provisions  of  Council 
Directive 96/98/EC  of  20  December  1996  on  marine  equipment10,  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. 

(cid:208) 98/18/EC Recital 15 

(cid:208) 2003/24/EC Recitals 4 and 5 
(adapted) 

(16)  Directive 2003/25/EC of the European Parliament and of the Council of 14 April 2003 
on  specific  stability  requirements  for  ro-ro  passenger  ships11  ⌦ introduced ⌫ 
strengthened  stability  requirements  for  ro-ro  passenger  vessels  operating  on 
international  services  to  and  from  Community  ports,  and  this  enhanced  measure 
should also apply to certain categories of such vessels operating on domestic services 
under the same sea conditions. Failure to apply such stability requirements should be 
grounds  for  phasing  out  ro-ro  passenger  ships  after  a  certain  number  of  years  of 
operation.  In  view  of  the  structural  modifications  that  the  existing  ro-ro  passenger 
ships may need to undergo in order to comply with the specific stability requirements, 
those requirements should be introduced over a period of years in order to allow to the 
part  of  the  industry  affected  sufficient  time  to  comply:  to  that  end,  a  phasing-in 
timetable for existing ships should be provided. This phasing-in timetable should not 
affect  the  enforcement  of  the  specific  stability  requirements  in  the  sea  areas  covered 
by the Annexes to the Stockholm Agreement of 28 February 1996. 

(17) 

It is important to apply appropriate measures to ensure the access in safe conditions of 
persons  with  reduced  mobility  to  ships  and  high-speed  passenger  craft  operating  on 
domestic services in the Member States. 

(cid:208) 2003/24/EC Recital 8 

(18)  Subject  to  control  under  the  Committee  procedure,  Member  States  may  adopt 
additional  safety  requirements  if  justified  by  local  circumstances,  permit  the  use  of 
equivalent standards, or adopt exemptions from the provisions of this Directive under 

(cid:208) 98/18/EC Recital 17 

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11 

OJ  L  46,  17.2.1997,  p.  25.  Directive  as  last  amended  by  Directive  2002/84/EC  of  the  European 
Parliament and of the Council (OJ L 324, 29.11.2002, p. 53). 
OJ  L  123,  17.5.2003,  p.  22.  Directive  as  amended  by  Commission  Directive  2005/12/EC  (OJ  L  48, 
19.2.2005, p. 19). 

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certain  operating  conditions,  or  adopt  safeguard  measures  in  exceptional  dangerous 
circumstances. 

(cid:208) 2002/84/EC Recital 3 (adapted) 

(19)  Regulation  (EC)  No  2099/2002  of  the  European  Parliament  and  of  the  Council  of 
5 November  2002,  establishing  a  Committee  on  Safe  Seas  and  the  Prevention  of 
Pollution  from  Ships  (COSS)  and  amending  the  Regulations  on  maritime  safety  and 
the prevention of pollution from ships12 ⌦ centralised ⌫ the tasks of the committees 
established  under  the  pertinent  Community  legislation  on  maritime  safety,  the 
prevention of pollution from ships and the protection of shipboard living and working 
conditions. 

(20)  The measures necessary for the implementation of this Directive should be adopted in 
accordance  with  Council  Decision  1999/468/EC  of  28  June  1999  laying  down  the 
procedures for the exercise of implementing powers conferred on the Commission13. 

(cid:208)  

(cid:208) 98/18/EC Recital 19 (adapted) 
(cid:214) new 

(21)  ⌦ Power  should  be  conferred  on  the  Commission  in  particular  to  adapt ⌫  certain 
provisions  of  this  Directive,  as  well  as  Annex  I,  to  take  account  of  developments  at 
international level and specifically amendments to International Conventions. (cid:214) Since 
those measures are of general scope and are designed to amend non-essential elements 
of this Directive, they should be adopted in accordance with the regulatory procedure 
with scrutiny provided for in Article 5a of Decision 1999/468/EC.  

(22)  For  the  control  of  the  effective  implementation  and  enforcement  of  this  Directive, 
surveys ⌦ should ⌫  be  carried  out  on  new  and  existing  passenger  ships  and  craft. 
Compliance  with  this  Directive  ⌦ should ⌫  be  certified  by  or  on  behalf  of  the 
Administration of the flag State. 

(cid:208) 98/18/EC Recital 20 (adapted) 

(cid:208) 98/18/EC Recital 16 (adapted) 

(23) 

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 ⌦ should ⌫ control compliance with the provisions of this Directive 
⌦ on  the  basis  of  provisions  modelled ⌫  on  those  ⌦ laid  down ⌫  in  [Council 
Directive  95/21/EC  of  19  June  1995  concerning  the  enforcement,  in  respect  of 
shipping using Community ports and sailing in the waters under the jurisdiction of the 

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OJ L 324, 29.11.2002, p. 1. Regulation as last amended by Commission Regulation (EC) No 93/2007 
(OJ L 22, 31.1.2007, p. 12). 
OJ  L  184,  17.7.1999,  p.  23.  Decision  as  amended  by  Decision  2006/512/EC  (OJ  L  200,  22.7.2006, 
p. 11). 

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Member  States,  of  international  standards  for  ship  safety,  pollution  prevention  and 
shipboard living and working conditions (port State control)]14. 

(24)  The  new  elements  introduced  into  this  Directive  only  concern  the  committee 
procedures. They therefore do not need to be transposed by the Member States. 

(cid:216) new 

(25)  This  Directive  should  be  without  prejudice  to  the  obligations  of  the  Member  States 
relating  to  the  time-limits  for  transposition  into  national  law  and  application  of  the 
Directives set out in Annex IV, Part B, 

(cid:208)  

HAVE ADOPTED THIS DIRECTIVE: 

(cid:208) 98/18/EC 

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 

For the purpose of this Directive: 

(cid:208) 2002/84/EC Art. 7 pt. 1 

(a) 

(b) 

‘International Conventions’ means the 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 their up-to-date 
versions; 

‘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, in its up-to-date version; 

14 

OJ L 157, 7.7.1995, p. 1. Directive as last amended by Directive 2002/84/EC. 

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(c) 

(d) 

‘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, in its up-to-date version; 

‘GMDSS’  means  the  Global  Maritime  Distress  and  Safety  System  as  laid  down  in 
Chapter IV of the 1974 SOLAS Convention, in its up-to-date version; 

(e) 

‘a passenger ship’ means a ship which carries more than 12 passengers; 

(cid:208) 98/18/EC 

(f) 

‘ro-ro passenger ship’ means a ship carrying more than 12 passengers, having ro-ro 
cargo spaces or special category spaces, as defined in Regulation II-2/A/2 contained 
in Annex I; 

(cid:208) 2003/24/EC Art. 1 pt. 1 

(cid:208) 2002/84/EC Art. 7 pt. 1 
(adapted) 

(g) 

‘high speed passenger craft’ means a high speed craft as defined in Regulation X/1 of 
the 1974 SOLAS Convention, in its up-to-date version, which carries more than 12 
passengers  ⌦ ,  with  the  exception  of ⌫  passenger  ships  engaged  on  domestic 
voyages in sea areas of Class B, C or D when: 

(cid:208) 2002/84/EC Art. 7 pt. 1 

(i) 

their  displacement  corresponding  to  the  design  waterline  is  less  than  500 m3, 
and 

(ii) 

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

(h) 

‘new ship’ means a ship the keel of which ⌦ was ⌫ laid or which ⌦ was ⌫ at a 
similar  stage  of  construction  on  or  after  ⌦ 1  July  1998 ⌫;  a  ‘similar  stage  of 
construction’ means the stage at which: 

(cid:208) 98/18/EC (adapted) 

(i) 

construction identifiable with a specific ship begins; and 

(cid:208) 98/18/EC 

(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; 

(i) 

‘existing ship’ means a ship which is not a new ship; 

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(j) 

‘age’  means  the  age  of  the  ship,  expressed  in  number  of  years  after  the  date  of  its 
delivery; 

(cid:208) 2003/24/EC Art. 1 pt. 1 

(k) 

‘passenger’ means every person other than: 

(cid:208) 98/18/EC 

(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; 

‘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; 

the  bow  height  defined 

‘bow  height’  means 
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; 

in  Regulation  39  of 

‘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  fitted  with  weathertight  closing 
appliances; 

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

‘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; 

(l) 

(m) 

(n) 

(o) 

(p) 

(q) 

‘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; 

(r) 

‘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; 

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(s) 

(t) 

(u) 

(v) 

‘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; 

‘Administration of the flag State’ means the competent authorities of the State whose 
flag the ship or craft is entitled to fly; 

‘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; 

‘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]15; 

(w) 

‘a mile’ is 1 852 metres; 

(x) 

‘significant wave height’ means the average height of the one third highest observed 
wave heights over a given period; 

(y) 

‘persons with reduced mobility’ means anyone who has a particular difficulty when 
using  public  transport,  including  elderly  persons,  disabled  persons,  persons  with 
impairments  and  wheelchair  users,  pregnant  women  and  persons 
sensory 
accompanying small children. 

(cid:208) 2003/24/EC Art. 1 pt. 1 

(cid:208) 98/18/EC (adapted) 

Article 3 

Scope   

1. This Directive applies to ⌦ the following passenger ships and craft, ⌫ regardless of their 
flag, when engaged on domestic voyages: 

(a) 

(b) 

(c) 

new passenger ships; 

existing passenger ships of 24 metres in length and above; 

high speed passenger craft. 

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: 

15 

OJ L 319, 12.12.1994, p. 20. 

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(a) 

passenger ships which are: 

(i) 

ships of war and troopships, 

(ii) 

ships not propelled by mechanical means, 

(iii)  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)), 

(iv)  wooden ships of primitive build, 

(v)  original, and individual replicas of, historical passenger ships designed before 

1965, built predominantly with the original materials, 

(vi)  pleasure  yachts  unless  they  are  or  will  be  crewed  and  carrying  more  than 

12 passengers for commercial purposes, 

(vii)  ships exclusively engaged in port areas; 

(b) 

high speed passenger craft which are: 

(i) 

craft of war and troopcraft, 

(cid:208) 98/18/EC 

(ii)  pleasure  craft,  unless  they  are  or  will  be  crewed  and  carrying  more  than 

12 passengers for commercial purposes, and 

(iii)  craft exclusively engaged in port areas. 

Article 4 

Classes of passenger ships 

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

‘Class A’  means  a  passenger  ship  engaged  on  domestic  voyages  other  than  voyages 

covered by Classes B, C and D. 

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

‘Class C’  means  a  passenger  ship  engaged  on  domestic  voyages  in  sea  areas  where  the 
probability of exceeding 2,5 m significant wave height is smaller than 10 % over 
a  one-year  period  for  all-year-round  operation,  or  over  a  specific  restricted 
period of the year for operation exclusively in such period (e.g. summer period 
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 

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persons can land, corresponding to the medium tide height. 

EN 

13 

   EN 

 
‘Class D’  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  one-year  period  for  all-year-round  operation,  or  over  a  specific  restricted 
period of the year for operation exclusively in such period (e.g. summer period 
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. 

(cid:208) 2003/24/EC Art. 1 pt. 2 

2. Each Member State shall: 

(a) 

(b) 

(c) 

establish,  and  update,  when  necessary,  a  list  of  sea  areas  under  its  jurisdiction, 
delimiting  the  zones  for  all-year-round  operation  and,  where  appropriate,  restricted 
periodical  operation  of  the  classes  of  ships,  using  the  criteria  for  classes  set  out  in 
paragraph 1; 

publish  the  list  in  a  public  database  available  on  the  Internet  site  of  the  competent 
maritime authority; 

notify to the Commission the location of such information, and when modifications 
are made to the list. 

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

(cid:208) 98/18/EC 

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 9(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 13 issued by another Member State for passenger ships when engaged 
on domestic voyages. 

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

EN 

14 

   EN 

 
 
 
(cid:208) 98/18/EC (adapted) 

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

(cid:208) 98/18/EC 
(cid:206)1 2002/84/EC Art. 7 pt. 2 

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 the standards specified for classification by 
the rules of a recognised organisation, or equivalent rules used by an Administration 
in accordance with [Article 14(2) of Directive 94/57/EC]; 

(b) 

the provisions of Chapters IV, including the 1988 GMDSS amendments, V and VI of 
the 1974 SOLAS Convention, (cid:206)1 in its up-to-date version , shall apply; 

(cid:208) 98/18/EC (adapted) 
(cid:206)1 2002/84/EC Art. 7 pt. 2 

(c) 

the provisions for shipborne navigational equipment of Regulation 12, Chapter V of 
the  1974  SOLAS  Convention,  (cid:206)1 in  its  up-to-date  version ,  shall  apply. 
Shipborne navigational equipment, as listed in Annex A.1 to Directive 96/98/EC and 
complying  with  the  provisions  of  the  latter,  ⌦ shall  be ⌫  considered  to  be  in 
conformity with the type approval requirements of Regulation 12⌦ , Chapter V of 
the 1974 SOLAS Convention ⌫. 

2. With regard to new passenger ships: 

(a) 

general requirements: 

(cid:208) 98/18/EC 

EN 

15 

   EN 

 
 
 
 
 
(cid:208) 98/18/EC (adapted) 
(cid:206)1 2002/84/EC Art. 7 pt. 2 

(i) 

new passenger ships of Class A shall comply entirely with the requirements of 
the  1974  SOLAS  Convention,  (cid:206)1 in  its  up-to-date  version ,  and  with  the 
specific  relevant  requirements  specified  in ⌦ the  enacting  terms  of ⌫ this 
Directive  and  in  Annex  I  thereto;  for  those  regulations,  for  which  SOLAS 
the 
leaves  the  interpretation  to  the  discretion  of 
Administration of the flag State shall apply the interpretations as contained in 
Annex I to this Directive; 

the  Administration, 

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

(cid:208) 98/18/EC (adapted) 

(b) 

load line requirements: 

(i) 

(ii) 

all new passenger ships of 24 metres in length and above shall comply with the 
1966 International Convention on Load Lines; 

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  points  (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: 

(cid:208) 98/18/EC (adapted) 
(cid:206)1 2002/84/EC Art. 7 pt. 2 

(a) 

existing  passenger  ships  of  Class  A  shall  comply  with  the  regulations  for  existing 
passenger  ships  defined  in  the  1974  SOLAS  Convention,  (cid:206)1 in  its  up-to-date 
version ,  and  with  the  specific  relevant  requirements  ⌦ in  the  enacting 
terms ⌫of  this  Directive  and in Annex  I thereto; 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 to this Directive; 

(b) 

existing  passenger  ships  of  Class  B  shall  comply  with  the  specific  relevant 
requirements ⌦ in the enacting terms ⌫ of this Directive and in Annex I; 

(cid:208) 98/18/EC (adapted) 

EN 

16 

   EN 

 
 
 
 
 
(c) 

(d) 

(e) 

(f) 

existing passenger ships of Classes C and D shall comply with the specific relevant 
requirements  ⌦ in  the  enacting  terms ⌫  of  this  Directive  and in  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; 

(cid:208) 98/18/EC (adapted) 

where a Member State is of the view that rules required by the Administration of the 
host  State  pursuant  to  point  (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 ⌦ referred to ⌫ in Article 11(2); 

(cid:208) 98/18/EC 

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; 

the  provisions  of  point  (a),  unless  earlier  dates  are  specified  in  the  1974  SOLAS 
Convention, and the provisions of points (b) and (c), unless earlier dates are specified 
in Annex I to this Directive, 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; 

(ii)  on or after 1 January 1940, but before 31 December 1962: until 1 July 2007; 

(iii)  on or after 1 January 1963, but before 31 December 1974: until 1 July 2008; 

(iv)  on or after 1 January 1975, but before 31 December 1984: until 1 July 2009; 

(v)  on or after 1 January 1985, but before ⌦ 1 July 1998 ⌫: until 1 July 2010; 

(cid:208) 98/18/EC (adapted) 

EN 

17 

   EN 

 
 
 
 
 
4. With regard to high speed passenger craft: 

(cid:208) 98/18/EC 

(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: 

– 

– 

– 

(cid:208) 98/18/EC (adapted) 

their  keel  was  laid  or ⌦ they  were ⌫  at  a  similar  stage  of  construction  not 
later than ⌦ 4 June 1998 ⌫, and 

delivery  and  commissioning  ⌦ has  taken ⌫  place  not  later  than  ⌦ 4 
December 1998 ⌫, and 

(cid:208) 98/18/EC 

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

(b) 

high  speed  passenger  craft  constructed  before  1  January  1996  and  complying  with 
the  requirements  of  the  High  Speed  Craft  Code  shall  continue  operation  certified 
under that Code;  

(cid:208) Corrigendum 98/18/EC 
(OJ L 113, 12.5.2000, p. 55) 

(cid:208) 98/18/EC (adapted) 

high  speed  passenger  craft  constructed  before  1  January  1996  and  not  complying 
with  the  requirements  of  the  High  Speed  Craft  Code  may  not  be  engaged  on 
domestic  voyages,  unless  they  were  already  in  operation  on  domestic  voyages  in  a 
Member State ⌦ on 4 June 1998 ⌫, 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; 

(c) 

the construction and maintenance of high speed passenger craft and their 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]. 

(cid:208) 98/18/EC 

EN 

18 

   EN 

 
 
 
 
 
 
 
(cid:208) 2003/24/EC Art. 1 pt. 3 
(adapted) 

Article 7 

Stability requirements and phasing-out of ro-ro passenger ships 

1.  All  ro-ro  passenger  ships  of  Classes  A,  B,  and  C,  the  keel  of  which  ⌦ was ⌫  laid  or 
which ⌦ were ⌫ at a similar stage of construction on or after 1 October 2004 shall comply 
with Articles 6, 8 and 9 of Directive 2003/25/EC . 

2. All ro-ro passenger ships of Classes A and B, the keel of which ⌦ was ⌫ laid or which 
⌦ were ⌫  at  a  similar  stage  of  construction  before  1  October  2004  shall  comply  with 
Articles 6, 8 and 9 of Directive 2003/25/EC by 1 October 2010, unless they are phased out on 
that date, or on a later date on which they reach the age of 30 years but in any case not later 
than 1 October 2015. 

Article 8 

Safety requirements for persons with reduced mobility 

1. Member States shall ensure that appropriate measures are taken, based, where practicable, 
on the guidelines in Annex III, to enable persons with reduced mobility to have safe access to 
all passenger ships of Classes A, B, C and D and to all high-speed passenger craft, used for 
public transport, the keel of which ⌦ was ⌫ laid or which ⌦ were ⌫ at a similar stage of 
construction on or after 1 October 2004. 

2.  Member  States  shall  cooperate  with  and  consult  organisations  representing  persons  with 
reduced mobility on the implementation of the guidelines included in Annex III. 

3.  For  the  purpose  of  modification  of  passenger  ships  of  Classes  A,  B,  C  and  D  and  high-
speed passenger craft, used for public transport, the keel of which ⌦ was ⌫ laid or which 
⌦ were ⌫  at  a  similar  stage  of  construction  before  1  October  2004,  Member  States  shall 
apply the guidelines in Annex III as far as reasonable and practicable in economic terms. 

Member States shall draw up a national action plan on how the guidelines shall be applied to 
such  ships  and  craft.  They  shall  forward  that  plan  to  the  Commission  not  later  than 
17 May 2005. 

4. Member States shall ⌦, not later than 17 May 2006, ⌫ report to the Commission on the 
implementation  of  this  Article  as  regards  all  passenger  ships  referred  to  in  paragraph  1, 
passenger ships referred to in paragraph 3 certified to carry more than 400 passengers and all 
high-speed passenger craft. 

EN 

19 

   EN 

 
 
(cid:208) 98/18/EC (adapted) 

Article 9 

Additional safety requirements, equivalents, exemptions and safeguard measures 

1.  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,  they  may,  subject  to  the  procedure  laid  down  in 
paragraph 4, adopt measures to improve the safety requirements. 

2. 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. 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 this Directive 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. 

4. A Member State which avails itself of the provisions of paragraphs 1, 2 or 3 shall proceed 
⌦ in accordance with the second to sixth subparagraphs. ⌫ 

The  Member  State  shall  notify  the  Commission  of  the  measures  which  it  intends  to  adopt, 
including particulars to the extent necessary to confirm that the level of safety is adequately 
maintained.  

If, within a period of six months from the notification, it is decided, in accordance with the 
procedure ⌦ referred to ⌫ in Article 11(2), that the proposed measures are not justified, the 
said Member State shall be required to amend or not to adopt the proposed measures.  

The  adopted  measures  shall  be  specified  in  the  relevant  national  legislation  and 
communicated  to  the  Commission,  which  shall  inform  the  other  Member  States  of  all 
particulars thereof.  

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

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

5.  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. 

EN 

20 

   EN 

 
 
In the above circumstances the following procedure shall apply: 

(a) 

(b) 

(c) 

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

the Commission shall examine whether the suspension or the additional measures are 
justified for reasons of serious danger to safety and the environment; 

it  ⌦ shall ⌫  be  decided,  in  accordance  with  the  procedure  ⌦ referred  to ⌫  in 
Article  11(2),  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 environment, and, if the 
suspension  or  the  measures  are  not  justified,  that  the  Member  State  concerned 
⌦ shall ⌫ be required to withdraw the suspension or the measures. 

(cid:208) 2002/84/EC Art. 7 pt. 3 
(adapted) 

Article 10 

Adaptations 

⌦ 1. The following may be adapted in order to take account of developments at international 
level, in particular within IMO ⌫: 

(a) 

(b) 

(c) 

(d) 

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

the  provisions  relating  to  procedures  and  guidelines  for  surveys  referred  to  in 
Article 12; 

the provisions concerning the SOLAS Convention and the High Speed Craft Code , 
and including its subsequent amendments, laid down in Articles 4(3), 6(4), 12(3) and 
13(3); 

the  specific  references  to  the  ‘International  Conventions’  and  IMO  resolutions 
referred to in Article 2 (g), (m) and (q), Articles 3(2)(a), 6(1)(b) and (c), 6(2)(b) and 
13(3). 

2. Annexes may be amended in order to: 

(a) 

apply,  for  the  purpose  of  this  Directive,  amendments  made  to  international 
conventions; 

(b) 

improve the technical specifications thereof, in the light of experience. 

(cid:208) 2002/84/EC Art. 7 pt. 3 

EN 

21 

   EN 

 
 
 
3.  The  measures  referred  to  in  paragraphs  1  and  2  of  this  Article,  designed  to  amend  non-
essential  elements  of  this  Directive,  shall  be  adopted  in  accordance  with  the  regulatory 
procedure with scrutiny referred to in Article 11(3). 

(cid:216) new 

4. The amendments to the international instruments referred to in Article 2 may be excluded 
from the scope of this Directive, pursuant to Article 5 of Regulation (EC) No 2099/2002 . 

(cid:208) 2002/84/EC Art. 7 pt. 3 

(cid:208) 2002/84/EC Art. 7 pt. 4 
(cid:214) new 

Article 11 

Committee 

1.  The  Commission  shall  be  assisted  by  the  Committee  on  Safe  Seas  and  the  Prevention  of 
Pollution from Ships (COSS) created by Article 3 of Regulation (EC) No 2099/2002. 

2. Where reference is made to this paragraph, Articles 5 and 7 of Decision 1999/468/EC shall 
apply, having regard to the provisions of Article 8 thereof. 

The period laid down in Article 5(6) of Decision 1999/468/EC shall be set at two months. 

3. The Committee shall adopt its rules of procedure. 

3.  Where  reference  is  made  to  this  paragraph,  Article  5a(1)  to  (4)  and  Article  7  of 
Decision 1999/468/EC shall apply, having regard to the provisions of Article 8 thereof. 

(cid:216) new 

(cid:208) 98/18/EC (adapted) 

Article 12 

Surveys 

1. Each new passenger ship shall be subjected by the Administration of the flag State to the 
surveys specified in points (a), (b) and (c) : 

(a) 

(b) 

(c) 

a survey before the ship is put into service; 

a periodical survey once every 12 months; 

additional surveys, as the occasion arises. 

EN 

22 

   EN 

 
 
 
 
 
 
2. Each existing passenger ship shall be subjected by the Administration of the flag State to 
the surveys specified in points (a), (b) and (c) : 

(a) 

(b) 

(c) 

an  initial  survey,  before  the  ship  is  put  into  service  on  domestic  voyages  in  a  host 
State, for existing ships engaged on domestic voyages in the Member State the flag 
of which they are entitled to fly; 

a periodical survey once every 12 months; 

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  High  Speed  Craft  Code  (HSC  Code),  shall  be 
subject by the Administration of the flag State to the surveys required in that 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 ⌦ to ⌫ 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, or procedures designed to 
achieve the same goal, shall be followed. 

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

Article 13 

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 12(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 ⌦ shall ⌫ start 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 12(1)(b) and (2)(b), has been carried out. 

3. For high speed passenger craft complying with the requirements of the HSC 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 HSC Code. 

EN 

23 

   EN 

 
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. 

4.  Exemptions  granted  to  ships  or  craft  under  and  in  accordance  with  the  provisions  of 
Article 9(3) shall be noted on the ship's or the craft's certificate. 

Article 14 

SOLAS Convention regulations 

1.  With  regard  to  passenger  ships  engaged  on  international  voyages  the  Community  shall 
submit ⌦ requests ⌫ to the IMO to: 

(cid:208) 98/18/EC 

(a) 

expedite  the  on-going  work  within  the  IMO  to  revise  the  regulations  of  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  those  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.  

(cid:208) 98/18/EC (adapted) 

2.  The  ⌦ requests ⌫  referred  to  in  paragraph  1  shall  be  made  by  the  Presidency  of  the 
Council and the Commission, on the basis of the harmonised regulations laid down in Annex I 
.  

All Member States shall do their utmost to ensure that the IMO undertakes the development 
of the said regulations and measures expeditiously. 

EN 

24 

   EN 

 
 
 
Article 15 

Penalties 

Member  States  shall  lay  down  the ⌦ rules  on ⌫  penalties ⌦ applicable  to  infringements 
of ⌫  the  national  provisions  adopted  pursuant  to  this  Directive  and  shall  take  all  the 
measures  necessary  to  ensure  that ⌦ they  are  implemented. ⌫  The  penalties  provided  for 
⌦ must ⌫ be effective, proportionate and dissuasive. 

Article 16 

⌦ Notification ⌫ 

Member  States  shall  immediately  notify  to  the  Commission  ⌦ the  main ⌫  provisions  of 
⌦ national ⌫  law  which  they  adopt  in  the  field  ⌦ covered ⌫  by  this  Directive.  The 
Commission shall inform the other Member States thereof. 

(cid:208)  

Article 17 

Repeal 

Directive  98/18/EC,  as  amended  by  the  Directives  listed  in  Annex  IV,  Part  A,  is  repealed, 
without  prejudice  to  the  obligations  of  the  Member  States  relating  to  the  time-limits  for 
transposition into national law and application of the Directives set out in Annex IV, Part B. 

References  to  the  repealed  Directive  shall  be  construed  as  references  to  this  Directive  and 
shall be read in accordance with the correlation table in Annex V. 

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(cid:208) 98/18/EC (adapted) 

Article 18 

Entry into force 

This Directive shall enter into force on the ⌦ twentieth ⌫ day following ⌦ that of ⌫ its 
publication in the Official Journal of the European ⌦ Union ⌫. 

(cid:208) 98/18/EC 

Article 19 

Addressees 

This Directive is addressed to the Member States. 

Done at Brussels, […] 

For the European Parliament 
The President 
[…] 

For the Council 
The President 
[…] 

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(cid:208) 2002/25/EC Art. 1 and Annex 

ANNEX I 

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

CHAPTER I — GENERAL PROVISIONS 

Table of contents 

CHAPTER 
MACHINERY AND ELECTRICAL INSTALLATIONS 

II-1  —  CONSTRUCTION  —  SUBDIVISION  AND  STABILITY, 

PART A — GENERAL 

1. 

2. 

Definitions relating to Part B (R 2) 

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

PART B — INTACT STABILITY, SUBDIVISION AND DAMAGE STABILITY 

1. 

2. 

3. 

4. 

5. 

6. 

7. 

8. 

Intact stability Resolution A.749 (18) 

Watertight subdivision 

Floodable length (R 4) 

Permissible length of compartments (R 6) 

Permeability (R 5) 

Subdivision factor 

Special requirements concerning ship subdivision (R 7) 

Stability in damaged conditions (R 8) 

8-1. 

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

8-2. 

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

8-3. 

Special requirements for passenger ships, other than ro-ro passenger ships, carrying 
400 persons or more 

9. 

10. 

11. 

12. 

Peak and machinery space bulkheads (R 10) 

Double bottoms (R 12) 

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

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

EN 

27 

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13. 

14. 

15. 

16. 

17. 

Openings in watertight bulkheads (R 15) 

Ships carrying goods vehicles and accompanying personnel (R 16) 

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

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

Closure of cargo loading doors (R 20-1) 

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

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

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

18. 

19. 

20. 

21. 

22. 

23. 

24. 

Stability information (R 22) 

Damage control plans (R 23) 

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

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

Entries in log (R 25) 

Hoistable car platforms and ramps 

Railings 

PART C — MACHINERY 

1. 

2. 

3. 

4. 

5. 

6. 

7. 

8. 

9. 

10. 

11. 

General (R 26) 

Internal combustion engines (R 27) 

Bilge pumping arrangement (R 21) 

Number and type of bilge pumps (R 21) 

Means of going astern (R 28) 

Steering gear (R 29) 

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

Ventilating systems in machinery spaces (R 35) 

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

Engineers' alarm (R 38) 

Location of emergency installations (R 39) 

EN 

28 

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12. 

13. 

14. 

15. 

16. 

Machinery controls (R 31) 

Steam pipe systems (R 33) 

Air pressure systems (R 34) 

Protection against noise (R 36) 

Lifts 

PART D — ELECTRICAL INSTALLATIONS 

1. 

2. 

3. 

4. 

5. 

General (R 40) 

Main source of electrical power and lighting (R 41) 

Emergency source of electrical power (R 42) 

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

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

PART E — ADDITIONAL REQUIREMENTS FOR PERIODICALLY UNATTENDED 
MACHINERY SPACES 

Special consideration (R 54) 

1. 

2. 

3. 

4. 

5. 

6. 

7. 

8. 

9. 

General (R 46) 

Fire precautions (R 47) 

Protection against flooding (R 48) 

Control of propulsion machinery from the navigating bridge (R 49) 

Communication (R 50) 

Alarm system (R 51) 

Safety systems (R 52) 

Special requirements for machinery, boiler and electrical installations (R 53) 

Automatic control and alarm system (R 53.4) 

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

PART A — GENERAL 

1. 

2. 

Basic principles (R 2) 

Definitions (R 3) 

EN 

29 

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3. 

4. 

5. 

6. 

7. 

8. 

9. 

10. 

11. 

12. 

13. 

14. 

15. 

16. 

Fire pumps, fire mains, hydrants, hoses and nozzles (R 4) 

Fixed fire-extinguishing systems (R 5 + 8 + 9 + 10) 

Portable fire extinguishers (R 6) 

Fire-extinguishing arrangements in machinery spaces (R 7) 

Special arrangements in machinery spaces (R 11) 

Automatic sprinkler, fire detection and fire alarm systems (R 12) 

Fixed fire detection and fire alarm systems (R 13) 

Arrangements for oil fuel, lubricating oil and other flammable oils (R 15) 

Firefighter's outfit (R 17) 

Miscellaneous items (R 18) 

Fire control plans (R 20) 

Operational readiness and maintenance. 

Instructions, on-board training and drills 

Operations 

PART B — FIRE SAFETY MEASURES 

1. 

2. 

3. 

4. 

5. 

6. 

Structure (R 23) 

Main vertical zones and horizontal zones (R 24) 

Bulkheads within a main vertical zone (R 25) 

Fire integrity of bulkheads and decks in new ships carrying more than 36 passengers 
(R 26) 

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) 

Means of escape (R 28) 

6-1. 

Escape routes on ro-ro passenger ships (R 28-1) 

7. 

8. 

9. 

Penetrations and openings in ‘A’ and ‘B’ class divisions (R 30, 31) 

Protection of stairways and lifts in accommodation and service spaces (R 29) 

Ventilation systems (R 32) 

10. 

Windows and sidescuttles (R 33) 

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30 

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11. 

12. 

13. 

14. 

15. 

16. 

17. 

18. 

Restricted use of combustible material (R 34) 

Details of construction (R 35) 

Fixed  fire  detection  and  fire  alarm  systems  and  automatic  sprinkler,  fire  detection 
and fire alarm system (R 14) (R 36) 

Protection of special category spaces (R 37) 

Fire patrols, detection, alarms and public address systems (R 40) 

Upgrading of existing Class B ships carrying more than 36 passengers (R 41-1) 

Special requirements for ships carrying dangerous goods (R 41) 

Special requirements for helicopter facilities. 

CHAPTER III — LIFE SAVING APPLIANCES 

1. 

2. 

3. 

4. 

5. 

Definitions (R 3) 

Communication,  survival  craft  and  rescue  boats,  personal  life-saving  appliances 
(R 6 + 7 + 18 + 21 + 22 ) 

Emergency  alarm,  operating  instructions,  training  manual,  assembly  lists  and 
emergency instructions (R 6 + 8 + 9 +19 + 20) 

Manning of survival craft and supervision (R 10) 

Survival craft assembly and embarkation arrangements (R 11 + 23+ 25) 

5-1. 

Requirements for ro-ro passenger ships (R 26) 

5-2. 

Helicopter landing and pick-up areas (R 28) 

5-3. 

Decision support system for masters (R 29) 

6. 

7. 

8. 

Launching stations (R 12) 

Stowage of survival craft (R 13 + 24) 

Stowage of rescue boats (R 14) 

8a. 

Stowage of marine evacuation systems (R 15) 

9. 

10. 

11. 

12. 

Survival craft launching and recovering arrangements (R 16) 

Rescue boat embarkation, launching and recovery arrangements (R 17) 

Emergency instructions (R 19) 

Operational readiness, maintenance and inspections (R 20) 

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13. 

Abandon ship training and drills (R 19 + R 30) 

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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. 

(cid:208) 2002/25/EC Art. 1 and Annex 
(adapted) 

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 ⌦ set out in ⌫ this Annex, 
unless the Administration of a flag State, whose flag such ships are entitled to fly, ensures that 
they  comply  with  the  flag  State's  national  rules  and  that  such  rules  guarantee  an  equivalent 
level of safety. 

Where regulations of this Annex do not apply to new ships of less than 24 metres in length, 
the Administration of the flag State shall ensure that an equivalent safety level for such ships 
is provided through compliance with national rules. 

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

Wherever  the  application  of  an  IMO  resolution  is  required  in  this  Annex  for  existing  ships, 
ships constructed until two years after the date of adoption by IMO of 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 ⌦ set out 
in ⌫ this Annex have been based. 

EN 

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CHAPTER II-1 

CONSTRUCTION — SUBDIVISION AND STABILITY, 
MACHINERY AND ELECTRICAL INSTALLATIONS 

PART A 

GENERAL 

1 

Definitions relating to Part B (R 2) 

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 

.3 

.4 

.5 

.6 

.7 

.8 

.9 

.2  Deepest subdivision load line is the waterline which corresponds to the greatest 
draught permitted by the subdivision requirements which are applicable. 

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. 

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. 

EN 

34 

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.10 

.11 

.12 

.13 

.14 

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. 

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

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. 

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

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 

.2 

.3 

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

in  the  case  of  electrohydraulic  steering  gear,  an  electric  motor  and  its 
associated electrical equipment and connected pump; 

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

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

.3 

.4 

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35 

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.5 

.6 

.7 

.8 

.9 

.10 

.11 

.12 

.13 

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. 

Maximum  ahead  service  speed  is  the  greatest  speed  which  the  ship  is  designed  to 
maintain in service at sea at the deepest seagoing draught. 

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,  stabilising,  ventilation  and  air  conditioning  machinery,  and  similar 
spaces, and trunks to such spaces. 

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

contain: 

.1 

.2 

internal combustion machinery used for main propulsion; or 

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 

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 

EN 

36 

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may share common mechanical components, i.e. tiller, quadrant and rudder stock, or 
components serving the same purpose. 

.16 

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 centralised. 

PART B 

INTACT STABILITY, SUBDIVISION AND DAMAGE STABILITY 

1 

Intact stability Resolution A.749 (18) 

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

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

Where Member States consider the application of the Severe Wind and Rolling Criterion of 
IMO  Resolution A.749  (18)  inappropriate,  an  alternative  approach  ensuring  satisfactory 
stability  may  be  applied.  This  should  be  supported  by  evidence  to  the  Commission  which 
confirms that an equivalent level of safety is achieved. 

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

All existing class A and B ships shall, in all loading conditions, satisfy the following stability 
criteria after due correction for the effect of free surface of liquids in tanks in accordance with 
the assumptions of paragraph 3.3 of IMO Resolution A.749 (18), or equivalent. 

(a) 

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

(i) 

0,055 metre-radians up to an angle of heel of 30°; 

(ii)  0,09 metre-radians up to an angle of heel of either 40° 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°; 

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

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

(b) 

(c) 

The  righting  lever  GZ  shall  be  at  least  0,20 metres  at  an  angle  of  heel  equal  to  or 
greater than 30°. 

The maximum righting lever GZ shall occur at an angle of heel preferably exceeding 
30° but not less than 25°. 

(d) 

The initial transverse metacentric height shall not be less than 0,15 metres. 

EN 

37 

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The  loading  conditions  to  be  considered  in  order  to  verify  the  compliance  with  the  above 
in  paragraph 3.5.1.1  of  IMO 
stability  criteria  shall 
Resolution A.749 (18). 

include  at 

listed 

those 

least 

All existing ships of classes A and B having a length of 24 metres and over shall also comply 
with  the  additional  criteria  as  given  in  IMO  Resolution A.749(18),  paragraph 3.1.2.6 
(additional  criteria  for  passenger  ships)  and  paragraph 3.2  (Severe  Wind  and  Rolling 
Criterion). 

Where Member States consider the application of the Severe Wind and Rolling Criterion of 
A.749 (18)  inappropriate,  an  alternative  approach  to  ensuring  satisfactory  stability  may  be 
applied.  This  should  be  supported  by  evidence  to  the  Commission  which  confirms  that  an 
equivalent level of safety is achieved. 

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. 

Instead of those requirements, the regulations on subdivision and stability of passenger ships 
as an equivalent to Part B of Chapter II of the International Convention for the Safety of Life 
at  Sea,  1960,  as  given  in  IMO  Resolution A.265 (VIII)  may  be  used,  if  applied  in  their 
entirety. 

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

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. 

EN 

38 

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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 shall be: 

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

1,0 when the number of persons the ship is certified to carry is less than 400, and 

0,5 when the number of persons the ship is certified to carry is 400 or more. 

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

FOR EXISTING CLASS B NON RO-RO PASSENGER SHIPS: 1,0 

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 

.2 

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 

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. 

EN 

39 

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.2 

.3 

.4 

.5 

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 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 one fifth of the breadth of the ship, and measured at right angles 
to the centreline at the level of the deepest subdivision load line. Any part of a recess 
which  lies  outside  these  limits  shall  be  dealt  with  as  a  step  in  accordance  with 
paragraph .6. 

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 
11,0 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 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 

.2 

.3 

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; 

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

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 

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. 

EN 

40 

   EN 

 
 
.8 

.9 

8 

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

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

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 factor of subdivision is 0,50, the intact stability shall be adequate 

to withstand the flooding of any two adjacent compartments. 

.2.1 

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

.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. 

NEW  CLASS  B,  C  AND  D  SHIPS  AND  EXISTING  CLASS  B  RO-RO  PASSENGER 
SHIPS  AND  EXISTING  CLASS  B  NON  RO-RO  PASSENGER  SHIPS,  CONSTRUCTED 
ON OR AFTER 29 APRIL 1990: 

.2.3 

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

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

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

from the angle of equilibrium to the lesser of: 

.1 

the angle at which progressive flooding occurs; 

EN 

41 

   EN 

 
.2 

22° (measured from upright) in the case of one-compartment flooding, or 
27° (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 

.2 

the crowding of all passengers towards one side; 

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

.3 

due to wind pressure; 

as calculated by the formula: 

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

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

following assumptions shall be made: 

.1  Moment due to crowding of passengers: 

.1.1  four persons per square metre; 

.1.2  a mass of 75 kg for each passenger; 

.1.3  passengers shall be distributed on available deck areas towards one 
side  of  the  ship  on  the  decks  where  assembly  stations  are  located 
and  in  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 life-raft attached to each davit on the 
side  to  which  the  ship  has  heeled  after  having  sustained  damage 
shall be assumed to be swung out ready for lowering; 

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

not provide either additional heeling or righting moment; 

EN 

42 

   EN 

 
 
 
 
 
.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; 

.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 

.2.6 

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. 

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. 

EN 

43 

   EN 

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

.3 

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

Spaces 

Appropriated to cargo or stores 

Occupied by accommodations 

Occupied by machineries 

Intended for liquids 

Permeability 
(%) 

60 

95 

85 

0 or 95(*) 

(*) 

Whichever results in more severe requirements. 

Higher  surface  permeabilities  are  to  be  assumed  in  respect  of  spaces  which,  in  the 
the  damaged  waterplane,  contain  no  substantial  quantity  of 
vicinity  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 

.2 

.3 

.4 

longitudinal  extent:  3,0  metres  plus  3 %  of  the  length  of  the  ship,  or 
11,0 metres or 10 % of the length of the ship, whichever is less; 

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 

vertical extent: from the base line upwards without limit; 

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 equalisation shall not exceed 15°. Where cross-flooding fittings are required 
the  time  for  equalisation  shall  not  exceed  15 minutes.  Suitable  information 
concerning  the  use  of  cross-flooding  fittings  shall  be  supplied  to  the  master  of  the 
ship. 

EN 

44 

   EN 

 
 
.6 

The  final  conditions  of  the  ship  after  damage  and,  in  the  case  of  unsymmetrical 
flooding, after equalisation 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; 

.2a  unless  provided  otherwise  in  paragraph .6.2b,  in  the  case  of  unsymmetrical 
flooding  the  angle  of  heel  for  one-compartment  flooding  shall  not  exceed  7° 
for class B ships (new and existing) and 12° for classes C and D ships (new). 

.2b 

.3 

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

for  existing  class  B  non  ro-ro  passenger  ships,  constructed  before 
29 April 1990,  in  the  case  of  unsymmetrical  flooding,  the  angle  shall  not 
exceed  7°,  except  that  in  exceptional  cases  the  Administration  may  allow 
additional heel due to the unsymmetrical moment, but in no case the final heel 
shall exceed 15°. 

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. 

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. 

.7 

.8 

.9 

EN 

45 

   EN 

 
 
.10 

.11 

.12 

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. 

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. 

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  59th session  in  June  1991 
(MSC/Circ. 574): 

Value of A/Amax: 

less than 85 % 

Date of compliance: 

1 October 1998 

85 % or more but less than 90 % 

1 October 2000 

90 % or more but less than 95 % 

1 October 2002 

95 % or more but less than 97,5 % 

1 October 2004 

97,5 % or more 

1 October 2005 

8-2 

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 

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 

EN 

46 

   EN 

 
 
 
 
 
 
 
.2 

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

.2.1  Value of A/Amax: 

Date of compliance: 

less than 85 % 

1 October 1998 

85 % or more but less than 90 % 

1 October 2000 

90 % or more but less than 95 % 

1 October 2002 

95 % or more but less than 97,5 % 

1 October 2004 

97,5 % or more 

1 October 2010 

.2.2  Number of persons permitted to be carried: 

1 500 or more 

1 October 2002 

1 000 or more but less than 1 500 

1 October 2006 

600 or more but less than 1 000 

1 October 2008 

400 or more but less than 600 

1 October 2010 

.2.3  Age of the ship equal or greater than 20 years: 

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

8-3 

Special  requirements  for  passenger  ships,  other  than  ro-ro  passenger  ships, 
carrying 400 persons or more 

CLASS B, C AND D SHIPS CONSTRUCTED ON OR AFTER 1 JANUARY 2003, OTHER 
THAN RO-RO PASSENGER SHIPS. 

Notwithstanding  the  provisions  of  Regulation  II-1/B/8  passenger  ships,  other  than  ro-ro 
passenger ships, certified to carry more than 400 persons shall comply with the provisions of 
paragraphs 2.3 and 2.6 of Regulation II-1/B/8, assuming the damage applied anywhere within 
the ship's length L. 

9 

Peak and machinery space bulkheads (R 10) 

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

.1 

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

EN 

47 

   EN 

 
 
 
 
 
 
 
 
 
 
 
.2 

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

.1 

.2 

.3 

at the mid-length of such extension; or 

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

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 distance aft of the aft 
limit specified in paragraph .1 or paragraph .2. The limited distance aft should 
be  no  more  than  is  necessary  to  ensure  non-interference  with  the  ramp.  The 
extension  to  the  collision  bulkhead  shall  open  forward  and  comply  with  the 
requirements  of  paragraph .3  and  shall  be  so  arranged  as  to  preclude  the 
possibility  of  the  ramp  causing  damage  to  it  in  the  case  of  damage  to,  or 
detachment of, the ramp. 

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  apply  ⌦ as 
from ⌫ the date of the first periodical survey after ⌦ 1 July 1998 ⌫ . 

(cid:208) 2002/25/EC Art. 1 and Annex 
(adapted) 

.3 

.4 

.5 

.6 

EN 

48 

   EN 

 
 
 
(cid:208) 2002/25/EC Art. 1 and Annex 

.7 

.8 

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,  AND  NEW  SHIPS 
CONSTRUCTED ON OR AFTER 1 JANUARY 2003 WITH A LENGTH OF 24 METRES 
AND ABOVE. 

.1 

In new class B, C and D and existing class B ships, and new ships constructed on or 
after 1 January 2003 with a length of 24 metres and above, 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 

.2 

.3 

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. 

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. 

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  bulkhead  or  as  near  as 
practicable. 

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

.2 

.3 

EN 

49 

   EN 

 
 
.4 

.5 

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. 

Notwithstanding  paragraph  .1  of  this  Regulation 10,  the  Administration  of  the  flag 
State may permit a double bottom to be dispensed with in any part of the ship which 
is  subdivided  by  a  factor  not  exceeding  0,5,  if  satisfied  that  the  fitting  of  a  double 
bottom in that part would not be compatible with the design and proper working of 
the ship. 

11 

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

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

.1 

.2 

.3 

.4 

.5 

1 

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

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. 

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. 

EN 

50 

   EN 

 
 
                                                 
.6 

.7 

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. 

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 recognised organisation. 

.2.1 

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

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

bulkhead shall be made structurally watertight without the use of wood or cement. 

.3 

.4 

.5 

.6 

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

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. 

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. 

EN 

51 

   EN 

 
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 

.2.3 

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

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: 

.3.2 

.3.3 

.4 

.1 

.2 

in the collision bulkhead below the margin line; 

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. 

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. 

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. 

EN 

52 

   EN 

 
.5.1 

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

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

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

Watertight  doors,  except  as  provided  in  paragraph .10.1  or  Regulation 14,  shall  be 
power-operated  sliding  doors  complying  with  the  requirements  of  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° 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 
minimise the likelihood of them being involved in any damage which the ship may 
sustain. The positioning of watertight doors and their controls shall be such that if the 
ship sustains damage within one fifth of the breadth of the ship, such distance being 
measured at right angles to the centreline at the level of the deepest subdivision load 
line, the operation of the watertight doors clear of the damaged portion of the ship is 
not impaired. 

EN 

53 

   EN 

 
 
 
 
 
 
 
.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 logbook. 

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

.6.1 

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

EXISTING CLASS B SHIPS: 

.6.2 

Power-operated sliding doors may have a vertical or horizontal motion. If a door is 
power-operated from a central control, the gearing shall be so arranged that the door 
can  also  be  operated  by  power  at  the  door  itself  from  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 

.2 

shall have a vertical or horizontal motion; 

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: 

EN 

54 

   EN 

 
.3 

.4 

.5 

.6 

.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; 

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; 

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; 

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; 

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  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. 

EN 

55 

   EN 

 
.7.3 

Power-operated sliding watertight doors shall have either: 

.1 

.2 

a  centralised  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 minimise the possibility of having a single failure in the hydraulic 
piping  adversely  affect  the  operation  of  more  than  one  door.  The  hydraulic 
system shall be provided with a low-level alarm for hydraulic fluid reservoirs 
serving  the  power-operated  system  and  a  low  gas  pressure  alarm  or  other 
effective means of monitoring loss of stored energy in hydraulic accumulators. 
These alarms are to be audible and visual and shall be situated on the central 
operating console at the navigating bridge; or 

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 

EN 

56 

   EN 

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

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

On both sides of the doors there shall be a plate with instructions as to how the door 
system is to be operated. On both sides of each door there shall also be a plate with 
text  or  pictures  warning  of  the  danger  of  remaining  in  the  door  opening  when  the 
door has begun its closing movement. These plates shall be made of durable material, 
and shall be firmly fixed. The text on the instruction or warning plate shall include 
information about the closing time of the door in question. 

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

.7.5 

.7.6 

.7.7 

.7.8 

.8.1 

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

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

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. 

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. 

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. 

EN 

57 

   EN 

 
 
 
.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 

.9.2 

.9.3 

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. 

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. 

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. 

NEW CLASS B, C AND D SHIPS: 

.10.1 

.10.2 

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. 

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

EN 

58 

   EN 

 
.11 

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

14 

Ships carrying goods vehicles and accompanying personnel (R 16) 

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

.1 

.2 

.3 

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. 

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 

.2.1 

.2.2 

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

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. 

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. 

.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. 

EN 

59 

   EN 

 
.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 

.4.2 

.5 

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. 

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. 

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. 

EN 

60 

   EN 

 
 
 
.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. 

.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 

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. 

EN 

61 

   EN 

 
.3 

.4 

.5 

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 °C, 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 

.2 

.3 

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

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

cargo loading doors in the collision bulkhead; 

.4  weathertight  ramps  forming  an  alternative  closure  to  those  defined  in 
paragraphs .1.1 to .1.3 inclusive. Provided that where a door cannot be opened 
or closed while the ship is at the berth, such a door may be opened or left open 
while the ship approaches or draws away from the berth, but only so far as may 
be  necessary  to  enable  the  door  to  be  immediately  operated.  In  any  case,  the 
inner bow door must be kept closed. 

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

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 
logbook, as required in Regulation 22, is made of the time of the last closing of the 
doors  specified  in  paragraph .1  and  the  time  of  any  opening  of  particular  doors  in 
accordance with paragraph .2. 

.2 

.3 

.4 

EN 

62 

   EN 

 
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 

.1.2 

.1.3 

.1.4 

.1.5 

.1.6 

.1.7 

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

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; 

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  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  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 logbook, as required by Regulation II-1/B/22, is made of the time of the last 
closing of the accesses referred to in paragraphs .1.2 and .1.3; 

new class C ro-ro passenger ships of less than 40 metres in length and new class D 
ro-ro passenger ships may, instead of complying with paragraphs .1.1 to .1.6, comply 
with  paragraphs .2.1  to  .2.4,  provided  that  coaming  and  sill  heights  are  at  least 
600 mm  on  open  ro-ro  cargo  decks  and  at  least  380 mm  on  enclosed  ro-ro  cargo 
decks. 

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  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 

EN 

63 

   EN 

 
.2.4 

the  requirements  of  paragraph .2.1  apply  ⌦ as  from ⌫  the  date  of  the  first 
periodical survey after ⌦ 1 July 1998 ⌫ . 

(cid:208) 2002/25/EC Art. 1 and Annex 
(adapted) 

(cid:208) 2002/25/EC Art. 1 and Annex 

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. 

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 

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. 

EN 

64 

   EN 

 
 
 
.4 

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

19 

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) 

(cid:208) 2002/25/EC Art. 1 and Annex 
(adapted) 

This  regulation  applies  to  all  ro-ro  passenger  ships,  except  that  for  existing  ships 
paragraph .2 shall apply ⌦ as from ⌫ the date of the first periodical survey after ⌦ 1 July 
1998 ⌫ . 

.1 

.2 

.3 

(cid:208) 2002/25/EC Art. 1 and Annex 

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  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 

EN 

65 

   EN 

 
 
 
of  vehicles  in  adverse  weather  conditions  and  unauthorised  access  by  passengers 
thereto can be detected whilst the ship is underway. 

.4 

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

21 

Marking, periodical operation and inspection of watertight doors, etc. (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 
logbook. 

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

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 
recognised organisation shall be used. 

EN 

66 

   EN 

 
24 

Railings 

NEW CLASS A, B, C AND D SHIPS CONSTRUCTED ON OR AFTER 1 JANUARY 2003: 

1. 

2. 

On  external decks to which  passengers are permitted access, and where  there is no 
bulwark  of  adequate  height  provided,  railings  shall  be  provided  of  a  height  of 
minimum  1 100 mm  above  the  deck  and  of  such  design  and  construction  as  to 
prevent any passenger from climbing on these railings and from accidentally falling 
from that deck. 

Stairs  and  landings  on  such  external  decks  shall  be  provided  with  railings  of 
equivalent construction. 

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 SHIPS AND EXISTING CLASS B SHIPS: 

.5 

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

EN 

67 

   EN 

 
CLASS B, C AND D SHIPS CONSTRUCTED ON OR AFTER 1 JANUARY 2003: 

.6 

Location and arrangement of vent pipes for fuel oil service, settling and lubricating 
oil tanks shall be such that in the event of a broken vent pipe this shall not directly 
lead  to  the  risk  of  ingress  of  seawater  splashes  or  rainwater.  Two  fuel  oil  service 
tanks for each type of fuel used on board necessary for propulsion and vital systems 
or equivalent arrangements shall be provided on each ship, with a capacity of at least 
8 hours for class B ships and at least 4 hours for class C and D ships, at maximum 
continuous  rating  of  the  propulsion  plant  and  normal  operating  load  at  sea  of  the 
generator plant. 

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 minimise 
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 

.1.2 

.1.3 

.1.4 

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. 

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. 

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. 

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. 

EN 

68 

   EN 

 
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 

.2 

the  number,  size  and  disposition  of  the  scuppers  are  such  as  to  prevent 
unreasonable accumulation of free water; 

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. 

EN 

69 

   EN 

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

.2.1 

The bilge pumping system required by paragraph .1.1 shall be capable of operation 
under all practicable conditions after a casualty whether the ship is upright or listed. 
For  this  purpose  wing  suctions  shall  generally  be  fitted  except  in  narrow 
compartments  at  the  end  of  the  ship  where  one  suction  may  be  sufficient.  In 
compartments  of  unusual  form,  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. 

.2.4 

.2.5 

.2.6 

.2.7 

.2.8 

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. 

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

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

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

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: 

branch bilge suction pipes between collecting boxes and suctions: 

where: 

EN 

70 

   EN 

 
 
 
 
 
 
 
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 

in 

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 
requirements  of 
accordance  with 
internally  drained 
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. 

the 

.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  paragraph .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. 

4 

Number and type of bilge pumps (R 21) 

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

up to 250 passengers:  one main engine pump and one independent power pump, located and 

powered outside the engine room, 

over 250 passengers: 

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

EN 

71 

   EN 

 
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 to steer the ship at maximum service speed 
ahead,  and  so  designed  that  they  will  not  be  damaged  at  maximum  speed 
astern; 

.2.2  capable of putting the rudder over from 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 

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. 

to  meet 

the 

.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; 

EN 

72 

   EN 

 
.2 

.3 

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 

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

NEW CLASS B, C AND D SHIPS: 

.4 

Steering power units shall be: 

.1 

.2 

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

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 

.2 

the  main  steering  gear  is  capable  of  operating  the  rudder  as  required  by 
paragraph .2.2.2 while any one of the power unit is out of operation; 

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: 

EN 

73 

   EN 

 
.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 

.4 

.5 

the system shall be capable of being brought into operation from a position on 
the navigating bridge; 

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 

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 or alternative steering position. 

.10 

The angular position of the rudder(s) shall: 

.1 

if  the  main  steering  gear  is  power  operated,  be  indicated  on  the  navigating 
bridge.  The  rudder  angle  indication  shall  be  independent  of  the  steering  gear 
control system; 

.2 

be recognisable in the steering gear compartment. 

.11 

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

.1 

.2 

.3 

arrangements  to  maintain  the  cleanliness  of  the  hydraulic  fluid  taking  into 
consideration the type and design of the hydraulic system; 

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 

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. 

EN 

74 

   EN 

 
.12 

The steering gear compartments shall be: 

.1 

.2 

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

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. 

EN 

75 

   EN 

 
 
.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 6.4.2 applicable to auxiliary steering systems. 

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. 

EN 

76 

   EN 

 
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 

.2 

.3 

.4 

.5 

.6 

.7 

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

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. 

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  manoeuvring  platform  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 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; 

it shall be possible to control the propulsion machinery locally, even in the case 
of failure in any part of the remote control system; 

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

.8 

indicators shall be fitted on the navigating bridge for: 

.1 

.2 

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

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

EN 

77 

   EN 

 
.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 

CLASS B, C AND D SHIPS CONSTRUCTED ON OR AFTER 1 JANUARY 2003: 

.5 

The ships shall comply with the requirements of paragraphs .1 to .4 

(cid:208) 2002/25/EC Art. 1 and Annex 
(adapted) 

.1.Main and auxiliary machinery essential for the propulsion, control and safety shall 
be  provided  with  effective  means  for  its  operation  and  control.  All  control 
systems  essential  for  the  propulsion,  control  and  safety  of  the  ship  shall  be 
independent or designed such that failure of one system does not degrade the 
performance of another system».  

.2  Where  remote  control  of  propulsion  machinery  from  the  navigating  bridge  is 

provided, the following shall apply: 

.1 

.2 

.3 

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

the  control  shall  be  performed  by  a  single  control  device  for  each 
independent  propeller  with  automatic  performance  of  all  associated 
services including, where necessary, means of preventing overload of the 
propulsion machinery; where multiple propellers are designed to operate 
simultaneously, they may be controlled by one control device; 

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; 

EN 

78 

   EN 

 
 
.4 

propulsion  machinery  orders  from  the  navigation  bridge  shall  be 
indicated  in  the  main  machinery  control  room  and  at  the  manoeuvring 
platform; 

.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; 

it  shall  also  be  possible  to  control  the  auxiliary  machinery,  essential  for  the 
propulsion and safety of the ship, at or near the machinery concerned; 

.7 

.8 

.9 

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

indicators  shall  be  fitted  in  the  navigation  bridge,  the  main  machinery 
control room and at the manoeuvring platform for: 

.1 

.2 

propeller speed and direction of rotation in the case of fixed pitch 
propellers, and 

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

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

.3  Where  the  main  propulsion  and  associated  machinery,  including  sources  of 
main electrical power supply, are provided 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. 

EN 

79 

   EN 

 
 
.4 

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

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 

.2 

.3 

.4 

Means  shall  be  provided  to  prevent  overpressure  in  any  part  of  compressed  air 
systems and wherever water jackets or casings of air compressors and coolers might 
be  subjected  to  dangerous  overpressure  due  to  leakage  into  them  from  air  pressure 
parts. Suitable pressure relief arrangements shall be provided for all systems. 

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. 

15 

Protection against noise (R 36)2 

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. 

2 

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

EN 

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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  authorised  by  the  Administration,  or  by  a  recognised 
organisation. 

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 

.2 

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; 

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

.3 

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

.2 

The Administration of the flag State shall take appropriate steps to ensure uniformity 
of implementation and application of the provision of this part in respect of electrical 
installations3. 

2 

Main source of electrical power and lighting (R 41) 

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

3 

Reference is made to the recommendations published by the International Electrotechnical Commission 
and, in particular, Publication 92 — Electrical Installations in Ships. 

EN 

81 

   EN 

 
                                                 
.1 

.2.1 

.2.2 

.2.3 

.3 

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

In  new  class  C and  D  ships  of  less  than  24 metres  in  length,  one  of  the  main 
generating sets may be main propulsion engine driven, provided it is of such power 
that the aforesaid services can be operated when any one other set is out of service. 

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. 

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 
lighting  system,  required  by 
the  emergency 
Regulation 3, inoperative. 

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. 

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 

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 paragraph .5, without being recharged 
or suffering an excessive voltage drop, or a generator, capable of complying with the 
requirements of paragraph .5, driven by internal combustion type of machinery with 
an  independent  supply  of  fuel  having  a  flashpoint  of  not  less  than  43 °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,  unless,  in the  case  of  new  class C  and D  ships  of 
less  than  24 metres  in  length  a  suitably  located  independent  battery  arrangement  is 

EN 

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.3 

.4 

.5 

provided  for  that  particular  consumer  for  the  period  of  time  required  for  these 
regulations. 

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 generator set(s) shall be capable of being readily started in 
any  cold  condition  likely  to  be  encountered  and,  in  new  ships,  capable  of  being 
started automatically. 

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

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

.1 

be capable of operating in general for a period of: 

12 hours for class B ships (new and existing) 

6 hours for class C ships (new) 

3 hours for class D ships (new); 

.2 

in particular, be capable to operate simultaneously the consumers as identified 
within  the  following  services  as  required  for  the  class  of  ships  for  the  times 
indicated above: 

(a) 

the ship's emergency bilge pump and one of the fire pumps; 

(b) 

emergency lighting: 

1. 

2. 

3. 

4. 

5. 

6. 

7. 

at every assembly or embarkation station and over the sides; 

in all alleyways, stairways and exits giving access to the assembly 
or embarkation stations; 

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

in the control stations where radio and main navigating equipment 
are situated; 

as required in Regulations II-2/B/16.1.3.7 and II-2/B/6.1.7; 

at all stowage positions for firefighter's outfits; 

at the emergency bilge pump and one of the fire pumps, referred to 
in subparagraph (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, 

EN 

83 

   EN 

 
 
 
 
3. 

4. 

the fire detecting system, and 

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  to  operate,  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. 

.7 

CLASS B, C AND D SHIPS CONSTRUCTED ON OR AFTER 1 JANUARY 2003: 

Where  electrical  power  is  necessary  to  restore  propulsion,  the  capacity  shall  be 
sufficient  to  restore  propulsion  to  the  ship  in  conjunction  with  other  machinery,  as 
appropriate, from a dead ship condition within 30 min. after blackout. 

4 

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 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 

EN 

84 

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intervals having regards to the specific service life in the ambient conditions that they 
are subject to in service; and 

.2 

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

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 

.2 

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 

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, non-conducting 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. 

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

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. 

.2 

.3 

.4 

.5.1 

.5.2 

NEW CLASS B, C AND D SHIPS: 

EN 

85 

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(cid:208) 2002/25/EC Art. 1 and Annex 
(adapted) 

.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 ⌦ 1 July 1998 ⌫ 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. 

(cid:208) 2002/25/EC Art. 1 and Annex 

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 

.8.1 

.8.2 

.9 

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. 

Accumulator batteries shall be suitably housed, and compartments used primarily for 
their accommodation shall be properly constructed and efficiently ventilated. 

Electrical or other equipment which may constitute a source of ignition of flammable 
vapours shall not be permitted in these compartments. 

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. 

EN 

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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 

2 

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

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. 

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 

.2 

in boiler air supply casings and exhausts (uptakes); and 

in  scavenging  air  belts  of  propulsion  machinery,  unless  it  is  considered  to  be 
unnecessary in a particular case. 

.2 

Internal  combustion  engines  of  2 250 kW  and  above  or  having  cylinders  of  more 
than  300 mm  bore  shall  be  provided  with  crankcase  oil  mist  detectors  or  engine 
bearing temperature monitors or equivalent devices. 

3 

Protection against flooding (R 48) 

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

.1 

Bilge  wells  in  periodically  unattended  machinery  spaces  shall  be  located  and 
monitored in such a way that the accumulation of liquids is detected at normal angles 

EN 

87 

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.2 

.3 

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  manœuvring,  the  speed,  direction  of  thrust 
and,  if  applicable,  the  pitch  of  the  propeller  shall  be  fully  controllable  from  the 
navigating bridge. 

.1 

.2 

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. 

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  the 
propulsion  machinery.  The  transfer  of  control  between  the  navigating  bridge  and 
machinery spaces shall be possible only in the main machinery space or in the main 
machinery  control  room.  The  system  shall  include  means  to  prevent  the  propelling 
thrust  from  altering  significantly  when  transferring  control  from  one  location  to 
another. 

It shall be possible for all machinery essential for the safe operation of the ship to be 
controlled  from  a  local  position,  even  in  the  case  of  failure  in  any  part  of  the 
automatic or remote control systems. 

.2 

.3 

.4 

EN 

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.5 

The design of the remote automatic control system shall be such that in case of its 
failure an alarm will be given. Unless it is considered impracticable, the preset speed 
and  direction  of  thrust  of  the  propeller  shall  be  maintained  until  local  control  is  in 
operation. 

.6 

Indicators shall be fitted on the navigating bridge for: 

.1 

.2 

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

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

.7 

The number of consecutive automatic attempts which fail to produce a start shall be 
limited  to  safeguard  sufficient  starting  air  pressure.  An  alarm  shall  be  provided  to 
indicate low starting air pressure set at a level which still permits starting operations 
of the propulsion machinery. 

5 

Communication (R 50) 

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

A  reliable  means  of  vocal  communication  shall  be  provided  between  the  main  machinery 
control  room  or  the  propulsion  machinery  control  position  as  appropriate,  the  navigating 
bridge and the engineer officers' 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 

.2 

.3 

.4 

.5 

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; 

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; 

activate an audible and visual alarm on the navigating bridge for any situation 
which requires action by or attention of the officer on watch; 

as far as is practicable be designed on the fail-to-safety principle; and 

activate  the  engineers'  alarm  required  by  Regulation  II-1/C/10,  if  an  alarm 
function has not received attention locally within a limited time. 

.2.1 

The  alarm  system  shall  be  continuously  powered  and  shall  have  an  automatic 
changeover to a stand-by power supply in case of loss of normal power supply. 

EN 

89 

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.2.2 

.3.1 

.3.2 

Failure  of  the  normal  power  supply  of  the  alarm  system  shall  be  indicated  by  an 
alarm. 

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. 

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. 

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 changeover devices shall be provided. 

EN 

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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 changeover. 

An  alarm  system  complying  with  Regulation 6  shall  be  provided  for  all  important 
pressures, temperatures and fluid levels and other essential parameters. 

A centralised 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 

The fire safety objectives of this chapter are to: 

.1 

.2 

.3 

.4 

.5 

prevent the occurrence of fire and explosion; 

reduce the risk to life caused by fire; 

reduce  the  risk  of  damage  caused  by  fire  to  the  ship,  its  cargo  and  the 
environment; 

contain, control and suppress fire and explosion in the compartment of origin; 
and 

provide  adequate  and  readily  accessible  means  of  escape  for  passengers  and 
crew. 

EN 

91 

   EN 

 
.2 

In  order  to  achieve  the  fire  objectives  set  out  in  paragraph .1  the  following  basic 
principles underlie the regulations in this chapter and are embodied in the regulations 
as  appropriate,  having  regard  to  the  type  of  ships  and  the  potential  fire  hazard 
involved: 

.1 

.2 

.3 

.4 

.5 

.6 

.7 

division of ship into main vertical zones by thermal and structural boundaries; 

separation of accommodation spaces from the remainder of the ship by thermal 
and structural boundaries; 

restricted use of combustible materials; 

detection of any fire in the zone of origin; 

containment and extinction of any fire in the space of origin; 

protection of means of escape or access for fire-fighting; 

ready availability of fire-extinguishing appliances; 

.8  minimisation of possible ignition of flammable cargo vapour. 

.3 

The  fire  safety  objectives  set  out  in  paragraph .1  shall  be  achieved  by  ensuring 
compliance  with  the  prescriptive  requirements  specified  in  this  chapter  or  by 
alternative  design  and  arrangements  which  comply  with  Part F  of  the  revised 
Chapter II-2 of the 1974 SOLAS Convention, which applies to ships constructed on 
or  after  1 January  2003.  A  ship  shall  be  considered  to  meet  the  functional 
requirements set out in paragraph .2 and to achieve the fire safety objectives set out 
in paragraph .1 when either: 

.1 

.2 

.3 

the  ship's  designs  and  arrangements,  as  a  whole,  complies  with  the  relevant 
prescriptive requirements in this chapter; 

the  ship's  designs  and  arrangements,  as  a  whole,  have  been  reviewed  and 
approved  in  accordance  with  Part F  of  the  revised  Chapter II-2  of  the  1974 
SOLAS Convention,  which  applies  to  ships  constructed  on  or  after  1 January 
2003; 

part(s)  of  the  ship's  designs  and  arrangements  have  been  reviewed  and 
approved  in  accordance  with  the  above  mentioned  Part F  of  the  revised 
Chapter II-2  of  the  1974  SOLAS  Convention  and  the  remaining  parts  of  the 
ship comply with the relevant prescriptive requirements of this chapter. 

.4 

All  ships  which  undergo  repairs,  alterations,  modifications  and  outfitting  related 
thereto shall continue to comply with at least the requirements previously applicable 
to these ships. 

Repairs, alterations and modifications which substantially alter the dimensions of a 
ship  or  the  passenger  accommodation  spaces,  or  substantially  increase  a  ship's 
service life and outfitting related thereto shall meet the latest requirements for new 
ships  in  so  far  as  the  Administration  of  the  flag  State  deems  reasonable  and 
practicable. 

EN 

92 

   EN 

 
 
EXISTING CLASS B SHIPS: 

.5 

Notwithstanding the provisions of paragraph .4, existing class B ships carrying more 
than 36 passengers when undergoing repairs, alterations, modifications and outfitting 
related thereto shall comply with the following: 

.1 

.2 

all materials introduced to these ships shall comply with the requirements with 
regard to material applicable to new class B ships; and 

all repairs, alterations, modifications and outfitting related thereto involving the 
replacement  of  material  of  50 tonnes  or  above,  other  than  that  required  by 
Regulation  II-2/B/16,  shall  comply  with  the  requirements  applicable  to  new 
class B ships. 

2 

Definitions (R 3) 

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

.1 

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  Resolution 
A.799 (19)  ‘Revised  recommendation  on  test  methods  for  qualifying  marine 
construction  materials  as  non-combustible’.  Any  other  material  is  a  combustible 
material. 

.1.a 

FOR B, C AND D SHIPS CONSTRUCTED ON OR AFTER 1 JANUARY 2003: 

Non-combustible material is a material which neither burns nor gives off flammable 
vapours in sufficient quantity for self-ignition when heated to approximately 750 °C, 
this being determined in accordance with the Fire Test Procedures Code. Any other 
material is a combustible material. 

.2 

A standard fire test is one in which specimens of the relevant bulkheads or decks are 
exposed  in  a  test  furnace  to  temperatures  corresponding  approximately  to  the 
standard time-temperature curve. The specimen shall have an exposed surface of not 
less than 4,65 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 

EN 

93 

   EN 

 
 
.2a. 

FOR CLASS B, C AND D SHIPS CONSTRUCTED ON OR AFTER 1 JANUARY 
2003: 

A  standard  fire  test  is  one  in  which  the  specimens  of  the  relevant  bulkheads  and 
decks are exposed in a test furnace to temperatures corresponding approximately to 
the standard temperature curve. The test methods shall be in accordance with the Fire 
Test Procedures Code. 

.3 

‘A’ class divisions are those divisions formed by bulkheads and decks which comply 
with the following: 

.1 

.2 

.3 

.4 

they shall be constructed of steel or other equivalent material; 

they shall be suitably stiffened; 

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; 

they shall be insulated with approved non-combustible materials such that the 
average  temperature  of  the  unexposed  side  will  not  rise  more  than  140 °C 
above  the  original  temperature,  nor  will  the  temperature,  at  any  one  point, 
including  any  joint,  rise  more  than  180 °C  above  the  original  temperature, 
within the time listed below: 

class ‘A-60’ 

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). 

For  class B,  C and  D  ships  constructed  on  or  after  1 January  2003,  ‘IMO 
Resolution A.754 (18)’ shall read ‘Fire Test Procedures Code’. 

.4 

‘B’ class divisions are those divisions formed by bulkheads, decks, ceilings or linings 
which comply with the following: 

.1 

.2 

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; 

they  shall  have  an  insulation  value  such  that  the  average  temperature  of  the 
unexposed side will not rise more than 140 °C above the original temperature, 
nor will  the temperature at  any  one  point,  including  any joint, rise  more than 
225 °C above the original temperature within the time listed below: 

class ‘B-15’ 

15 min 

EN 

94 

   EN 

 
 
 
class ‘B-0’ 

0 min 

.3 

.4 

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; 

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). 

For  class B,  C and  D  ships  constructed  on  or  after  1 January  2003,  ‘IMO 
Resolution 754 (18)’ shall read ‘Fire Test Procedures Code’. 

‘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. 

FOR CLASS B, C, AND D SHIPS CONSTRUCTED ON OR AFTER 1 JANUARY 
2003: 

Low flame spread means that the surface thus described will adequately restrict the 
spread of flame, this being determined in accordance with the Fire Test Procedures 
Code. 

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. 

.5 

.6 

.7 

.8 

.8a 

.9 

.10 

.11 

EN 

95 

   EN 

 
 
 
.12 

.13 

Service  spaces  are  those  spaces  used  for  galleys,  pantries  containing  cooking 
appliances, lockers, mail and specie rooms, storerooms, workshops other than those 
forming part of the machinery spaces, and similar spaces and trunks to such spaces. 

Cargo spaces are all spaces used for cargo (including cargo oil tanks) and trunks to 
such spaces. 

.13-1  Vehicle spaces are cargo spaces intended for the carriage of motor vehicles with fuel 

in their tanks for their own propulsion. 

.14 

.15 

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  motor  vehicles 
with fuel in their tanks for their own propulsion and/or goods (packaged or in bulk, 
in  or  on  rail  or  road  cars,  vehicles  (including  road  and  rail  tankers),  trailers, 
containers,  pallets,  dismountable  tanks  or  in  or  on  similar  stowage  units  or  other 
receptacles) can be loaded and unloaded normally in a horizontal direction. 

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, or from above, 
and  for  ships  constructed  on  or  after  1 January  2003  having  a  total  area  of  at  least 
10 % of the total area of the space sides. 

(cid:208) 2002/25/EC Art. 1 and Annex 
(adapted) 

.15-1  Open  vehicle  spaces  are  those  vehicle  spaces  either  open  at  both  ends  or 
⌦ having ⌫  an  opening  at  one  end  and  ⌦ being ⌫  provided  with  adequate 
natural  ventilation  effective  over  their  entire  length  through  permanent  openings 
distributed in the side plating or deckhead or from above, and for ships constructed 
on or after 1 January 2003 having a total area of at least 10 % of the total area of the 
space sides. 

(cid:208) 2002/25/EC Art. 1 and Annex 

.16 

Closed ro-ro cargo spaces are ro-ro cargo spaces which are neither open ro-ro cargo 
spaces nor weather decks. 

.16-1  Closed vehicle spaces are vehicle spaces which are neither open vehicle spaces nor 

weather decks. 

.17 

.18 

Weather deck is a deck which is completely exposed to the weather from above and 
from at least two sides. 

Special  category  spaces  are  those  enclosed  vehicle  spaces  above  or  below  the 
bulkhead  deck  into  and  from  which  such  vehicles  can  be  driven  and  to  which 
passengers  have  access.  Special  category  spaces  may  be  accommodated  on  more 
than one deck provided that the total overall clear height for vehicles does not exceed 
10 metres. 

EN 

96 

   EN 

 
 
 
.19.1  Machinery  spaces  of  category A  are  those  spaces  and  trunks  to  such  spaces  which 

contain: 

.1 

.2 

internal combustion machinery used for main propulsion; or 

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,  stabilising,  ventilation  and  air  conditioning  machinery,  and  similar 
spaces, and trunks to such spaces. 

.20 

.21 

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. 

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 centralised. 

.21.1  Central  control  station  is  a  control  station  in  which  the  following  control  and 

indicator functions are centralised: 

.1 

.2 

.3 

.4 

fixed fire detection and alarm systems; 

automatic sprinklers, fire detection and alarm systems; 

fire door indicator panels; 

fire doors closures; 

.5  watertight door indicator panels; 

.6  watertight door closures; 

.7 

.8 

.9 

ventilation fans; 

general/fire alarms; 

communication systems including telephones; and 

.10  microphones to public address systems. 

.21.2  Continuously  manned  central  control  station  is  a  central  control  station  which  is 

continuously manned by a responsible member of the crew. 

EN 

97 

   EN 

 
.22 

Rooms containing furniture and furnishings of restricted fire risk are, for the purpose 
of Regulation II-2/B/4, those rooms containing furniture and furnishings of restricted 
fire risk (whether cabins, public spaces, offices and other types of accommodation) 
in which: 

.1 

.2 

.3 

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; 

all  free-standing  furniture  such  as  chairs,  sofas,  tables,  is  constructed  with 
frames of non-combustible materials; 

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, 
its 
amendments adopted by Resolution A.563 (14). 

in  accordance  with  IMO  Resolution  A.471 (XII)  and 

For  class B,  C and  D  ships  constructed  on  or  after  1 January  2003,  ‘IMO 
Resolution A.471 (XII) and its amendments adopted by Resolution A.563 (14)’ 
shall read ‘Fire Test Procedures Code’; 

.4 

all floor coverings have qualities of resistance to the propagation of flame not 
inferior to those of an equivalent woollen material used for the same purpose. 

For  class B,  C and  D  ships  constructed  on  or  after  1 January  2003,  this 
subparagraph shall read: 

all floor coverings have low flame spread characteristics; 

.5 

.6 

all exposed surfaces of bulkheads, linings and ceilings have low flame-spread 
characteristics; and 

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) 

For  class B,  C and  D  ships  constructed  on  or  after  1 January  2003,  ‘IMO 
Resolution A.652 (16)’ shall read ‘Fire Test Procedures Code’. 

FOR  CLASS B,  C AND  D  SHIPS  CONSTRUCTED  ON  OR  AFTER 
1 JANUARY 2003 

.7 

all  bedding  components  have  qualities  of  resistance  to  the  ignition  and 
propagation  of  flame,  this  being  determined  in  accordance  with  the  Fire  Test 
Procedures Code. 

.23 

Ro-ro  passenger  ship  means  a  passenger  ship  with  ro-ro  cargo  spaces  or  special 
category spaces as defined in this regulation. 

EN 

98 

   EN 

 
 
 
 
 
 
.24 

.25 

.26 

.27 

Fire Test Procedures Code means the International Code for Application of Fire Test 
Procedures,  as  adopted  by  the  Maritime  Safety  Committee  of  IMO  by  Resolution 
MSC 61 (67), as amended by IMO. 

Fire  Safety  Systems  Code  means  the  International  Code  for  Fire  Safety  Systems  as 
adopted  by  the  Maritime  Safety  Committee  of  IMO  by  Resolution  MSC98 (73),  as 
may be amended by IMO, provided that such amendments are adopted, brought into 
force and take effect in accordance with the provisions of article VIII of the present 
SOLAS  Convention  concerning  the  amendment procedures  applicable  to  the  annex 
other than Chapter I thereof. 

Flashpoint is the temperature in degrees Celsius (closed cup test) at which a product 
will give off enough flammable vapour to be ignited, as determined by an approved 
flashpoint apparatus. 

Prescriptive requirements mean the constructive characteristics, limiting dimensions 
or fire safety systems specified in this chapter. 

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 CONSTRUCTED BEFORE 1 JANUARY 2003: 

.1.2  Where more than one independent fire pump is required, isolating valves to separate 
the  section  of  the  fire  main  within  the  machinery  space  containing  the  main  fire 
pump or pumps from the rest of the fire main shall be fitted in an easily accessible 
and tenable position outside this machinery space. The fire main shall be so arranged 
that when the isolating valves are shut all the hydrants on the ship, except those in 
the machinery space referred above, can be supplied with water by a fire pump not 
located  in  this  machinery  space  through  pipes  which  do  not  enter  this  space. 
Exceptionally,  short  lengths  of  the  emergency  fire  pump  suction  and  discharge 
piping may penetrate the machinery space if it is impracticable to route it externally 
provided  that  the  integrity  of  the  fire  main  is  maintained  by  the  enclosure  of  the 
piping in a substantial steel casing. 

NEW CLASS B, C AND D SHIPS CONSTRUCTED ON OR AFTER 1 JANUARY 2003: 

.1.3 

Isolating valves to separate the section of the fire main within the machinery space 
containing the main fire pump or pumps from the rest of the fire main shall be fitted 
in  an  easily  accessible  and  tenable  position  outside  the  machinery  spaces.  The  fire 
main shall be so arranged that when the isolating valves are shut all the hydrants on 
the ship, except those in the machinery space referred to above, can be supplied with 
water  by  another  pump  or  an  emergency  fire  pump.  The  emergency  pump,  its 
seawater  inlet  and  suction  and  delivery  pipes  and  isolating  valves  shall  be  located 
outside the machinery space. If this arrangement cannot be made, the sea-chest may 
be fitted in the machinery space if the valve is remotely controlled from a position in 
the  same  compartment  as  the  emergency  pump  and  the  suction  pipe  is  as  short  as 
practicable. Short lengths of suction or discharge piping may penetrate the machinery 

EN 

99 

   EN 

 
space, provided they are enclosed in a substantial steel casing or are insulated to A-
60 standards. The pipes shall have substantial wall thickness, but in no case less than 
11 mm and shall be welded except for the flanged connection to the sea inlet valve. 

ALL 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 

.2 

.3 

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. 

In  every  ship  which  is  required  by  this  regulation  to  be  provided  with  more 
than  one  power  fire  pump,  each  of  the  required  fire  pumps  shall  have  a 
capacity  not  less  than  80 %  of  the  total  required  capacity  divided  by  the 
minimum number of required fire pumps but in any case not less than 25 m3/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. 

In  ships  constructed  on  or  after  1 January  2003  where  more  pumps  than  the 
minimum  required  pumps  are  installed  such  additional  pumps  shall  have  a 
capacity of at least 25 m3/h and shall be capable of delivering at least the two 
jets of water required in paragraph .5 of this regulation. 

.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: 

.2 

.3 

.1 

.2 

ships  certified  to  carry  more  than  500 passengers:  at  least  three,  one  of 
which may be a main engine driven pump; 

ships certified to carry up to 500 passengers or less: at least two, one of 
which may be a main engine driven pump. 

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

The  arrangement  of  sea  connections,  fire  pumps  and  their  sources  of  power 
shall  be  such  as  to  ensure  that  in  ship  certified  to  carry  more  than 
250 passengers, in the event of a fire in any one compartment all the fire pumps 
will not be put out of action. 

In new class B ships certified to carry up to 250 passengers or less, if a fire in 
any  one  compartment  could  put  all  the  pumps  out  of  action,  the  alternative 
means of providing water for fire-fighting purposes shall be an independently 
driven, power-operated emergency fire pump and with its source of power and 
sea  connection  located  outside  the  machinery  space.  Such  an  independently 

EN 

100 

   EN 

 
 
.4 

.5 

driven, power operated emergency fire pump shall comply with the provisions 
of  the  Fire  Safety  Systems  Code  for  ships  constructed  on  or  after  1 January 
2003. 

In  new  class B  ships  certified  to  carry  more  than  250 passengers,  the 
arrangements  for  the  ready  availability  of  water  supply  shall  be  such  that  at 
least one effective jet of water is immediately available from any hydrant in an 
interior location and so as to ensure the continuation of the output of water by 
the automatic starting of a required fire pump. 

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 pressurisation of the fire main system by 
one of the main fire pumps. 

.6 

The delivery valve of each fire pump shall be fitted with a non-return valve. 

.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 distribution of the maximum required discharge from two fire pumps 
operating 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 

up to 500 passengers 

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. 

.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 

EN 

101 

   EN 

 
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. 

.3  On  ships  constructed  on  or  after  1 January  2003  isolating  valves  shall  be 
installed for all open deck fire main branches used for purposes other than fire-
fighting. 

.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 superstructures 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 shutoff facility. 

EN 

102 

   EN 

 
.2 

.3 

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

For machinery spaces and exterior locations, the nozzle size shall be such as to 
obtain  the  maximum  discharge  possible  from  two  jets  at  the  pressure 
mentioned in paragraph .4 from the smallest pump, provided that a nozzle size 
greater than 19 mm need not be used. 

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

.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 
pressures as required in class B ships. 

.2 

.3 

.4 

.5 

.6 

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 paragraph .9.1 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. 

Sanitary,  ballast,  bilge  or  general  service  pumps  may  be  accepted  as  fire 
pumps. 

Every ship shall be provided with a fire main having a diameter sufficient for 
the effective distribution of the maximum discharge given above. The number 
and  position  of  the  hydrants  shall  be  such  that  at  least  one  jet  of  water  may 
reach  any  part  of  the  ship  using  one  single  max.  length  of  hose  as  given  for 
class B ships in paragraph .7.2. 

Every ship shall be fitted with at least one fire hose for every hydrant fitted. 

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 pressurisation of the fire main system by 
one of the main fire pumps. 

.7 

The delivery valve of each fire pump shall be fitted with a non-return valve. 

EN 

103 

   EN 

 
4 

.1 

Fixed fire-extinguishing systems (R 5 + 8 + 9 + 10) 

Fixed gas fire-extinguishing systems: General (R 5.1) 

NEW CLASS B, C AND D SHIPS CONSTRUCTED BEFORE 1 JANUARY 2003 
AND EXISTING CLASS B SHIPS: 

.1 

.2 

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. 

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. 

.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. 

.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. 

EN 

104 

   EN 

 
 
.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. 

NEW CLASS B, C AND D SHIPS CONSTRUCTED ON OR AFTER 1 JANUARY 
2003: 

.13  Fixed  gas  fire-extinguishing  systems  shall  comply  with  the  provisions  of  the 

Fire Safety Systems Code. 

.14  Means shall be provided to close from outside the protected space all openings 

which may admit air to or allow gas escape from the protected space. 

.15  When the fire-extinguishing medium is stored outside a protected space, it shall 
be stored in a room which is located behind the forward collision bulkhead and 
is  used  for  no  other  purposes.  Any  entrance  to  such  a  storage  room  shall 
preferably  be  from  the  open  deck  and  shall  be  independent  of  the  protected 
space.  If  the  storage  place  is  located  below  deck,  it  shall  be  located  no  more 
than  one  deck  below  the  open  deck  and  shall  be  directly  accessible  by  a 
stairway or ladder from the open deck. 

Spaces  which  are  located  below  deck  or  spaces  where  access  from  the  open 
deck  is  not  provided  shall  be  fitted  with  a  mechanical  ventilation  system 
designed to take exhaust air from the bottom of the space and shall be sized to 
provide at least 6 air changes per hour. Access doors shall open outwards and 
bulkheads and decks including doors and other means of closing any opening 
therein,  which  form  boundaries  between  such  rooms  and  adjacent  enclosed 
spaces, shall be gastight. For the purpose of the application of tables 4.1, 4.2, 
5.1 and 5.2 such storage rooms shall be treated as fire control stations. 

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

.16  Where  the  volume  of  free  air  contained  in  air  receivers  in  any  space  is  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. 

EN 

105 

   EN 

 
 
 
 
 
.17  Suppliers of fixed fire-extinguishing installations shall provide a description of 
the  installation,  including  a  checklist  for  maintenance,  in  English  and  in  the 
official language(s) of the flag State. 

.18  The quantity of the fire-extinguishing medium shall be checked at least once a 
year  by  either  an  expert  authorised  by  the  Administration,  the  supplier  of  the 
installation or a recognised organisation. 

.19  The  periodic  checking  which  is  carried  out  by  the  ship's  chief  engineer  or 
organised  by  the  ship's  management  shall  be  entered  in  the  ship's  logbook 
stating the scope and the time of such checking. 

.20  Non-prescribed  fire  extinguishing  equipment  which  is  installed  e.g.  in  store 
rooms shall, in its construction and dimensioning, comply with the provisions 
of this regulation for the type of installation in question. 

.21  All doors to spaces protected by CO2 /halon installation shall be marked ‘This 
space is protected by a CO2 /halon installation and shall be evacuated when the 
alarm equipment comes into operation’. 

.2 

Carbon dioxide systems (R 5.2) 

NEW CLASS B, C AND D SHIPS CONSTRUCTED BEFORE 1 JANUARY 2003 
AND EXISTING CLASS B SHIPS: 

.1.1  For  cargo  spaces  the  quantity  of  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: 

.1 

.2 

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 

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. 

EN 

106 

   EN 

 
 
 
.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 

.2 

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. 

The two controls shall be located inside a release box clearly identified 
for the particular space. If the box containing the controls is to be locked, 
a  key  to  the  box  shall  be  in  a  break-glass  type  enclosure  conspicuously 
located adjacent to the box. 

.5 

The Administration of the flag State shall ensure that the spaces in which the 
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. 

NEW CLASS B, C AND D SHIPS CONSTRUCTED ON OR AFTER 1 JANUARY 
2003: 

.6 

.7 

Carbon  dioxide  systems  shall  comply  with  the  provisions  of  the  Fire  Safety 
Systems Code. 

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 piping and fittings and for control and alarm equipment for such 
installation. 

.3 

Fixed low-expansion foam fire-extinguishing systems in machinery spaces (R 8) 

NEW CLASS B, C AND D SHIPS CONSTRUCTED BEFORE 1 JANUARY 2003 
AND EXISTING B CLASS SHIPS: 

.1  Where in any machinery space a fixed low-expansion foam fire-extinguishing 
system  is  fitted  in  addition  to  the  requirements  of  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 area 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. 

EN 

107 

   EN 

 
 
 
.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. 

NEW CLASS B, C AND D SHIPS CONSTRUCTED ON OR AFTER 1 JANUARY 
2003: 

.3 

Fixed  low-expansion  foam  fire-extinguishing  systems  in  machinery  spaces 
shall comply with the provisions of the Fire Safety Systems Code. 

.4 

Fixed high-expansion foam fire-extinguishing systems in machinery spaces (R 9) 

NEW CLASS B, C AND D SHIPS CONSTRUCTED BEFORE 1 JANUARY 2003 
AND EXISTING CLASS B SHIPS: 

.1  Any required fixed high-expansion foam system in machinery spaces shall be 
capable  of  rapidly  discharging  through  fixed  discharge  outlets  a  quantity  of 
foam  sufficient  to  fill  the  greatest  space  to  be  protected  at  a  rate  of  at  least 
1 metre  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 

.3 

.4 

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. 

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. 

The  foam  generator,  its  sources  of  power  supply,  foam  forming  liquid  and 
means  of  controlling  the  system  shall  be  readily  accessible  and  simple  to 
operate  and  shall  be  grouped  in  as  few  locations  as  possible  at  positions  not 
likely to be cut off by a fire in the protected space. 

NEW CLASS B, C AND D SHIPS CONSTRUCTED ON OR AFTER 1 JANUARY 
2003: 

.5 

Fixed  high  expansion  foam  fire-extinguishing  systems  in  machinery  spaces 
shall comply with the provisions of the Fire Safety Systems Code. 

.5 

Fixed pressure water-spraying fire-extinguishing systems in machinery spaces (R 10) 

NEW CLASS B, C AND D SHIPS CONSTRUCTED BEFORE 1 JANUARY 2003 
AND EXISTING B CLASS SHIPS: 

.1  Any  required  fixed  pressure  water-spraying  fire-extinguishing  system  in 
machinery spaces shall be provided with spraying nozzles of an approved type. 

.2 

The  number  and  arrangement  of  the  nozzles  shall  be  such  as  to  ensure  an 
effective average distribution of water of at least 5 litres/m2 per minute in the 
spaces  to  be  protected.  Increased  application  rates  may  be  considered  if 

EN 

108 

   EN 

 
 
 
 
 
.3 

.4 

.5 

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. 

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. 

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. 

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 

Precautions  shall  be  taken  to  prevent  the  nozzles  from  becoming  clogged  by 
impurities in the water or corrosion of piping, nozzles, valves and pump. 

NEW CLASS B, C AND D SHIPS CONSTRUCTED BEFORE 1 JANUARY 2003: 

.7 

The  pump  may  be  driven  by  an  independent  internal  combustion  machinery 
but,  if  it  is  dependent  upon  power  being  supplied  from  the  emergency 
generator  fitted  in  compliance  with  the  provisions  of  Part  D  of  Chapter  II-1, 
that  generator  shall  be  so  arranged  as  to  start  automatically  in  case  of  main 
power  failure  so  that  power  for  the  pump  required  by  paragraph .5  is 
immediately  available.  When  the  pump  is  driven  by  independent  internal 
combustion machinery it shall be so situated that a fire in the protected space 
will not affect the air supply to the machinery. 

NEW CLASS B, C AND D SHIPS CONSTRUCTED ON OR AFTER 1 JANUARY 
2003: 

.8 

Fixed pressure water-spraying fire-extinguishing systems in machinery spaces 
shall comply with the provisions of the Fire Safety Systems Code. 

5 

Portable fire extinguishers (R 6) 

NEW  CLASS  B,  C  AND  D  SHIPS  CONSTRUCTED  BEFORE  1 JANUARY  2003  AND 
EXISTING CLASS B SHIPS: 

.1 

.2 

All fire extinguishers shall be of approved types and designs. 

The capacity of required portable fluid extinguishers shall be not more than 13,5-litre 
and  not  less  than  9 litres.  Other  extinguishers  shall  be  at  least  as  portable  as  the 
13,5-litre  fluid  extinguisher  and  shall  have  a  fire-extinguishing  capability  at  least 
equivalent to that of a 9-litre fluid extinguisher. 

EN 

109 

   EN 

 
 
 
.3 

.4 

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. 

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. 

NEW CLASS B, C AND D SHIPS CONSTRUCTED ON OR AFTER 1 JANUARY 2003: 

.5 

.6 

.7 

.8 

.9 

Portable  fire  extinguishers  shall  comply  with  the  provisions  of  the  Fire  Safety 
Systems Code. 

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

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

Spare charges shall be provided for 100 % of the first 10 extinguishers and 50 % of 
the remaining fire extinguishers capable of being recharged on board. 

For  the  extinguishers  which  cannot  be  recharged  on  board,  additional  portable  fire 
extinguishers  of  the  same  quantity,  type,  capacity  and  number  as  determined  in 
paragraph .13 below shall be provided in lieu of spare charges. 

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

.10 

.11 

.12 

Fire  extinguishers  containing  an  extinguishing  medium  which  either  by  itself  or 
under  expected  conditions  of  use  gives  off  toxic  gases  in  such  quantities  as  to 
endanger persons or gives off gases which are harmful to the environment shall not 
be permitted. 

The fire extinguishers shall be suitable for extinguishing fires which are possible in 
the vicinity of the fire extinguisher location. 

One of the portable fire extinguishers intended for use in any space shall be located 
near the entrance of that space. 

.13 

The minimum number of fire extinguishers shall be as follows: 

.1 

in accommodation and service spaces: 

EN 

110 

   EN 

 
the fire extinguishers shall be so located that no point in the space is more than 
10 metres walking distance from an extinguisher; 

an  extinguisher  suitable  for  use  in  high  voltage  areas  shall  be  located  in  the 
proximity of any electric panel or subpanel having a power of 20 kW or more; 

in  galleys  the  extinguishers  shall  be  so  located  that  no  point  in  the  space  is 
more than 10 metres walking distance from an extinguisher; 

an extinguisher shall be located in the proximity of paint lockers store rooms 
containing readily flammable products; 

at least one extinguisher shall be located on the navigating bridge and in each 
control station. 

.2 

.3 

.4 

.5 

.14 

Portable fire extinguishers provided for use in accommodation or service spaces shall 
so far as practicable have a uniform method of operation. 

.15 

Periodic inspection of fire extinguishers: 

the Administration of the Flag State shall ensure that portable fire 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 

.2 

.3 

a gas system complying with the relevant provisions of paragraphs .1 and .2 of 
Regulation  4,  or  an  equivalent  water-based  system  as  an  alternative 
arrangement 
the  provisions  of 
MSC/Circ. 668 of 30 December 1994 and MSC/Circ. 728 of June 1996, taking 
into consideration the date of construction of the ship; 

for  halon  systems,  complying  with 

a  high-expansion  foam  system  complying  with  the  relevant  provisions  of 
paragraph .4 of Regulation 4, taking into consideration the date of construction 
of the ship; 

a  pressure  water-spraying  system  complying  with  the  relevant  provisions  of 
paragraph .5 of Regulation 4, taking into consideration the date of construction 
of the ship. 

.2 

at least one set of portable air-foam equipment consisting of an air-foam nozzle of an 
inductor  type  capable  of  being  connected  to  the  fire  main  by  a  fire  hose,  together 
with a portable tank containing at least 20 litres of foam-making liquid and one spare 
tank.  The  nozzle  shall  be  capable  of  producing  effective  foam  suitable  for 
extinguishing an oil fire, at a rate of at least 1,5 m3 per min. 

EN 

111 

   EN 

 
 
 
.3 

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. 

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 any such space. 

The use of low expansion foam fixed system in lieu of some of the six portable fire 
extinguishers required by this regulation is permitted. 

IN  NEW  CLASS  B,  C  AND  D  AND  EXISTING  CLASS  B  SHIPS  CARRYING  MORE 
THAN 36 PASSENGERS: 

.6 

Each  machinery  space  shall  be  provided  with  two  suitable  water  fog  applicators, 
consisting of a metal L-shaped pipe, the long limb being about two metres in length 
capable of being fitted to a fire hose and the short limb being about 250 mm in length 
fitted  with  a  fixed  water  fog  nozzle  or  capable  of  being  fitted  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 

IN  NEW  CLASS  B,  C  AND  D  SHIPS  CONSTRUCTED  ON  OR  AFTER  1 JANUARY 
2003, WITH A LENGTH OF 24 METRES AND ABOVE: 

.8. 

1  Machinery spaces of category A above 500 m3 in volume shall, in addition to 
the fixed fire-extinguishing system required in this regulation, be protected by 
an  approved  type  of  fixed  water-based  or  equivalent  local  application  fire-
fighting  system,  based  on 
IMO,  see 
MSC/Circ. 913  ‘Guidelines  for  the  approval  of  fixed  water-based  local 
application fire-fighting systems for use in category A machinery spaces’. 

the  guidelines  developed  by 

In  the  cases  of  periodically  unattended  machinery  spaces,  the  fire-fighting 
system shall have both automatic and manual release capabilities. In the case of 

EN 

112 

   EN 

 
 
 
continuously  manned  machinery  spaces  the  fire-fighting  system  is  only 
required to have a manual release capability. 

.2 

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

.1 

.2 

.3 

.4 

the  fire  hazard  portions  of  internal  combustion  machinery  used  for  the 
ship's main propulsion and power generation, 

boiler fronts, 

the fire hazard portions of incinerators, and 

purifiers for heated fuel oil. 

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

(cid:208) 2002/25/EC Art. 1 and Annex 
(adapted) 

IN  NEW  CLASS  B,  C  AND  D  ⌦ SHIPS ⌫  CONSTRUCTED  BEFORE 
1 JANUARY 2003  AND  IN  EXISTING  CLASS  B  SHIPS,  AND  IN  ALL  SHIPS 
CERTIFIED TO CARRY MORE THAN 400 PASSENGERS: 

Fixed  local  application  fire-fighting  systems  shall  be  fitted  in  accordance  with 
paragraph .8 of this regulation not later than 1 October 2005. 

(cid:208) 2002/25/EC Art. 1 and Annex 

Special arrangements in machinery spaces (R 11) 

.9 

7 

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 

EN 

113 

   EN 

 
 
 
arrangements or by the provision of self-closing doors capable of closing against an 
inclination  of  3,5°  opposing  closure  and  having  a  fail-safe  hold-back  facility, 
provided with a remotely operated release device. 

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

.4 

.5 

.6 

.7 

Windows shall not be fitted in machinery space boundaries. This does not preclude 
the use of glass in control rooms within the machinery spaces. 

Means of control shall be provided for: 

.1 

.2 

.3 

.4 

.5 

opening  and  closure  of  skylights,  closure  of  openings  in  funnels  which 
normally allow exhaust ventilation, and closure of ventilator dampers; 

permitting the release of smoke; 

closing  power-operated  doors  or  actuating  release  mechanism  on  doors  other 
than power-operated watertight doors; 

stopping ventilating fans; and 

stopping forced and induced draught fans, oil fuel transfer pumps, oil fuel unit 
pumps and other similar fuel pumps. Other similar fuel pumps means for ships 
constructed  on  or  after  1 January  2003  lubricating  oil  service  pumps,  thermal 
oil  circulating  pumps  and  oil  separators.  However  paragraph  .6  of  this 
regulation need not apply to oily water separators. 

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. 

8 

Automatic sprinkler, fire detection and fire alarm systems (R 12) 

NEW  CLASS  B,  C  AND  D  SHIPS  CONSTRUCTED  BEFORE  1 JANUARY  2003  AND 
EXISTING CLASS B SHIPS: 

.1 

Any  required  automatic  sprinkler,  fire  detection  and  fire  alarm  system  shall  be 
capable  of  immediate  operation  at  all  times  and  no  action  by  the  crew  shall  be 
necessary  to  set  it  in  operation.  It  shall  be  of  the  wet  pipe  type  but  small  exposed 
sections may be of the dry pipe type where this is a necessary precaution. Any parts 
of  the  system  which  may  be  subjected  to  freezing  temperatures  in  service  shall  be 
suitably protected against freezing. It shall be kept charged at the necessary pressure 
and  shall  have  provision  for  a  continuous  supply  of  water  as  required  in  this 
regulation. 

EN 

114 

   EN 

 
.2 

.3 

.4 

.5 

.6 

.7 

.8 

.9 

Each section of sprinklers shall include means for giving a visual and audible alarm 
signal  automatically  at  one  or  more  indicating  units  whenever  any  sprinkler  comes 
into  operation.  Such  units  shall  indicate  in which  section  served  by  the  system  fire 
has occurred and shall be centralised 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 occurs 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 unauthorised 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 displayed at each indicating unit showing the spaces covered 
and  the  location  of  the  zone  in  respect  of  each  section.  Suitable  instructions  for 
testing and maintenance shall be available. 

Sprinklers shall be placed in an overhead position and spaced in a suitable pattern to 
maintain an average application rate of not less than 5 litres/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  positions  that  combustible material in 
the space will be well sprayed. 

A pressure tank having a volume equal to at least twice that of the charge of water 
specified  in  this  paragraph  shall  be  provided.  The  tank  shall  contain  a  standing 
charge of fresh water, equivalent to the amount of water which would be discharged 
in one minute by the pump referred to in paragraph .12, and the arrangements shall 
provide for maintaining an air pressure in the tank such as to ensure that where the 
standing charge of fresh water in the tank has been used the pressure will be not less 
than  the  working  pressure  of  the  sprinkler,  plus  the  pressure  exerted  by  a  head  of 
water  measured  from  the  bottom  of  the  tank  to  the  highest  sprinkler  in  the  system. 

EN 

115 

   EN 

 
 
.10 

.11 

.12 

.13 

.14 

.15 

.16 

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. 

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. 

An independent power pump shall be provided solely for the purpose of continuing 
automatically the discharge of water from the sprinklers. The pump shall be brought 
into action automatically by the pressure drop in the system before the standing fresh 
water charge in the pressure tank is completely exhausted. 

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. For new class C and D ships of less than 
40 metres  in  length  with  a  total  protected  area  of  less  than  280 m2,  the 
Administration may specify the appropriate area for sizing of pumps and alternative 
supply components. 

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. 

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. 

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 changeover switch situated  near  the 
sprinkler  pump.  This  switch  shall  permit  the  supply  of  power  from  the  main 
switchboard  so  long  as  a  supply  is  available  therefrom,  and  to  be  so  designed  that 
upon failure of that 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 

EN 

116 

   EN 

 
.17 

.18 

.19 

.20 

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  non-return  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. 

Means shall be provided for testing the automatic operation of the pump on reduction 
of pressure in the system. 

Switches shall be provided at one of the indicating positions referred to in paragraph 
.2 which will enable the alarm and the indicators for each section of sprinklers to be 
tested. 

.21 

At least 6 spare sprinkler heads shall be provided for each section. 

NEW CLASS B, C AND D SHIPS CONSTRUCTED ON OR AFTER 1 JANUARY 2003: 

.22 

.23 

The automatic sprinkler, fire detection and fire alarm systems shall be of an approved 
type, complying with the provisions of the Fire Safety System Code. 

For  new  C  and  D  class  ships  of  less  than  40 metres  in  length  and  with  a  total 
protected  area  of  less  than  280 m2  the  Administration  may  specify  the  appropriate 
area for sizing of pumps and alternative components. 

9 

Fixed fire detection and fire alarm systems (R 13) 

NEW  CLASS  B,  C  AND  D  SHIPS  CONSTRUCTED  BEFORE  1 JANUARY  2003  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 

.3 

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. 

There  shall  be  not  less  than  two  sources  of  power  supply  for  the  electrical 
equipment used in the operation of the fire detection and fire alarm system, one 
of  which  shall  be  an  emergency  source.  The  supply  shall  be  provided  by 
separate feeders reserved solely for that purpose. Such feeders shall run to an 
automatic changeover switch situated in or adjacent to the control panel for the 
fire detection system. 

EN 

117 

   EN 

 
.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 

.6 

The control panel shall be located on the navigating bridge or in the main fire 
control station. 

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. 

.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. 

EN 

118 

   EN 

 
.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  the  whole  loop 
ineffective, 

all  arrangements  are  made  to  enable  the  initial  configuration  of  the 
system  to  be  restored  in  the  event  of  failure  (electrical,  electronic, 
informatic), 

the first initiated fire alarm will not prevent any other detector to initiate 
further fire alarms. 

.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  airflow  could  adversely 
affect  performance  and  positions  where  impact  or  physical  damage  is  likely 

EN 

119 

   EN 

 
 
shall be avoided. In general, detectors which are located on the overhead shall 
be a minimum distance of 0,5 metres away from bulkheads. 

.5 

The maximum spacing of detectors shall be in accordance with the table below: 

Type of detector  Maximum floor 
area per detector
(m2) 

Maximum 
distance apart 
between centres 
(m) 

Maximum 
distance away 
from bulkheads 
(m) 

Heat 

Smoke 

37 

74 

9 

11 

4,5 

5,5 

The  Administration  of  the  flag  State  may  require  or  permit  other  spacings 
based upon test data which demonstrate the characteristics of the detectors. 

.6 

Electrical  wiring  which  forms  part  of  the  system  shall  be  so  arranged  as  to 
avoid  galleys,  machinery  spaces,  and  other  enclosed  spaces  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 

.2 

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. 

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 B, C AND D SHIPS CONSTRUCTED ON OR AFTER 1 JANUARY 2003: 

.4.1 

The  fixed  fire  detection  and  fire  alarm  systems  shall  be  of  an  approved  type, 
complying with the provisions of the Fire Safety Systems Code. 

EN 

120 

   EN 

 
 
 
.4.2 

Manually operated call points complying with the Fire Safety Systems Code shall be 
installed throughout the accommodation spaces, service spaces and control stations. 
One  manually  operated  call  point  shall  be  located  at  each  exit.  Manually  operated 
call points shall be readily accessible in the corridors of each deck such that no part 
of the corridor is more than 20 metres from a manually operated call point. 

NEW CLASS A, B, C AND D SHIPS: 

.5 

In addition to the above provisions, the Administration of the flag State shall ensure 
that  safety  provisions  on  the  installations  regarding  their  independence  from  other 
installations  or  systems,  the  corrosion  resistance  of  their  components,  the  electrical 
power  supply  to  their  control  system,  and  the  availability  of  instructions  for  their 
operation and maintenance shall be complied with. 

10 

Arrangements for oil fuel, lubricating oil and other flammable oils (R 15) 

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

.1 

Limitations in the use of oil as fuel 

The following limitations shall apply to the use of oil as fuel: 

.1 

.2 

.3 

Except as otherwise permitted by this paragraph, no oil fuel with a flashpoint 
of less than 60 °C shall be used. 

In emergency generators, oil fuel with a flashpoint of not less than 43 °C may 
be used. 

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. 

For ships constructed on or after 1 January 2003 oil fuel having a flashpoint of 
less  than  60 °C  but  not  less  than  43 °C  may  be  permitted  subject  to  the 
following: 

.3.1  fuel oil tanks except those arranged in double bottom compartments shall 

be located outside of machinery spaces of category A; 

.3.2  provisions  for  the  measurement  of  oil  temperature  are  provided  on  the 

suction pipe of the fuel pump; 

.3.3  stop valves and/or cocks are provided on the inlet side and outlet side of 

the oil fuel strainers and; 

.3.4  pipe  joints  of  welded  construction  or  of  circular  cone  type  or  spherical 

type union joint are applied as much as possible. 

The flashpoint of oils shall be determined by an approved closed cup method. 

EN 

121 

   EN 

 
 
 
 
.2 

Oil fuel arrangements 

In a ship in which oil fuel is used, the arrangements for the storage, distribution and 
utilisation of the oil fuel shall be such as to ensure the safety of the ship and persons 
on board and shall at least comply with the following provisions: 

.1.1  As  far  as  practicable,  parts  of  the  oil  fuel  system  containing  heated  oil  under 
pressure  exceeding  0,18 N/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  freestanding  oil  fuel  tanks  shall  be 
avoided and shall be prohibited in machinery spaces. 

.4  No  oil  fuel  tank  shall  be  situated  where  spillage  or  leakage  therefrom  can 
constitute a hazard by falling on heated surfaces. Precautions shall be taken to 
prevent any oil that may escape under pressure from any pump, filter or heater 
from coming into contact with heated surfaces. 

.5 

Every  oil  fuel  pipe,  which,  if  damaged,  would  allow  oil  to  escape  from  a 
storage, settling or daily service tank, having a capacity of 500 litres or above, 
situated above the double bottom, shall be fitted 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 the machinery 
space it shall be operated from a position outside this space. 

In  ships  constructed  on  or  after  1 January  2003  the  controls  for  remote 
operation  of  the  valve  for  the  emergency  generator  fuel  tank  shall  be  in  a 
separate location from the controls for remote operation of other valves located 
in machinery spaces. 

EN 

122 

   EN 

 
 
 
.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 
subparagraph .2.6.2; 

.1.2 

.1.3 

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; 

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. 

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 
subparagraph .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  subparagraph .2.6.2  shall  be  maintained  in  the 
proper  condition  to  ensure  their  continued  accurate  functioning  in 
service. 

.7 

Provision shall be made to prevent overpressure in any oil tank or in any part 
of  the  oil  fuel  system,  including  the  filling  pipes  served  by  pumps  on  board. 
Any relief valves and air or overflow pipes shall discharge to a position where 
there is no risk of fire or explosion from the emergence of oils and vapour and 
shall  not  lead  into  crew  spaces,  passenger  spaces  nor  into  special  category 
spaces,  closed  ro-ro  spaces,  machinery  spaces  or  similar  spaces,  situated  in 
ships constructed on or after 1 January 2003. 

EN 

123 

   EN 

 
 
 
.8  Oil fuel pipes and their valves and fittings shall be of steel or other approved 
material,  except  that  restricted  use  of  flexible  pipes  may  be  permitted.  Such 
flexible pipes and end attachments shall be of approved fire-resisting materials 
of adequate strength. 

For valves, fitted to oil fuel tanks and which are under static pressure, steel or 
spheroidal-graphite  cast  iron  may  be  accepted.  However,  ordinary  cast  iron 
valves may be used in piping systems, where the design pressure is lower than 
7 bar and the design temperature is below 60 °C. 

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. 

NEW CLASS B, C AND D SHIPS CONSTRUCTED ON OR AFTER 1 JANUARY 
2003: 

.12  Oil  fuel  lines  shall  not  be  located  immediately  above  or  near  units  of  high 
temperature including boilers, steam pipelines, exhaust manifolds, silencers or 
other  equipment  required  to  be  insulated.  As  far  as  practicable,  oil  fuel  lines 
shall  be  arranged  far  apart  from  hot  surfaces,  electrical  installations  or  other 
sources  of  ignition  and  shall  be  screened  or  otherwise  suitably  protected  to 
avoid oil spray or oil leakage onto the sources of ignition. The number of joints 
in such piping systems shall be kept to a minimum. 

.13  Components  of  a  diesel  engine  fuel  system  shall  be  designed  considering  the 
maximum  peak  pressure  which  will  be  experienced  in  service,  including  any 
high pressure pulses which are generated and transmitted back into fuel supply 
and  spill  lines  by  the  action  of  fuel  injection  pumps.  Connections  within  the 
fuel supply and spill lines shall be constructed having regard to their ability to 
prevent pressurised oil fuel leaks while in service and after maintenance. 

.14 

In  multi-engine  installations  which  are  supplied  from  the  same  fuel  source, 
means of isolating the fuel supply and spill piping to individual engines, shall 
be provided. The means of isolation shall not affect the operation of the other 
engines  and  shall  be  operable  from  a  position  not  rendered  inaccessible  by  a 
fire on any of the engines 

EN 

124 

   EN 

 
 
 
 
.15  Where the Administration of the flag State may permit the conveying of oil and 
combustible  liquids  through  accommodation  and  service  spaces,  the  pipes 
conveying  oil  or  combustible  liquids  shall  be  of  a  material  approved  by  the 
Administration having regarded of the fire risk. 

.16  Existing class B ships shall comply with the requirements of paragraphs .2.9 to 
.2.11, 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 

(cid:208) 2002/25/EC Art. 1 and Annex 

The arrangements for the storage, distribution and utilisation of oil used in pressure 
lubrication systems shall be such as to ensure the safety of the ship and persons on 
board,  and  such  arrangements  in  machinery  spaces  shall  at  least  comply  with  the 
provisions of paragraphs .2.1, .2.4, .2.5, .2.6, .2.7, .2.8, .2.10 and .2.11, except that: 

.1 

.2 

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; 

sounding  pipes  may  be  authorised  in  machinery  spaces;  the  requirements  of 
paragraphs .2.6.1.1  and  .2.6.1.3  need  not  be  applied  on  condition  that  the 
sounding pipes are fitted with appropriate means of closure. 

the  provisions  of 
For  ships  constructed  on  or  after  1 January  2003 
paragraph .10.2.5  shall  also  apply  to  lubricating  oil  tanks  except  those  of 
having a capacity less than 500 litres, storage tanks on which valves are closed 
during  the  normal  operation  of  the  ship  or  where  it  is  determined  that  the 
unintended operation of a quick closing valve on the lubricating oil tank would 
endanger  the  safe  operation  of  the  main  propulsion  and  essential  auxiliary 
machinery. 

.4 

Arrangements for other flammable oils 

The arrangements for the storage, distribution and utilisation of other flammable oils 
employed  under  pressure  in  power  transmission  systems,  control  and  activating 
systems  and  heating  systems  shall  be  such  as  to  ensure  the  safety  of  the  ship  and 
persons  on  board.  In  locations  where  means  of  ignition  are  present,  such 
arrangements shall at least comply with the provisions of paragraphs .2.4, .2.6, .2.10 
and  .2.11  and  with  the  provisions  of  paragraphs .2.7  and  .2.8  in  respect  of  strength 
and construction. 

.5 

Periodically unattended machinery spaces 

EN 

125 

   EN 

 
 
 
 
 
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 

Firefighter's outfit (R 17) 

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

.1 

A firefighter's outfit shall consist of: 

.1.1  Personal equipment comprising: 

.1 

.2 

.3 

.4 

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; 

boots and gloves of rubber or other electrically non-conducting material; 

a rigid helmet providing effective protection against impact; 

an  electric  safety  lamp  (hand  lantern)  of  an  approved  type  with  a 
minimum burning period of three hours; 

.5 

a firefighter's axe. 

.1.2  A  breathing  apparatus  of  an  approved  type  consisting  of  a  self-contained 
compressed-air-operated  breathing  apparatus  (SCBA),  the  volume  of  air 
contained in the cylinders of which shall be at least 1 200 litres, or other self-
contained breathing apparatus which shall be capable of functioning for at least 
30 minutes. Every SCBA shall be provided with fully charged spare cylinders 
having a spare storage capacity of at least 2 400 litres of free air except that: 

(i) 

if the ship is carrying five or more SCBA, the total spare storage capacity 
of free air need not exceed 9 600 litres; or 

EN 

126 

   EN 

 
 
 
(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. 

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. 

New class B and existing class B ships of 24 metres in length and above and all new 
class C  and  D  ships  of  40 metres  in  length  and  above  shall  carry  at  least  two 
firefighter's outfits. 

.1 

.2 

.3 

In ships of 60 metres in length and above, in addition there shall be provided, if 
the aggregate of the lengths of all passenger spaces and service spaces on the 
deck which carries such spaces is more than 80 metres, or, if there is more than 
one such deck, on the deck which has the largest aggregate of such lengths, two 
firefighter's outfits and two sets of personal equipment for every 80 metres, or 
part thereof, of such aggregate of lengths. 

In  ships  carrying  more  than  36 passengers,  two  additional  firefighter'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, machinery 
spaces or main galleys. 

In  ships  of  40 metres  in  length  and  above  but  less  than  60 metres  two 
firefighter's outfits have to be provided. 

In new class B and existing class B ships of 24 metres in length and above but 
less than 40 metres, also two firefighter's outfits have to be provided, but with 
only one spare aircharge for self-contained breathing apparatus. 

In  new  and  existing  class B  ships  of  less  than  24 metres  length  and  in  new  class C 
and D ships of less than 40 metres in length no firefighter's outfit has to be provided. 

The  firefighter's  outfits  or  sets  of  personal  equipment  shall  be  so  stored  as  to  be 
easily accessible and ready for use and, where more than one fire-fighter's outfit or 
more  than  one  set  of  personal  equipment  is  carried,  they  shall  be  stored  in  widely 
separated positions. At least one firefighter's outfit and one set of personal equipment 
shall be available at any one such position. 

.2 

.3 

.4 

.5 

EN 

127 

   EN 

 
 
 
12 

Miscellaneous items (R 18) 

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

.1 

Where  class  ‘A’  divisions  are  penetrated  for  the  passage  of  electric  cables,  pipes, 
trunks,  ducts  etc.,  or  for  girders,  beams  or  other  structural  members,  arrangements 
shall  be  made  to  ensure  that  the  fire  resistance  is  not  impaired  in  so  far  as  is 
reasonable and practicable. 

For ships which are constructed on or after 1 January 2003, where ‘A’ class divisions 
are  penetrated,  such  penetrations  shall  be  tested  in  accordance  with  the  Fire  Test 
Procedures Code, to ensure that the fire resistance of the divisions is not impaired. 

In the case of ventilation ducts Regulations II-2/B/9.2.2b and II-2/B/9.3 apply. 

However, where a pipe penetration is made of steel or equivalent material having a 
thickness  of  3 mm  or  greater  and  a  length  of  not  less  than  900 mm  (preferably 
450 mm on each side of the division) and no openings, testing is not required. 

Such  penetrations  shall  be  suitably  insulated  by  extension  of  the  insulation  at  the 
same level of the division. 

.2 

Where  class  ‘B’  divisions  are  penetrated  for  the  passage  of  electric  cables,  pipes, 
trunks,  ducts  etc.,  or  for  the  fitting  of  ventilation  terminals,  lighting  fixtures  and 
similar devises, arrangements shall be made to ensure that the fire resistance is not 
impaired in so far as is reasonable and practicable. In ships which are constructed on 
or after 1 January 2003 for such penetrations arrangements shall be made to ensure 
that the fire resistance of the divisions is not impaired. 

Pipes other than steel or copper that penetrate ‘B’ class divisions shall be protected 
by either: 

.1 

.2 

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

a steel sleeve, having a thickness of not less than 1,8 mm and a length of not 
less  than  900 mm  for  pipe  diameters  of  150 mm  or  more  and  not  less  than 
600 mm for pipe diameters of less than 150 mm ( preferably equally divided to 
each side of the division). 

The pipe shall be connected to the ends of the sleeve by flanges or couplings or 
the clearance between the sleeve and the pipe shall not exceed 2,5 mm or any 
clearance  between  pipe  and  sleeve  shall  be  made  tight  by  means  of  non-
combustible or other suitable material. 

.3 

Pipes  penetrating  ‘A’  or  ‘B’  class  divisions  shall  be  of  approved  materials  having 
regard to the temperature such divisions are required to withstand. 

In  ships  constructed  on  or  after  1 January  2003,  no-insulated  metallic  pipes 
penetrating  ‘A’  or  ‘B’ class  divisions  shall  be  of  materials  having  a  melting 
temperature which exceeds 950 °C for ‘A-0’ and 850 °C for ‘B-0’ class divisions. 

EN 

128 

   EN 

 
 
 
 
 
 
 
 
.4 

.5 

.6 

.7 

.8 

.9 

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 
insulating  material  shall  be  impermeable  by  oil  and  oil  vapour.  Where  there  is 
covering  by  non-perforated  steel  plate  or  other  non-combustible  materials  (not 
aluminium)  which  is  the  ultimate  physical  surface,  this  covering  may  be  joined  by 
seaming, riveting, etc. 

Paint  lockers  and  flammable  liquid  lockers  shall  be  protected  by  an  approved  fire-
extinguishing  arrangement,  enabling  the  crew  to  extinguish  a  fire  without  entering 
the space. 

In ships which are constructed on or after 1 January 2003: 

.1 

Paint lockers shall be protected by: 

.1.1  a carbon dioxide system, designed to give a minimum volume of free gas 

equal to 40 % of the gross volume of the protected space; 

.1.2  a dry powder system, designed for at least 0,5 kg powder/m3; 

.1.3  a waterspraying or sprinkler system, designed for 5 litres/m2 min. Water 
spraying systems may be connected to the fire main of the ship; or 

.1.4  a  system  providing  equivalent  protection,  as  determined  by  the 

Administration of the flag State. 

In any case the system shall be operable from outside the protected space. 

.2 

Flammable 
extinguishing arrangement approved by the Administration of the flag State. 

lockers  shall  be  protected  by  an  appropriate  fire 

liquid 

EN 

129 

   EN 

 
 
 
 
.3 

For  lockers  of  a  deck  area  of  less  than  4 m2,  which  do  not  give  access  to 
accommodation spaces, a carbon dioxide portable extinguisher sized to provide 
a minimum volume of free gas equal to 40 % of the gross volume of the space 
may be accepted in lieu of a fixed system. 

A discharge port shall be arranged in the locker to allow the discharge of the 
extinguisher  without  having  to  enter  into  the  protected  space.  The  required 
portable fire extinguisher shall be stowed adjacent to the port. Alternatively a 
port  or  hose  connection  may  be  provided  to  facilitate  the  use  of  fire  main 
water. 

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

.10 

Deep-fat friers, boiling and roasting apparatus: 

When deep-fat friers, boiling and roasting apparatus are installed and used in spaces 
outside the main galley, the Administration of the flag State shall impose additional 
safety measures with regard to the specific fire hazards associated with the use of this 
type of equipment. 

In  ships  which  are  constructed  on  or  after  1 January  2003,  deep-fat  cooking 
equipment shall be fitted with the following: 

.1 

.2 

.3 

.4 

.5 

an automatic or manual extinguishing system tested to an international standard 
in accordance with Publication ISO 15371:2000 on fire-extinguishing systems 
for protection of galley deep-fat cooking equipment; 

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

arrangements  for  automatically  shutting  off  the  electrical  power  upon 
activation of the extinguishing system; 

an  alarm  for  indicating  operation  of  the  extinguishing  system  in  the  galley 
where the equipment is installed; and 

controls  for  manual  operation  of  the  extinguishing  system,  which  are  clearly 
labelled for ready use of the crew. 

In ships which are constructed before 1 January 2003, new installations for deep-fat 
cooking equipment shall comply with the requirements of this paragraph. 

NEW CLASS A, B, C AND D SHIPS: 

.11 

Heat bridges: 

In  the  implementation  of  fire  proofing  measures,  steps  shall  be  undertaken  by  the 
Administration  of  the  flag  State  to  prevent  heat  transfer  through  heat  bridges,  e.g. 
between decks and bulkheads. 

EN 

130 

   EN 

 
 
 
 
 
 
In ships which are constructed on or after 1 January 2003, the insulation of a deck or 
bulkhead  shall  be  carried  past  the  penetration,  intersection  or  terminal  point  for  a 
distance of at least 450 mm in the case of steel and aluminium structures. If a space 
is  divided  with  a  deck  or  a  bulkhead  of  ‘A’ class  standard  having  insulation  of 
different  values,  the  insulation  with  the  higher  value  shall  continue  on  the  deck  or 
bulkhead with the insulation of the lesser value for a distance of at least 450 mm. 

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

.12 

Pressurised gas containers: 

All  portable  containers  for  gases  which  are  compressed,  liquefied  or  broken  down 
under pressure, which may feed a possible fire, shall 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 (R 20) 

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

.1 

the  ventilating 

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 
the 
numbers  of 
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. 

fans  serving  each  section.  Alternatively 

For  new  class  B,  C  and  D  ships  constructed  on  or  after  1 January  2003,  the 
information to be provided with the required fire control plans and booklets and the 
graphical symbols to be used for the fire control plans shall be in accordance with the 
IMO Resolutions A.756 (18) and A.654 (16). 

.2 

In all ships with a length of 24 metres and over a duplicate set of fire control plans or 
a booklet containing such plans shall be permanently stored in a prominently marked 
weather  tight  enclosure  outside  the  deckhouse  for  the  assistance  of  shore  side  fire-
fighting personnel. 

EN 

131 

   EN 

 
 
 
 
14 

Operational readiness and maintenance 

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

.1 

General requirements 

At all times while the ship is in service, the fire protection systems and fire-fighting 
systems and appliances shall be maintained ready for use. 

A ship is not in service when: 

.1 

.2 

.3 

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

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

if there are no passengers on board. 

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

.1.1  Operational readiness 

.1 

structural fire protection including fire resisting divisions and protection 
of openings and penetrations in these divisions; 

.2 

fire detection and fire alarm systems; and 

.3  means of escape systems and appliances. 

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

.1.2  Maintenance, testing and inspections 

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

A maintenance plan shall be kept on board the ship and shall be available for 
inspection, whenever required by the Administration of the flag State. 

The  maintenance  plan  shall  include  at  least  the  following  fire  protection 
systems and fire-fighting systems and appliances, where installed: 

.1 

.2 

.3 

.4 

fire mains, fire pumps and hydrants including hoses and nozzles; 

fixed fire detection and fire alarm systems; 

fixed fire-extinguishing systems and other fire-extinguishing appliances; 

automatic sprinkler, fire detection and fire alarm systems; 

EN 

132 

   EN 

 
 
 
 
 
 
 
 
.5 

.6 

.7 

.8 

.9 

ventilation  systems  including  fire  and  smoke  dampers,  fans  and  their 
controls; 

emergency shut down of fuel supply; 

fire doors including their controls; 

general emergency alarm systems; 

emergency escape breathing devices; 

.10  portable fire extinguishers including spare charges; and 

.11 

firefighter's outfits. 

The maintenance programme may be computer-based. 

.2 

Additional requirements 

For new class B, C and D ships constructed on or after 1 January 2003 carrying more 
than 36 passengers, a maintenance plan for low-location lighting and public address 
systems  shall  be  developed  in  addition  to  the  maintenance  plan  mentioned  under 
paragraph .1.2. 

15 

Instructions, on-board training and drills 

NEW CLASS B, C AND D AND EXISTING SHIPS: 

.1 

Instructions, duties and organisation 

.1 

.2 

.3 

Crew members shall receive instructions on fire safety on-board the ship. 

Crew members shall receive instructions on their assigned duties. 

Parties responsible for fire extinguishing shall be organised. These parties shall 
have  the  capability  to  complete  their  duties  at  all  times  while  the  ship  is  in 
service. 

.2 

On-board training and drills 

.1 

.2 

.3 

Crew members shall be trained to be familiar with the arrangements of the ship 
as  well  as  the  location  and  operation  of  any  fire-fighting  systems  and 
appliances that they may be called upon to use. 

Training  in  the  use  of  the  emergency  escape  breathing  devices  shall  be 
considered as a part of on-board training. 

Performance  of  crew  members  assigned  fire-fighting  duties  shall  be 
periodically  evaluated  by  conducting  on-board  training  and  drills  to  identify 
areas  in  need  of  improvement,  to  ensure  competency  in  fire-fighting  skills  is 
maintained  and  to  ensure  the  operational  readiness  of  the  fire-fighting 
organisation. 

EN 

133 

   EN 

 
 
 
.4  On-board  training  in  the  use  of  the  ship's  fire-extinguishing  systems  and 
appliances  shall  be  planned  and  conducted  in  accordance  with  provisions  of 
Regulation III/19.4.1 of the 1974 SOLAS Convention, as amended. 

.5 

Fire drills shall be conducted and recorded in accordance with the provisions of 
Regulations III/19.3.4, III/19.5 and III/30 of the 1974 SOLAS Convention , as 
amended. 

.3 

Training manuals 

A training manual shall be provided in each crew mess room and recreation room or 
in each crew cabin. The training manual shall be written in the working language of 
the  ship.  The  training  manual,  which  may  comprise  several  volumes,  shall  contain 
the  instructions  and  the  information  required in this paragraph in easily understood 
terms  and  illustrated  wherever  possible.  Any  part  of  such  information  may  be 
provided in the form of audio-visual aides in lieu of the manual. The training manual 
shall explain the following in detail: 

.1 

.2 

general fire safety practice and precautions related to the dangers of smoking, 
electrical hazards, flammable liquids and similar common shipboard hazards; 

general  instructions  on  fire-fighting  activities  and  fire-fighting  procedures 
including procedures for notification of a fire and use of manually operated call 
points; 

.3  meanings of ship's alarms; 

.4 

.5 

.6 

.7 

operation and use of fire-fighting systems and appliances; 

operation and use of fire doors; 

operation and use of fire and smoke dampers; and 

escape systems and appliances. 

.4 

Fire control plans 

Fire control plans have to comply with the requirements of Regulation II-2/A-13. 

16. 

Operations 

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

.1 

.2 

To provide information and instruction for proper ship and cargo handling operations 
in relation to fire safety, operational booklets shall be provided on board. 

The  required  fire  operational  booklet  shall  contain  the  necessary  information  and 
instructions  for  the  safe  operation  of  the  ship  and  cargo  handling  operations  in 
relation  to  fire  safety.  The  booklet  shall  include  information  concerning  the  crew's 
responsibilities for the general fire safety of the ship while loading and discharging 
cargo  and  while  underway.  For  ships  carrying  dangerous  goods  the  fire  safety 
booklet  shall  provide  reference  to  the  pertinent  fire-fighting  and  emergency  cargo 

EN 

134 

   EN 

 
 
 
handling  instructions  contained  in  the  International  Maritime  Dangerous  Goods 
Code. 

.3 

.4 

The  fire  safety  operational  booklet  shall  be  written  in  the  working  language  of  the 
ship. 

The  fire  safety  operational  booklet  may  be  combined  with  the  training  manuals 
required in Regulation II-2/A/15.3. 

PART B 

FIRE SAFETY MEASURES 

1 

Structure (R 23) 

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

.1 

The  hull,  superstructures,  structural  bulkheads,  decks  and  deckhouses  shall  be 
constructed  of  steel  or  other  equivalent  material.  For  the  purpose  of  applying  the 
definition of steel or other equivalent material as given in Regulation II-2/A/2.7, the 
‘applicable fire exposure’ shall be according to the integrity and insulation standards 
given  in  the  tables  of  Regulations 4  and  5.  For  example,  where  divisions  such  as 
decks or sides and ends of deckhouses are permitted to have ‘B-0’ fire integrity, the 
‘applicable fire exposure’ shall be half an hour. 

.2 

However,  in  cases  where  any  part  of  the  structure  is  of  aluminium  alloy,  the 
following shall apply: 

.1 

.2 

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. 

Special  attention  shall  be  given  to  the  insulation  of  aluminium  alloy 
components  of  columns,  stanchions  and  other  structural  members  required  to 
support  lifeboat  and  life-raft  stowage,  launching  and  embarkation  areas,  and 
‘A’ and ‘B’ class divisions to ensure: 

.1 

.2 

that  for  such  members  supporting  lifeboat  and  life-raft  areas  and 
in 
temperature  rise 
‘A’ class  divisions, 
paragraph .2.1 shall apply at the end of one hour; and 

limitation  specified 

the 

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. 

EN 

135 

   EN 

 
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  or  where  fuel  oil  tanks  are  on  both  sides  of  the  division  the  standard  may  be 
reduced to A-0. 

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

.1.2 

For  new  class B,  C  and  D  ships  carrying  not  more  than  36  passengers  and  for 
existing class B ships carrying more than 36 passengers, the hull, superstructure and 
deckhouses  in  way  of  accommodation  and  service  spaces  shall  be  subdivided  into 
main  vertical  zones  by  ‘A’  class  divisions.  These  divisions  shall  have  insulation 
values in accordance with the tables in Regulation 5. 

NEW CLASS B, C AND D SHIPS: 

.2 

As  far  as  practicable,  the  bulkheads  forming  the  boundaries  of  the  main  vertical 
zones above the bulkhead deck shall be in line with watertight subdivision bulkheads 
situated immediately below the bulkhead deck. The length and width of main vertical 
zones may be extended to a maximum of 48 metres in order to bring the ends of main 
vertical  zones  to  coincide  with  subdivision  watertight  bulkheads  or  in  order  to 
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 

.4 

Such bulkheads shall extend from deck to deck and to the shell or other boundaries. 

Where  a  main  vertical  zone  is  subdivided  by  horizontal  ‘A’ class  divisions  into 
horizontal  zones  for  the  purpose  of  providing  an  appropriate  barrier  between 
sprinkled 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,  respectively 
table 5.2  for  new  ships  carrying  not  more  than  36 passengers  and  existing  class  B 
ships carrying more than 36 passengers. 

EN 

136 

   EN 

 
 
 
.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. 

If  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 be ‘B’ class divisions which shall extend from deck to 
deck except: 

.1  when  continuous  ‘B’  class  ceilings  or  linings  are  fitted  on  both  sides  of  the 
bulkhead,  the  portion  of  the  bulkhead  behind  the  continuous  ceiling  or  lining 
shall  be  of  material  which,  in  thickness  and  composition,  is  acceptable  in  the 
construction of ‘B’ class divisions but which shall be required to meet ‘B’ class 
integrity standards only in so far as is reasonable and practicable; 

.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. 

EN 

137 

   EN 

 
 
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  non-combustible  materials  and  shall  be  so  constructed  and  erected  as  to 
provide substantial fire resistance. 

.3 

4 

All bulkheads required to be ‘B’ class division, except corridor bulkheads prescribed 
in paragraph .2, shall extend from deck to deck and to the shell or other boundaries 
unless  the  continuous  ‘B’ class  ceilings  or  linings  fitted  on  both  sides  of  the 
bulkheads are at least of the same fire resistance as the bulkhead, in which case the 
bulkhead may terminate at the continuous ceiling or lining. 

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). Where the contents and use of 
a space are such that there is a doubt as to its classification for the purpose of 
this regulation, it shall be treated as a space within the relevant category having 
the  most  stringent  boundary  requirements.  The  title  of  each  category  is 
intended  to  be  typical  rather  than  restrictive.  The  number  in  parentheses 
preceding each category refers to the applicable column or row in the tables. 

(1)  Control stations: 

– 

– 

– 

– 

– 

spaces containing emergency sources of power and lighting, 

wheelhouse and chartroom, 

spaces containing the ship's radio equipment, 

fire-extinguishing  rooms,  fire  control  rooms  and  fire-recording 
stations, 

control  room  for  propulsion  machinery  when  located  outside  the 
propulsion machinery space, 

EN 

138 

   EN 

 
 
 
– 

– 

spaces containing centralised fire alarm equipment, 

spaces  containing  centralised  emergency  public  address  system 
stations and equipment. 

(2)  Stairways: 

– 

– 

interior  stairways,  lifts  and  escalators  (other  than  those  wholly 
contained  within  the  machinery  spaces)  for  passengers  and  crew 
and enclosures thereto; 

in  this  connection  a  stairway  which  is  enclosed  at  only  one  level 
shall be regarded as part of the space from which it is not separated 
by a fire door. 

(3)  Corridors: 

– 

passenger and crew corridors. 

(4)  Evacuation stations and external escape routes: 

– 

– 

– 

– 

– 

survival craft stowage area, 

open  deck  spaces  and  enclosed  promenades  forming  lifeboat  and 
life-raft embarkation and lowering stations, 

assembly stations, internal and external, 

external stairs and open decks used for escape routes, 

the  ship's  side  to  the  waterline  in  the  lightest  seagoing  condition, 
superstructure and deckhouse sides situated below and adjacent to 
the life-rafts and evacuation slide's embarkation areas. 

(5)  Open deck spaces: 

– 

– 

open  deck  spaces  and  enclosed  promenades  clear  of  lifeboat  and 
life-raft embarkation and lowering stations, 

air spaces (the space outside superstructures and deckhouses). 

(6)  Accommodation spaces of minor fire risk: 

– 

– 

– 

cabins containing furniture and furnishing 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. 

EN 

139 

   EN 

 
(7)  Accommodation spaces of moderate fire risk: 

– 

– 

– 

– 

– 

– 

– 

– 

– 

– 

– 

– 

spaces  as  in  category  (6)  above  but  containing  furniture  and 
furnishing of other than restricted fire risk, 

public  spaces  containing  furniture  and  furnishing  of  restricted  fire 
risk and having a deck area of 50 m2 or more, 

isolated  lockers  and  small  storerooms  in  accommodation  spaces 
having  areas  less  than  4  m2  (in  which  flammable  liquids  are  not 
stowed), 

sale shops, 

motion picture projection and film stowage rooms, 

diet kitchens (containing no open flame), 

cleaning gear lockers (in which flammable liquids are not stowed), 

laboratories (in which flammable liquids are not stowed), 

pharmacies, 

small drying rooms (having a deck area of 4 m2 or less), 

specie rooms, 

operating rooms. 

(8)  Accommodation spaces of greater fire risk: 

– 

public  spaces  containing  furniture  and  furnishing  of  other  than 
restricted fire risk and having a deck area of 50 m2 or more, 

– 

barber shops and beauty parlours. 

(9) 

sanitary and similar spaces: 

– 

– 

– 

– 

– 

communal sanitary facilities, shower, baths, water closets, etc., 

small laundry rooms, 

indoor swimming pool area, 

isolated  pantries 
accommodation spaces, 

containing  no 

cooking 

appliances 

in 

private sanitary facilities shall be considered a portion of the space 
in which they are located. 

EN 

140 

   EN 

 
(10)  Tanks, voids and auxiliary machinery spaces having little or no fire risk: 

– 

– 

– 

– 

– 

– 

water tanks forming part of the ship's structure; 

voids and cofferdams; 

auxiliary machinery spaces which do not contain machinery having 
a pressure lubrication system and where storage of combustibles is 
prohibited, such as; 

ventilation  and  air-conditioning  rooms;  windlass  room;  steering 
gear  room;  stabiliser  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, 

EN 

141 

   EN 

 
– 

– 

– 

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)  Storesrooms, workshops, pantries, etc.: 

– 

– 

– 

– 

– 

– 

– 

– 

main pantries not annexed to galleys, 

main laundry, 

large drying rooms (having a deck area of more than 4 m2), 

miscellaneous stores, 

mail and baggage rooms, 

garbage rooms, 

workshops (not part of machinery spaces, galleys, etc.), 

lockers and storerooms having areas greater than 4 m2, other than 
those  spaces  that  have  provisions  for  the  storage  of  flammable 
liquids. 

(14)  Other spaces in which flammable liquids are stowed: 

– 

– 

– 

paint lockers, 

storerooms  containing 
medicines, etc.), 

flammable 

liquids 

(including  dyes, 

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 

.5 

There are no special requirements for material or integrity of boundaries where 
only a dash appears in the tables. 

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. 

.3 

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. 

EN 

142 

   EN 

 
.4 

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. 

EN 

143 

   EN 

 
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-0 
(a) 

A-0  A-0  A-0  A-0  A-60  A-60  A-60  A-0  A-0  A-60  A-60  A-60  A-60 

Stairways 

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 

Sanitary and similar spaces 

Tanks, voids and auxiliary 
machinery spaces having little 

(2) 

(3) 

(4) 

(5) 

(6) 

(7) 

(8) 

(9) 

(10) 

A-0 
(a) 

A-0  A-0  A-0  A-0  A-15  A-15  A-0 
(c) 

A-0  A-15  A-30  A-15  A-30 

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(d)-
60 (b) 

A(d)-
60 (b) 

A(d)-
60 (b) 

A-0 
(d) 

A-0  A-60 

(b) 

A-60 
(b) 

A-60 
(b) 

A-60 
(b) 

— 

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 

A-0  A-30  A-60  A-15  A-60 

C 

A-0  A-0  A-0  A-0  A-0 

A-0  A-0  A-0  A-0 

A-0 
(a) 

EN 

144 

EN 

 
  
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
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 

(11) 

(12) 

(13) 

(14) 

A-0  A-0  A-15 

A-0 
(a) 

A-0  A-60 

A-0 
(a) 

A-0 

A-0 
(a) 

A-30 

EN 

145 

EN 

 
  
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
Decks neither 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-0 
(a) 

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 spaces 

(9)  A-0  A-0  A-0  A-0  A-0  A-0  A-0  A-0  A-0  A-0  A-0  A-0  A-0  A-0 

Tanks, voids and auxiliary 
machinery spaces having little 
or no fire risk 

(10)  A-0  A-0  A-0  A-0  A-0  A-0  A-0  A-0  A-0  A-0 
(a) 

A-0  A-0  A-0  A-0 

EN 

146 

EN 

 
  
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)  A-60  A-60  A-60  A-60  A-0  A-0  A-15  A-30  A-0  A-0  A-0 
(a) 

A-0  A-0  A-30 

(12)  A-60  A-60  A-60  A-60  A-0  A-60  A-60  A-60  A-0  A-0  A-30  A-30 

(a) 

A-0  A-60 

(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 

Notes to be applied to tables 4.1 and 4.2 

(a) 

(b) 

(c) 

(d) 

EN 

Where adjacent spaces are in the same numerical category and superscript a appears, a bulkhead or deck between such spaces need not to be 
fitted if 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). 

The ship's side, to the waterline in the lightest seagoing condition, superstructure and deckhouse sides situated below and adjacent to the life-
rafts and evacuation slides may be reduced to A-30.. 

Where public toilets are installed completely within the stairway enclosure, the public toilet bulkhead within the stairway enclosure can be of 
‘B’ class integrity. 

Where spaces of categories 6, 7, 8 and 9 are located completely within the outer perimeter of the assembly station, the bulkheads of these 
spaces are allowed to be of ‘B-0’ class integrity. Control positions for audio, video and light installations may be considered as part of the 
assembly station. 

147 

EN 

 
  
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 tables 5.1 and 5.2. 

In approval of structural precautions for fire protection in new ships, account shall be 
taken  of  the  risk  of  heat  transfer  between  heat  bridges  at  intersection  points,  and 
where the thermal barring devices terminate. 

.2 

The following requirements shall govern application of the tables: 

.1 

.2 

Tables  5.1  and  5.2  shall  apply  respectively  to  the  bulkheads  and  decks 
separating adjacent spaces. 

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 centralised fire alarm equipment. 

(2)  Corridors: 

– 

passenger and crew corridors and lobbies. 

(3)  Accommodation spaces: 

– 

spaces as defined in Regulation II-2/A/2.10 excluding corridors. 

EN 

148 

   EN 

 
 
(4)  Stairways: 

– 

– 

interior  stairways,  lifts  and  escalators  (other  than  those  wholly 
contained within the machinery spaces) and enclosures thereto, 

in  this  connection,  a  stairway  which  is  enclosed  only  at  one  level 
shall be regarded as part of the space from which it is not separated 
by a fire door. 

(5)  Service spaces (low risk): 

– 

lockers  and  storerooms  not  having  provisions  for  the  storage  of 
flammable  liquids  and  having  areas  less  than  4  m2  and  drying 
rooms and laundries. 

(6)  Machinery spaces of category A: 

– 

spaces as defined in Regulation II-2/A/2.19.1. 

(7)  Other machinery spaces: 

– 

spaces as defined in Regulation II-2/A/2.19.2 excluding machinery 
spaces of category A. 

(8)  Cargo spaces: 

– 

all spaces used for cargo (including cargo oil tanks) and trunkways 
and hatchways to such spaces, other than special category spaces. 

(9)  Service spaces (high risk): 

– 

galleys,  pantries  containing  cooking  appliances,  paint  and  lamp 
rooms,  lockers  and  storerooms  having  areas  of  4 m2  or  more, 
spaces  for  the  storage  of  flammable  liquids,  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. 

EN 

149 

   EN 

 
.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. 

EN 

150 

   EN 

 
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)  A-0 
(c) 

(2) 

C (e) 

A-0 

A-60  A-0 

A-15  A-60  A-15  A-60  A-60  — 

A-60 

B-0 
(e) 

A-0 
(a) 

B-0 
(e) 

B-0 
(e) 

A-60  A-0 

A-0 

A-15 

(*) 

A-15 

Accommodation spaces 

(3) 

C (e)  A-0 
(a) 

B-0 
(e) 

A-60  A-0 

A-0 

A-15 

(*) 

A-30 

A-0 
(d) 

Stairways 

Service spaces (low risk) 
undefined 

Machinery spaces of 
category A 

(4) 

(5) 

(6) 

B-0 
(e) 

A-0 
(a) 

B-0 
(e) 

A-0 
(a) 

B-0 
(e) 

A-0 
(d) 

A-0 
(d) 

A-60  A-0 

A-0 

A-15 

(*) 

A-15 

A-0 
(d) 

(*) 

C (e)  A-60  A-0 

A-0 

A-0 

(*) 

A-0 

(*) 

A-0 

A-0 

A-60 

(*) 

A-60 

EN 

151 

EN 

 
  
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
Other machinery spaces 

Cargo spaces 

Service spaces (high risk) 

Open decks 

Special category spaces 

(7) 

(8) 

(9) 

(10) 

(11) 

A-0 
(b) 

A-0 

A-0 

(*) 

A-0 

(*) 

A-0 

A-0 
(b) 

(*) 

(*) 

A-0 

A-30 

A-0 

A-0 

EN 

152 

EN 

 
  
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
Table 5.2 

Fire integrity of decks separating adjacent spaces 

(1) 

(2) 

(3) 

(4) 

(5) 

(6) 

(7) 

(8) 

(9) 

(10) 

(11) 

Space below 

Space above 

Control stations 

(1)  A-0 

A-0 

A-0 

A-0 

A-0 

A-60  A-0 

A-0 

A-0 

Corridors 

(2)  A-0 

(*) 

Accommodation spaces 

(3) 

A-60  A-0 

(*) 

(*) 

A-0 

A-0 

(*) 

(*) 

A-60  A-0 

A-0 

A-0 

A-60  A-0 

A-0 

A-0 

Stairways 

(4)  A-0 

A-0 

A-0 

(*) 

A-0 

A-60  A-0 

A-0 

A-0 

Service spaces (low risk) 

(5)  A-15  A-0 

A-0 

A-0 

(*) 

A-60  A-0 

A-0 

A-0 

(*) 

(*) 

(*) 

(*) 

(*) 

A-30 

A-0 

A-30 

A-0 
(d) 

A-0 

A-0 

Machinery spaces of 
category A 

(6)  A-60  A-60  A-60  A-60  A-60 

(*) 

A-60 
(f) 

A-30  A-60 

(*) 

A-60 

Other machinery spaces 

(7)  A-15  A-0 

A-0 

A-0 

A-0 

A-0 

(*) 

A-0 

A-0 

Cargo spaces 

(8)  A-60  A-0 

A-0 

A-0 

A-0 

A-0 

A-0 

(*) 

A-0 

Service spaces (high risk) 

(9) 

A-60  A-30  A-30  A-30  A-0 

A-60  A-0 

A-0 

A-0 

(*) 

(*) 

(*) 

A-0 

A-0 

A-30 

A-0 
(d) 

A-0 
(d) 

A-0 
(d) 

EN 

153 

EN 

 
  
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
Open decks 

(10)  (*) 

(*) 

(*) 

(*) 

(*) 

(*) 

(*) 

(*) 

(*) 

— 

A-0 

Special category spaces 

(11) 

A-60  A-15  A-30  A-15  A-0 

A-30  A-0 

A-0 

A-30  A-0 

A-0 

Notes to be applied to both tables 5.1 and 5.2, as appropriate 

A-0 
(d) 

(a) 

(b) 

(c) 

(d) 

(e) 

(f) 

(*) 

For clarification as to which applies, see Regulations 3 and 8. 

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. 

Bulkheads separating the wheelhouse and chartroom from each other may be ‘B-0’ rating. 

See paragraph .2.3 and .2.4 of this Regulation. 

For the application of Regulation 2.1.2, ‘B-0’ and ‘C’, where appearing in table 5.1, shall be read as ‘A-0’. 

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. 

In ships, which are constructed on or after 1 January 2003, however, where a deck, except in a category (10) space, is penetrated for 
the passage of electric cables, pipes and ventilation ducts, such penetration shall be made tight to prevent the passage of flame and 
smoke. Divisions between control stations (emergency generators) and open decks may have air intake openings without means for 
closure, unless a fixed gas fire-fighting system is fitted. 

For the application of Regulation 2.1.2. an asterisk, where appearing in table 5.2, except for categories (8) and (10), shall be read as 
‘A-0’. 

EN 

154 

EN 

 
  
 
 
 
 
 
 
 
 
 
 
6 

Means of escape (R 28) 

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

.1 

Stairways and ladders, corridors and doors shall be arranged to provide ready means 
of escape to the lifeboat and life-raft embarkation deck from all passenger and crew 
spaces  and  from  spaces  in  which  the  crew  is  normally  employed,  other  than 
machinery spaces. In particular, the following provisions shall be complied with: 

.1 

Below the bulkhead deck two means of escape, at least one of which shall be 
independent  of  watertight  doors,  shall  be  provided  from  each  watertight 
compartment  or  similarly  restricted  space  or  group  of  spaces.  Exceptionally 
one of the means of escape may be dispensed with, due regard being paid to the 
nature  and  location  of  spaces  and  to  the  number  of  persons  who  might  be 
normally employed there. 

In such a case the sole means of escape shall provide safe escape. 

For  ships  which  are  constructed  on  or  after  1 January  2003, 
the 
abovementioned  dispensation  may  only  be  given  for  crew  spaces  that  are 
entered  only  occasionally,  in  which  case  the  required  escape  route  shall  be 
independent of watertight doors. 

.2  Above the bulkhead deck there shall be at least two means of escape from 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 

.4 

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. 

In existing class B ships, a corridor, or  part of a corridor from which there is 
only one route of escape shall not exceed 5 metres in length. 

In new class A, B, C and D ships of 24 metres in length and above, a corridor, 
lobby or part of a corridor from which there is only one route of escape shall be 
prohibited. 

Dead-end corridors used in service areas which are necessary for the practical 
utility  of  the  ship,  such  as  fuel  oil  stations  and  athwartship  supply  corridors, 
shall be permitted, provided such dead-end corridors are separated from crew 
accommodation  areas  and  inaccessible  from  passenger  accommodation  areas. 
A  part  of  a  corridor  that  has  a  depth  not  exceeding  its  width  is  considered  a 
recess or local extension and is permitted. 

EN 

155 

   EN 

 
 
 
 
 
NEW  CLASS B,  C AND  D  SHIPS  OF  24 METRES  IN  LENGTH  AND  ABOVE 
CONSTRUCTED BEFORE 1 JANUARY 2003: 

.5  At least one of the means of escape required by paragraphs .1.1 and .1.2 shall 
consist  of  a  readily  accessible  enclosed  stairway,  which  shall  provide 
continuous  fire  shelter  from  the  level  of  its  origin  to  the  appropriate  lifeboat 
and  life-raft  embarkation  decks,  or  to  the  uppermost  deck  if  the  embarkation 
deck does not extend to the main vertical zone being considered. 

In  the  latter  case,  direct  access  to  the  embarkation  deck  by  way  of  external 
open  stairways  and  passageways  shall  be  provided  and  shall  have  emergency 
lighting in accordance with Regulation III/5.3 and slip-free surfaces underfoot. 
Boundaries facing external open 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, if reasonable and 
practicable to the satisfaction of the Member State, but shall in no case be 
less than 600 mm. Stairways shall be fitted with handrails on each side. 
The minimum clear width of stairways shall be increased by 10 mm for 
every  one  person  provided  for  in  excess  of  90 persons.  The  maximum 
clear  width  between  handrails  where  stairways  are  wider  than  900 mm 
shall be 1 800 mm. The total number of persons to be evacuated by such 
stairways  shall  be  assumed  to  be  two  thirds  of  the  crew  and  the  total 
number of passengers in the areas served by such stairways. The width of 
the  stairways  shall  at  least  conform  to  the  standard  as  given  in  IMO 
Resolution A.757 (18). 

.2  All stairways sized for more than 90 persons shall be aligned before and 

after. 

.3  Doorways and corridors and intermediate landings included in means of 

escape shall be sized in the same manner as stairways. 

.4 

.5 

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°. 

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. 

EN 

156 

   EN 

 
 
 
 
NEW  CLASS B,  C AND  D  SHIPS  OF  24 METRES  IN  LENGTH  AND  ABOVE 
CONSTRUCTED ON OR AFTER 1 JANUARY 2003: 

.5a  At  least  one  of  the  means  of  escape  required  in  the  paragraphs .1.1  and  .1.2 
shall  consist  of  a  readily  accessible  enclosed  stairway,  which  shall  provide 
continuous  fire  shelter  from  the  level  of  its  origin  to  the  appropriate  lifeboat 
and  life-raft  embarkation  decks  or  to  the  uppermost  weather  deck  if  the 
embarkation deck does not extend to the main vertical zone being considered. 

In the latter case direct access to the embarkation deck by way of external open 
stairways  and  passageways  shall  be  provided  and  shall  have  emergency 
lighting in accordance with Regulation III/5.3 and slip-free surfaces underfoot. 
Boundaries facing external open stairways and passageways forming part of an 
escape  route  and  boundaries  in  such  a  position  that  their  failure  during  a  fire 
would  impede  escape  to  the  embarkation  deck  shall  have  fire  integrity, 
including insulation values, in accordance with tables 4.1 to 5.2, as appropriate. 

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

NEW CLASS B, C AND D SHIPS CONSTRUCTED BEFORE 1 JANUARY 2003 
AND EXISTING CLASS B SHIPS: 

.6 

Satisfactory  protection  of  access  from  the  stairway  enclosures  to  the  lifeboat 
and life-raft embarkation areas shall be provided. 

NEW CLASS B, C AND D SHIPS CONSTRUCTED ON OR AFTER 1 JANUARY 
2003: 

.6a  Protection  of  access  from  the  stairway  enclosures  to  the  lifeboat  and  life-raft 
embarkation  areas  shall  be  provided  either  directly  or  through  protected 
internal  routes  which  have  fire  integrity  and  insulation  values  for  stairway 
enclosures as determined by tables 4.1 to 5.2, as appropriate. 

NEW CLASS B, C AND D SHIPS: 

.7 

In  addition  to  the  emergency  lighting  required  by  Regulations  II-1/D/3  and 
III/5.3, the means of escape including stairways and exits, shall be marked by 
lighting  or  photoluminescent  strip  indicators  placed  not  more  than  0,3 metres 
above  the  deck  at  all  points  of  the  escape  route  including  angles  and 
intersections. The marking must enable passengers to identify all the routes of 
escape and readily identify the escape exits. If electric illumination is used, it 
shall be supplied by the emergency source of power and it shall be so arranged 
that the failure of any single light or cut in a lighting strip will not result in the 
marking  being  ineffective.  Additionally,  all  escape  route  signs  and  fire 
equipment location markings shall be of photoluminescent material or marked 
by lighting. The 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). 

EN 

157 

   EN 

 
 
 
 
 
 
 
However,  for  new  class B,  C and  D  ships  constructed  on  or  after  1 January 
2003  the  Administration  of  the  Flag  State  shall  ensure  that  such  lighting  or 
photoluminescent  equipment  has  been  evaluated,  tested  and  applied  in 
accordance with the Fire Safety Systems Code. 

NEW CLASS B, C AND D SHIPS CONSTRUCTED ON OR AFTER 1 JANUARY 
2003: 

.8 

In  ships  carrying  more  than  36 passengers  the  requirements  of  paragraph .1.7 
of this regulation shall also apply to the crew accommodations. 

.9  Normally locked doors that form part of an escape route. 

.1 

Cabin  and  stateroom  doors  shall  not  require  keys  to  unlock  them  from 
inside the room. 

Neither shall there be any doors along any designated escape route which 
require keys to unlock them when moving in the direction of escape. 

.2 

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

.2.1  consist  of  bars  or  panels,  the  actuating  portion  of  which  extends 
across  at  least  one  half  of  the  width  of  the  door  leaf,  at  least 
760 mm and not more than 1 120 mm above the deck; 

.2.2  cause the door latch to release when a force not exceeding 67 N is 

applied; and 

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

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

.2 

.1 

In special category spaces the number and disposition of the means of escape 
both  below  and  above  the  bulkhead  deck  shall  be  to  the  satisfaction  of  the 
Administration  of  the  flag  State  and  in  general  the  safety  of  access  to  the 
embarkation  deck  shall  be  at  least  equivalent  to  that  provided  under 
paragraphs .1.1, .1.2, .1.5 and .1.6. 

In  new  class B,  C and  D  ships  constructed  on  or  after  1 January  2003,  such 
spaces shall be provided with designated walkways to the means of escape with 
a  breadth  of  at  least  600 mm,  and  where  practicable  and  reasonable  those 
designated  longitudinal  walkways  shall  raise  at  least  150 mm  above  the  deck 
surface.  The  parking  arrangements  for  the  vehicles  shall  maintain  the 
walkways clear at all times. 

EN 

158 

   EN 

 
 
 
 
 
.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 life-raft embarkation decks. In new 
ships, one of these ladders shall provide continuous fire shelter from the 
lower  part  of  the  space  to  a  safe  position  outside  the  space.  In  new 
class B, C and D ships constructed on or after 1 January 2003 that ladder 
shall be located within a protected enclosure that satisfies Regulation II-
2/B/4,  category (2)  or  II-2/B/5,  category (4),  as  appropriate,  from  the 
lower part of the space it serves to a safe position outside the space. Self-
closing fire doors of the same fire integrity standards shall be fitted in the 
enclosure.  The  ladder  shall  be  fixed  in  such  a  way  that  heat  is  not 
transferred  into  the  enclosure  through  non-insulated  fixing  points.  The 
protected  enclosure  shall  have  minimum  internal  dimensions  of  at  least 
800 mm × 800 mm, and shall have emergency lighting provisions; 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 life-raft 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 of operation of machinery, and from work spaces, 
there shall be at least two means of escape, of which one shall be independent 
of the machinery space and give access to the embarkation deck. 

.4 

The underside of stairs in machinery spaces shall be shielded. 

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

.3.2 

In a ship  of less  than 24 metres in length, the Administration of the flag State may 
dispense with one of the means of escape in machinery spaces, due regard being paid 
to the width and disposition of the upper part of the space. 

EN 

159 

   EN 

 
 
.3.3 

.4 

.5 

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 space so long as either a door or a 
steel ladder provides a safe escape route to the embarkation deck, due regard being 
paid  to  the  nature  and  location  of  the  space  and  whether  persons  are  normally 
employed  in  that  space.  In  new  class B,  C and  D  ships  constructed  on  or  after 
1 January  2003,  a  second  means  of  escape  shall  be  provided  in  the  steering  gear 
space when the emergency steering position is located in that space unless there is a 
direct access to the open deck. 

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. 

In no case shall lifts be considered as forming one of the required means of escape. 

NEW CLASS B, C AND D AND EXISTING CLASS B SHIPS OF 40 METRES IN 
LENGTH AND ABOVE: 

.1 

Emergency escape breathing devices shall be carried, complying with the Fire 
Safety Systems Code. 

.2  At least two emergency escape breathing devices shall be carried in each main 

vertical zone. 

.3 

In  ships  carrying  more  than  36 passengers,  two  emergency  escape  breathing 
devices,  in  addition  to  those  required  in  subparagraph .5.2  shall  be  carried  in 
each main vertical zone. 

.4  However,  subparagraphs .5.2  and  .5.3  do  not  apply  to  stairway  enclosures 
which constitute individual main vertical zones and for the main vertical zones 
in the fore or aft end of a ship, which do not contain spaces of categories (6), 
(7), (8) or (12) defined in Regulation II-2/B/4. 

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

.6 

.7 

Reference  is  made  to  the  IMO  Guidelines  for  the  performance,  location  ,  use 
and care of emergency breathing devices. (MSC/Circ. 849). 

The number and location of these devices shall be indicated in the fire control 
plan required in Regulation II-2/A/13. 

EN 

160 

   EN 

 
 
6-1 

Escape routes on ro-ro passenger ships (R 28-1) 

.1 

.1.1 

.1.2 

.1.3 

.1.4 

REQUIREMENTS APPLICABLE TO NEW CLASS B, C AND D AND EXISTING 
CLASS B RO-RO PASSENGER SHIPS 

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. 

Handrails  or  other  handholds  shall  be  provided  in  all  corridors  along  the  entire 
escape  route,  so  that  a  firm  handhold  is  available  every  step  of  the  way,  where 
possible, to the assembly stations and embarkation stations. Such handrails shall be 
provided on both sides of longitudinal corridors more than 1,8 metres in width and 
transverse corridors more than 1 metre in width. Particular attention shall be paid to 
the need to be able to cross lobbies, atriums and other large open spaces along escape 
routes.  Handrails  and  other  handholds  shall  be  of  such  strength  as  to  withstand  a 
distributed horizontal load of 750 N/m [do not change here anything, despite on the 
comments of Bruges] applied in the direction of the centre of the corridor or space, 
and a distributed vertical load of 750 N/m [do not change here anything, despite on 
the comments of Bruges] applied in the downward direction. The two loads need not 
be applied simultaneously. 

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. 

Escape routes shall be provided from every normally occupied space on the ship to 
an assembly station. These escape routes shall be arranged so as to provide the most 
direct  route  possible  to  the  assembly  station,  and  shall  be  marked  with  symbols 
related  to  life-saving  appliances  and  arrangements,  adopted  by  IMO  by  Resolution 
A.760 (18). 

.1.5  Where enclosed spaces adjoin an open deck, openings from the enclosed space to the 

open deck shall, where practicable, be capable of being used as an emergency exit. 

.1.6 

.1.7 

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. 

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. 

EN 

161 

   EN 

 
.1.8 

.2 

.2.1 

.2.2 

.2.3 

.3 

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. 

REQUIREMENTS  APPLICABLE  TO  NEW  CLASS  B,  C AND  D  RO-RO 
PASSENGER SHIPS 

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/m2 to allow them to be 
used  as  walking  surfaces  from  the  side  of  the  escape  route  with  the  ship  at  large 
angles of heel. 

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. 

External routes shall be provided from open decks, referred to in paragraph .2.2, to 
the survival craft embarkation stations. 

REQUIREMENTS  APPLICABLE  TO  NEW  CLASS B,  C AND  D  RO-RO 
PASSENGER SHIPS CONSTRUCTED ON OR AFTER 1 JULY 1999 

For new class B, C and D ro-ro passenger ships constructed on or after 1 July 1999, 
escape  routes  shall  be  evaluated  by  an  evacuation  analysis  early  in  the  design 
process.  The  analysis  shall  be  used  to  identify  and  eliminate,  as  far  as  practicable, 
congestion which may develop during an abandonment, due to normal movement of 
passengers  and  crew  along  escape  routes,  including  the  possibility  that  crew  may 
need  to  move  along  these  routes  in  a  direction  opposite  the  movement  of  the 
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 

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  doorframes  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. 

EN 

162 

   EN 

 
 
.4 

Fire  doors  in  main  vertical  zone  bulkheads  and  stairways  enclosures  other  than 
power-operated sliding watertight doors and doors normally locked, shall satisfy the 
following requirements: 

.1 

The doors shall be self-closing and be capable of closing with an angle of up to 
3,5° 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 continue 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  is  closed.  The  release  mechanism  shall  be  so 
designed that the door will automatically close in the event of disruption of the 
control system or central power supply. Release switches shall have an on-off 
function  to  prevent  automatic  resetting  of  the  system.  Holdback  hooks  not 
subject to central control station release are prohibited. 

.4 

Local  power  accumulators  for  power-operated  doors  shall  be  provided  in  the 
immediate  vicinity  of  the  doors  to  enable  the  doors  to  be  operated  at  least 
10 times (fully opened and closed) using the local controls. 

.5  Double-leaf  doors  equipped  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. 

.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. 

CLASS B, C AND D SHIPS CONSTRUCTED ON OR AFTER 1 JANUARY 2003: 

Instead of .4 the following paragraph .4a shall apply: 

.4a 

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

.1 

the  doors  shall  be  self-closing  and  be  capable  of  closing  against  an  angle  of 
inclination of up to 3,5° opposing closure; 

EN 

163 

   EN 

 
 
.2 

.3 

.4 

.5 

.6 

.7 

.8 

.9 

.10 

the  approximate  time  of  closure  for  hinged  fire  doors  shall  be  no  more  than 
40 seconds and no less than 10 seconds from the beginning of their movement 
with the ship in upright position. The approximate uniform rate of closure for 
sliding fire doors shall be of no more than 0,2 m/s and no less than 0,1 m/s with 
the ship in the upright position; 

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

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

a  door  closed  remotely  from  the  central  control  station  shall  be  capable  of 
being  reopened  at  both  sides  of  the  door  by  local  control.  After  such  local 
opening the door shall automatically close again; 

indication shall be provided at the fire door indicator panel in the continuously 
manned  central  control  station  whether  each  of  the  remote-released  doors  are 
closed; 

the  release  mechanism  shall  be  so  designed  that  the  door  will  automatically 
close in the event of disruption of the control system or main source of electric 
power; 

local  power  accumulators  for  power-operated  doors  shall  be  provided  in  the 
immediate  vicinity  of  the  doors  to  enable  the  doors  to  be  operated  after 
disruption  of  the  control  system  or  main  source  of  electric  power  at  least 
10 times (fully opened or closed) using the local controls; 

disruption of the control system or main source of electric power at one door 
shall not impair the safe functioning of the other doors; 

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

.11  a door designed to re-open upon contacting an object in its path shall re-open 

not more than one metre from the point of contact; 

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

.13  doors giving direct access to special category spaces which are power-operated 
and  automatically  closed  need  not  be  equipped  with  the  alarms  and  remote-
release mechanisms required in paragraph .3 and .10; 

.14 

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

EN 

164 

   EN 

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

.15.1  the control system shall be able to operate the door at a temperature of at 

least 200 °C for at least 60 minutes, served by the power supply; 

.15.2  the  power  supply  for  all  other  doors  not  subject  to  fire  shall  not  be 

impaired, and; 

.15.3  at 

temperatures  exceeding  200 °C 

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

NEW CLASS B, C AND D SHIPS: 

.5 

The  requirements  for  ‘A’  class  integrity  of  the  outer  boundaries  of  a  ship  shall  not 
apply  to  glass  partitions,  windows  and  sidescuttles,  provided  that  there  is  no 
requirement  for  such  boundaries  to  have  ‘A’  class  integrity  in  Regulation 10. 
Similarly, the requirements for ‘A’ class integrity shall not apply to exterior doors in 
superstructures and deckhouses. 

CLASS B, C AND D SHIPS CONSTRUCTED ON OR AFTER 1 JANUARY 2003: 

Instead of .5: the following paragraph .5a shall apply: 

.5a 

The  requirements  for  ‘A’  class  integrity of  the  outer  boundaries  of  a  ship  shall  not 
apply  to  glass  partitions,  windows  and  sidescuttles,  provided  that  there  is  no 
requirement for such boundaries to have a ‘A’ class integrity in Regulation 10. 

The requirements for ‘A’ class integrity of the outer boundaries of the ship shall not 
apply  to  exterior  doors,  except  for  those  in  superstructures  and  deckhouses  facing 
life-saving  appliances.  embarkation  and  external  assembly  station  areas,  external 
stairs and open decks used for escape routes. Stairway enclosure doors need not meet 
this requirement. 

NEW CLASS B, C AND D SHIPS: 

.6 

Except  for  watertight  doors,  weathertight  doors  (semi-watertight  doors),  doors 
leading to the open deck and doors which need to be reasonably gastight all ‘A’ class 
doors located in stairways, public spaces and main vertical zone bulkheads in escape 
routes  shall  be  equipped  with  a  self-closing  hose  port  of  material,  construction  and 
fire resistance which is equivalent to the door into which it is fitted, and shall be a 
150 mm  square  [do  not  change  here  anything  in  your  version,  despite  on  the 
comments  of  Bruges]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. 

EN 

165 

   EN 

 
 
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.  Alternatively,  a  non-combustible  air 
balance  duct  routed  between  the  cabin  and  the  corridor  and  located  below  the 
sanitary unit is permitted where the cross-sectional area of the duct does not exceed 
0,05 m2. All ventilation openings shall be fitted with a grill made of non-combustible 
material. Doors shall be non combustible. 

.7.1 

For  reasons  of  noise  reduction,  the  Administration  may  approve,  as  an  equivalent, 
doors 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 

.2 

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. 

The lower opening shall be provided with a grating made of a non-combustible 
material. 

.3 

The doors shall be tested in accordance with Resolution A.754 (18). 

NEW CLASS B, C AND D SHIPS: 

.8 

Cabin doors in ‘B’ class divisions shall be of a self-closing type. Hold-backs are not 
permitted. 

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

.9 

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

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: 

EN 

166 

   EN 

 
.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 with the corridors and be of a sufficient 
area to prevent congestion, having in view the number of persons likely to use them 
in an emergency. 

NEW CLASS B, C AND D SHIPS: Within the perimeter of such stairway enclosures 
only public toilets, lockers of non-combustible 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 

9 

.1 

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. 

Ventilation systems (R 32) 

Ships carrying more than 36 passengers 

NEW CLASS B, C AND D SHIPS: 

(cid:208) 2002/25/EC Art. 1 and Annex 
(adapted) 

.1 

The  ventilation  system  shall,  in  addition  to  paragraph .1  of  Regulation 
⌦ 32 ⌫ , also be in compliance with paragraphs .2.2 to .2.6, .2.8 and .2.9 of 
Regulation ⌦ 32 ⌫ . 

(cid:208) 2002/25/EC Art. 1 and Annex 

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. 

EN 

167 

   EN 

 
 
 
 
 
 
 
.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 

.2 

.3 

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; 

ducts  less  than  0,075 m2  in  sectional  area  other  than  vertical  ducts 
referred  to  in  paragraph .1.4.1,  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; 

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 

.2 

.3 

the  duct  is  constructed  of  a  material  of  low  fire  risk  to  the 
satisfaction of the Administration of the flag State; 

the duct is used only at the terminal end of the ventilation system, 
and 

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. 

CLASS B, C AND D SHIPS CONSTRUCTED ON OR AFTER 1 JANUARY 
2003: 

instead of subparagraph .1 the following subparagraph .1a shall apply: 

.1a 

the duct shall be of a material which has low flame spread characteristics. 

.5 

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

EN 

168 

   EN 

 
 
 
 
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 subparagraph .9.2.6, shall 
be fitted with controls so grouped that all fans may be stopped from either of 
two  separate  positions  which  shall  be  situated  as  far  apart  as  practicable. 
Controls  provided  for  the  power  ventilation  serving  machinery  spaces  shall 
also be grouped so as to be operable from two positions, one of which shall be 
outside  such  spaces.  Fans  serving  power  ventilation  systems  to  cargo  spaces 
shall be capable of being stopped from a safe position outside 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  paragraphs .9.2.3.2.1  and  .9.2.3.2.2  and  shall  be 
fitted with: 

.1 

.2 

.3 

.4 

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

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; 

a fixed means for extinguishing a fire within the duct; 

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. 

EN 

169 

   EN 

 
 
 
.2 

Ships carrying not more than 36 passengers 

NEW CLASS B, C AND D SHIPS: 

.1  Ventilation ducts shall be of non-combustible material. Short ducts, however, 
not  generally  exceeding  two  metres  in  length  and  with  a  cross-section  not 
exceeding  0,02 m2  need  not  be  non-combustible,  subject  to  the  following 
conditions: 

.1 

.2 

.3 

these  ducts  shall  be  of  a  material  which,  in  the  opinion  of  the 
Administration of the flag State, has a low fire risk; 

they may only be used at the end of the ventilation device; 

they  shall  not  be  situated  less  than  600 mm,  measured  along  the  duct, 
from  an  opening  in  an  ‘A’  or  ‘B’  class  division,  including  continuous 
‘B’ class ceilings. 

CLASS B,  C AND  D  SHIPS  CONSTRUCTED  ON  OR  AFTER 
1 JANUARY 2003: 

instead of subparagraph .1 the following subparagraph .1a shall apply: 

.1a 

these  ducts  shall  be  of  a  material  which  has  low  flame  spread 
characteristics. 

.2a  Where the ventilation ducts with a free-sectional area exceeding 0,02 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  3 mm  and  a  length  of  at 
least  900 mm.  When  passing  through  bulkheads,  this  length  shall  be 
divided  preferably  into  450 mm  on  each  side  of  the  bulkhead.  These 
ducts, or sleeves lining such ducts, shall be provided with fire insulation. 
The insulation shall have at least the same fire integrity as the bulkhead 
or deck through which the duct passes. 

.2  Ducts with a free cross-sectional area exceeding 0,075 m2 shall be fitted 
with  fire  dampers  in  addition  to  the  requirements  of  paragraph .9.2.2.1. 
The fire damper shall operate automatically but shall also be capable of 
being  closed  manually  from  both  sides  of  the  bulkhead  or  deck.  The 
damper  shall  be  provided  with  an  indicator  which  shows  whether  the 
damper is open or closed. Fire dampers are not required, however, where 
ducts  pass  through  spaces  surrounded  by  ‘A’  class  divisions,  without 
serving those spaces, provided those ducts have the same fire integrity as 
the divisions which they pierce. Fire dampers shall be easily accessible. 
In  new  class B,  C and  D  ships  constructed  on  or  after  1 January  2003, 
where fire dampers are placed behind ceilings or linings, these ceilings or 
linings  shall  be  provided  with  an  inspection  door  on  which  a  plate 
reporting  the  identification  number  of  the  fire  damper  is  provided.  The 

EN 

170 

   EN 

 
 
 
 
fire  damper  identification  number  shall  also  be  placed  on  any  remote 
controls required. 

.2b 

In new class B, C and D ships constructed on or after 1 January 2003, where a 
thin  plated  duct  with  a  free  cross-sectional  area  equal  to  or  less  than  0,02 m2 
passes through ‘A’ class bulkheads or decks, the opening shall be lined with a 
steel  sleeve  having  a  thickness  of  at  least  3 mm  and  a  length  of  at  least 
200 mm,  divided  preferably  into  100 mm  on  each  side  of  the  bulkhead  or,  in 
the case of the deck, wholly laid on the lower side of the decks pierced. 

.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 paragraphs .9.2.3.1.1 to .9.2.3.1.4 or .9.2.3.2.1 
and .9.2.3.2.2: 

.1.1 

the ducts are constructed of steel having a thickness of at least 3 mm and 
5 mm for ducts the widths or diameters of which are up to and including 
300  mm  and  760  mm  and  over  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 5 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 paragraph .9.2.8. 

In new class B, C and D ships constructed on or after 1 January 2003, the 
ventilation  systems  for  machinery  spaces  of  category A,  vehicle  spaces, 
ro-ro  spaces,  galleys,  special  category  spaces  and  cargo  spaces  shall,  in 
general,  be  separated  from  each  other  and  from  the  ventilation  systems 
serving  other  spaces.  Except  that  the  galley  ventilation  systems  on 
passenger  ships  carrying  not  more  than  36 passengers  need  not  be 
completely  separated,  but  may  be  served  by  separate  ducts  from  a 
ventilation  unit  serving  other  spaces.  In  any  case  an  automatic  fire 
damper  shall  be  fitted  in  the  galley  ventilation  duct  near  the  ventilation 
unit. 

EN 

171 

   EN 

 
 
 
 
.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  paragraphs .9.2.4.1.1  to  .9.2.4.1.3  or  .9.2.4.2.1  and 
.9.2.4.2.2: 

.1.1 

the  ducts  where  they  pass  through  a  machinery  space,  galley,  car  deck 
space, ro-ro cargo space or special category space are constructed of steel 
in accordance with 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 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 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 minimised. 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. 

.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 

.2 

a grease trap readily removable for cleaning; 

a fire damper located in the lower end of the duct; 

EN 

172 

   EN 

 
 
 
.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. 

.3 

ALL CLASS B,C AND D SHIPS CONSTRUCTED ON OR AFTER 1 JANUARY 
2003: 

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

.1 

.2 

fire dampers including relevant means of operation; and 

duct penetrations through ‘A’ class divisions. Where steel sleeves are directly 
joined  to  ventilation  ducts  by  means  of  riveted  or  screwed  flanges  or  by 
welding, the test is not required. 

10 

Windows and sidescuttles (R 33) 

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

.1 

All windows and sidescuttles in bulkheads within accommodation and service spaces 
and control stations other than those to which the 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. 

EN 

173 

   EN 

 
 
 
 
In  new  class  B,  C and  D  ships  constructed  on  or  after  1 January  2003  this  shall  be 
determined in accordance with the IMO Fire Test Procedures Code. 

.2 

Notwithstanding the requirements of the tables in Regulations 4 and 5, all windows 
and  sidescuttles  in  bulkheads  separating  accommodation  and  service  spaces  and 
control  stations  from  weather  shall  be  constructed  with  frames  of  steel  or  other 
suitable material. The glass shall be retained by a metal glazing bed or angle. 

NEW CLASS B, C AND D SHIPS CARRYING MORE THAN 36 PASSENGERS: 

.3 

Windows  facing  life-saving  appliances,  embarkation  and  assembly  areas,  external 
stairs  and  open  decks  used  for  escape  routes,  and  windows  situated  below  life-raft 
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 

In new class B, C and D ships constructed on or after 1 January 2003, the automatic 
dedicated sprinkler heads must either be: 

.1 

.2 

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

conventional ceiling sprinkler heads arranged such that the window is protected 
by  an  average  application  rate  of  at  least  5 litres/m2  per  minute  and  the 
additional window area is included in the calculation of the area of coverage. 

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

NEW  CLASS B,  C AND  D  SHIPS  CARRYING  NOT  MORE  THAN  36  PASSENGERS 
AND EXISTING CLASS B SHIPS: 

.4 

Notwithstanding  the  requirements  of  the  tables  in  Regulation  II-2/B/5,  special 
attention  shall  be  given  to  the  fire  integrity  of  windows  facing  open  or  enclosed 
lifeboat and life-raft embarkation areas and to the fire integrity of windows situated 
below such areas in such a position that their failure during a fire would impeded the 
launching of, or embarkation into, lifeboats or life-rafts. 

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). 

EN 

174 

   EN 

 
 
 
 
CLASS B, C AND D SHIPS CONSTRUCTED ON OR AFTER 1 JANUARY 2003: 

Instead of .2 the following paragraph .2a shall apply: 

.2a  Vapour barriers and adhesives used in conjunction with insulation, as well as 
insulation  of  pipe  fittings  for  cold  service  systems  need  not  be  non-
combustible,  but  they  shall  be  kept  to  the  minimum  quantity  practicable  and 
their exposed surfaces shall have low flame spread characteristics. 

.3 

The following surfaces shall have low flame-spread characteristics: 

.4 

.5 

.6 

.1 

.2 

exposed surfaces in corridors and stairway enclosures, and of bulkheads, wall 
and  ceiling  linings  in  all  accommodation  and  service  spaces  and  control 
stations; 

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.  Furniture  fixed  to  linings, 
bulkheads  or  decks  need  not  be  included  in  the  calculation  of  the  total  volume  of 
combustible materials. 

In  the  case  of  ships  fitted  with  an  automatic  sprinkler  system  complying  with  the 
provisions of Regulation II-2/A/8, the above volume may include some combustible 
material used for erection of ‘C’ class 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. 
Drinking  water  dispensers  and  ice  cube  machines  may  be  permitted  in  corridors 
provided  they  are  fixed  and  do  not  restrict  the  width  of  the  escape  routes.  This 
applies as well to decorative flower or plant arrangements, statues or other objects of 
art such as paintings and tapestries in corridors and stairways. 

.7 

Paints,  varnishes  and  other  finishes  used  on  exposed  interior  surfaces  shall  not  be 
capable of producing excessive quantities of smoke and toxic products. 

EN 

175 

   EN 

 
 
 
 
CLASS B, C AND D SHIPS CONSTRUCTED ON OR AFTER 1 JANUARY 2003: 

Instead of .7 the following paragraph .7a. shall apply: 

.7a 

.8 

Paints,  varnishes  and  other  finishes  used  on  exposed  interior  surfaces  shall  not  be 
capable  of  producing  excessive  quantities  of  smoke  and  toxic  products,  this  being 
determined in accordance with the IMO Fire Test Procedures Code. 

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. 

CLASS B, C AND D SHIPS CONSTRUCTED ON OR AFTER 1 JANUARY 2003: 

Instead of paragraph .8 the following paragraph .8a shall apply: 

.8a 

Primary  deck  coverings,  if  applied  within  accommodation  and  service  spaces  and 
control stations, shall be of an approved material which will not readily ignite or give 
rise to toxic or explosive hazards at elevated temperatures, this being determined in 
accordance with the IMO Fire Test Procedures Code. 

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 

13 

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. 

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 and in ships with a length of less than 
24 metres there shall be installed throughout each separate zone, whether vertical or 
horizontal,  in  all  accommodation  and  service  spaces  and  in  control  stations,  except 
spaces which afford no substantial fire risk 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, however in new class B, C and D 
ships  constructed  on  or  after  1 January  2003  providing  smoke  detection  in 
corridors, stairways and escape routes within accommodation spaces, or, 

EN 

176 

   EN 

 
.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,  except  ships  with  a  length  of  less  than 
24 metres, shall be equipped with: 

An  automatic  sprinkler,  fire  detection  and  fire  alarm  system  of  an  approved  type 
complying 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, carbon dioxide rooms 
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. 

EN 

177 

   EN 

 
 
 
 
 
 
 
 
14 

.1 

Protection of special category spaces (R 37) 

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 

.1 

.2 

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. 

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 

.2 

.3 

In  new  ships  carrying  more  than  36 passengers  the  boundary  bulkheads 
and  decks  of  special  category  spaces  shall  be  insulated  to  ‘A-60’ class 
in 
standard.  However,  where  an  open  deck  space  (as  defined 
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’. 

Where fuel oil tanks are below a special category space, the integrity of 
the deck between such spaces may be reduced to ‘A-0’ standard. 

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. 

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. 

EN 

178 

   EN 

 
 
 
 
.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. 

In  new  class B,  C  and  D  ships  constructed  on  or  after  1 January  2003,  such 
water spray systems shall have: 

.1 

.2 

.3 

.4 

a pressure gauge on the valve manifold; 

clear marking on each manifold valve indicating the spaces served; 

instructions for maintenance and operation located in the valve room; and 

a sufficient number of drainage valves. 

The  Administration  of  the  flag  State  may  permit  the  use  of  any  other 
fixed fire-extinguishing system that has been shown 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)  and  the  IMO  MSC/Circ. 914  ‘Guidelines  when 
approving alternative water-based fire-fighting systems for use in special 
category spaces’ shall be taken into consideration. 

.4 

Patrols and detection 

.1  An efficient patrol system shall be maintained in special 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  type  and  the 
spacing and location of detectors shall determined taking into account the 
effects of ventilation and other relevant factors. 

In  new  class B,  C  and  D  ships  constructed  on  or  after  1 January  2003, 
after  being  installed  the  system  shall  be  tested  under  normal  ventilation 
conditions  and  shall  give  an  overall  response  time  to  the  satisfaction  of 
the Administration of the flag State. 

.2  Manually operated call points shall be provided as necessary throughout 
the  special  category  spaces  and  one  shall  be  placed  close  to  each  exit 
from such spaces. 

In  new  class B,  C  and  D  ships  constructed  on  or  after  1 January  2003, 
manually operated call points shall be spaced so that no part of the space 
is more than 20 metres from a manually operated call point. 

.5 

Portable fire-extinguishing equipment 

EN 

179 

   EN 

 
 
 
 
 
 
NEW CLASS B, C AND D SHIPS CONSTRUCTED BEFORE 1 JANUARY 2003 
AND EXISTING CLASS B SHIPS: 

.5a  There shall be provided in each special category space: 

.1 

.2 

at least three water fog applicators; 

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. 

NEW  CLASS B,  C,  AND  D  SHIPS,  CONSTRUCTED  ON  OR  AFTER 
1 JANUARY 2003: 

.5b  Portable  extinguishers  shall  be  provided  at  each  deck  level  in  each  hold  or 
compartment where vehicles are carried, spaced not more than 20 metres apart 
on  both  sides  of  the  space.  At  least  one  portable  fire  extinguisher  shall  be 
located at each access to such space. 

In  addition  the  following  fire  extinguishing  appliances  shall  be  provided  in 
special category spaces: 

.1 

.2 

at least three water-fog applicators; and 

one  portable  foam  applicator  unit  complying  with  the  provisions  of  the 
Fire  Safety  Systems  Code,  provided  that  at  least  two  such  units  are 
available in the ship for use in such ro-ro space. 

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

.6  Ventilation system 

.1 

There  shall  be  provided  an  effective  power  ventilation  system  for  the 
special category spaces sufficient to give at least 10 air changes per hour. 
The  system  for  such  spaces  shall  be  entirely  separated  from  other 
ventilation systems and shall be operating at all times when vehicles are 
in such spaces. The number of air changes shall be increased at least to 
20 during loading and unloading of vehicles. 

Ventilation  ducts  serving  special  category  spaces  capable  of  being 
effectively  sealed  shall  be  separated  for  each  such  space.  The  system 
shall be capable of being controlled from a position outside 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. 

EN 

180 

   EN 

 
 
 
 
 
 
.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. 

In  new  class B,  C  and  D  ships  constructed  on  or  after  1 January  2003, 
ventilation ducts that pass through horizontal zones or machinery spaces 
shall  be  ‘A-60’  class  steel  ducts  constructed  in  accordance  with 
Regulations II-2/B/9.2.3.1.1 and II-2/B/9.2.3.1.2. 

.2 

Additional provisions applicable only to special category spaces above the bulkhead 
deck 

NEW CLASS B, C AND D SHIPS: 

.1.1  Scuppers 

In view of the serious loss of stability which could arise due to large quantities 
of water accumulating on the deck or decks 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  paragraph .1.2.1  shall  be 

recorded in the logbook. 

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 

EN 

181 

   EN 

 
 
 
 
 
 
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. 

.3 

Additional provisions applicable only to special category spaces below the bulkhead 
deck 

NEW CLASS B,C AND D SHIPS: 

.1 

Bilge pumping and drainage 

In view of the serious loss of stability which could arise due to large quantities 
of water accumulating on the deck or tank top consequent on the operation of 
the fixed pressure water-spraying system, the Administration of the flag State 
may  require  pumping  and  drainage  facilities  to  be  provided  additional  to  the 
requirements of Regulation II-1/C/3. 

In new class B, C and D ships constructed on or after 1 January 2003 in such 
case, the drainage system shall be sized to remove not less than 125 % of the 
combined capacity of both the water spraying system pumps and the required 
number  of  fire  hose  nozzles.  The  drainage  system  valves  shall  be  operable 
from  outside  the  protected  space  at  a  position  in  the  vicinity  of  the 
extinguishing  system  controls.  Bilge  wells  shall  be  of  sufficient  holding 
capacity and shall be arranged at the side shell  of the ship at a distance  from 
each other of not more than 40 metres in each watertight compartment. 

.2 

Precautions against ignition of flammable vapours 

.1 

.2 

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. 

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. 

EN 

182 

   EN 

 
 
 
 
.4 

Permanent openings 

CLASS B, C AND D SHIPS CONSTRUCTED ON OR AFTER 1 JANUARY 2003: 

Permanent  openings  in  the  side  plating,  the  ends  or  deckhead  of  special  category 
spaces shall be so situated that a fire in the special category space does not endanger 
stowage areas and embarkation stations for survival craft and accommodation spaces, 
service  spaces  and  control  stations  in  superstructures  and  deckhouses  above  the 
special category spaces. 

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. 

In  new  class B,  C  and  D  ships  constructed  on  or  after  1 January  2003,  this  public 
address system shall comply with the requirements of Regulation III/6.5. 

.5 

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

For  ships  carrying  more  than  36 passengers  an  efficient  patrol  system  shall  be 
maintained so that an outbreak of fire may be promptly detected. Each member of the 
fire patrol shall be trained to be familiar with the arrangements of the ship as well as 
the  location  and  operation  of  any  equipment  he  or  she  may  be  called  upon  to  use. 
Each  member  of  the  fire  patrol  shall  be  provided  with  a  two-way  portable  radio 
telephone apparatus. 

NEW CLASS B, C AND D SHIPS: 

.6 

Ships  carrying  more  than  36 passengers  shall  have  the  detection  alarms  for  the 
systems  required  by  Regulation 13.2  centralised  in  a  continuously  manned  central 
control station. In addition, controls for remote closing of the fire doors and shutting 
down the ventilation fans, shall be centralised in the same location. The ventilation 
fans shall be capable of reactivation by the crew at the continuously manned control 
station. The control panel in the central control station shall be capable of indicating 
open or closed positions of fire doors, closed or off status of the detectors, alarms and 
fans. The control panel shall be continuously powered and should have an automatic 

EN 

183 

   EN 

 
 
 
 
 
changeover  to  standby  power  supply  in  case  of  loss  of  normal  power  supply.  The 
control  panel  shall  be  powered  from  the  main  source  of  electrical  power  and  the 
emergency  source  of  electrical  power  defined  by  Regulation II-1/D/3  unless  other 
arrangements are permitted by the regulations, as applicable. 

.7 

The control panel shall be designed on the fail-safe principle, e.g. an open detector 
circuit shall cause an alarm condition. 

16 

Upgrading of existing class B ships carrying more than 36 passengers (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: 

(cid:208) 2002/25/EC Art. 1 and Annex 
(adapted) 

.1.1  All accommodation and service spaces, stairway enclosures and corridors shall 
be equipped with a smoke detection and alarm system of an approved type, and 
complying with the requirements of Regulation II-2/A/9. Such system need not 
be fitted in private bathrooms, and spaces having little or no fire risk such as 
voids and similar spaces. Detectors operated by heat instead of smoke shall be 
installed in galleys. 

.2 

Smoke detectors connected to the fire detection and alarm system shall also be 
fitted above ceilings in stairways and corridors in the areas where ceilings are 
of combustible construction. 

.3.1  Hinged  fire  doors  in  stairway  enclosures,  main  vertical  zone  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 

.2 

.3 

.4 

.5 

a grease trap readily removable for cleaning unless an alternative grease 
removal process is fitted; 

a fire damper located in the lower end of the duct; 

arrangements operable from within the galley for shutting off the exhaust 
fans; 

fixed means for extinguishing a fire within the duct; and 

suitably located hatches for inspection and cleaning. 

EN 

184 

   EN 

 
 
.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 

.2 

shall  be  emptied,  permanently  closed  and  disconnected  from  the 
electrical system; or 

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  are  not  permitted  to  have  direct  access  to 
stairway enclosures. 

.3.6  Existing  machinery  spaces  of  category (10)  described  in  Regulation II-2/B/4 
and back offices for information counters which open directly into the stairway 
enclosure may be retained, provided that they are protected by smoke detectors 
and  that  back  offices  for  information  counters  contain  only  furniture  of 
restricted fire risk. 

.3.7  In  addition  to  the  emergency  lighting  required  by  Regulations II-1/D/3  and 
III/5.3, the means of escape including stairways and exits shall be marked, at 
all points of the escape route including angles and intersections, by lighting or 
photoluminescent  strip  indicators  placed  not  more  than  0,3 metres  above  the 
deck. The marking must enable passengers to identify all the routes of escape 
and readily identify the escape exits. If electric illumination is used, it shall be 
supplied by the emergency source of power and it shall be so arranged that the 
failure  of  any  single  light  or  cut  in  a  lighting  strip,  will  not  result  in  the 
marking  being  ineffective.  Additionally,  all  escape  route  signs  and  fire 
equipment location markings shall be of photoluminescent material or marked 
by lighting. The Administration of the flag State shall ensure that such lighting 
or  photoluminescent  equipment  have  been  evaluated,  tested  and  applied  in 
accordance  with  the  guidelines  as  given  in  IMO  Resolution  A.752 (18)  or  in 
ISO Standard 15370-2001. 

.3.8  A  general  emergency  alarm  system  shall  be  provided.  The  alarm  shall  be 
audible  throughout  all  the  accommodation  and  normal  crew  working  spaces 
and open decks, and its sound pressure level shall comply with the standards of 
the Code on Alarms and 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. 

EN 

185 

   EN 

 
.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. 

.2.1  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. 

.6 

The requirements of paragraph .1.3.7 of this regulation shall also apply to the 
accommodations. 

.3 

Not later than 1 October 2005 or 15 years after the date of construction of the ship, 
whichever is the later: 

EN 

186 

   EN 

 
.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  CONSTRUCTED  BEFORE  1 JANUARY  2003  AND 
EXISTING CLASS B SHIPS: 

The requirements of SOLAS Regulation II-2/54 shall apply, as appropriate, to passenger ships 
carrying dangerous goods. 

NEW CLASS B, C AND D SHIPS CONSTRUCTED ON OR AFTER 1 JANUARY 2003: 

The  requirements  of  Regulation 19  of  Part G  of  the  SOLAS  Convention  Chapter II-2,  as 
revised per 1 January 2003, shall apply, as appropriate, to passenger ships carrying dangerous 
goods. 

18 

Special requirements for helicopter facilities 

NEW CLASS B,C AND D SHIPS CONSTRUCTED ON OR AFTER 1 JANUARY 2003: 

Ships equipped with helidecks shall comply with the requirements of Regulation 18 of Part G 
of the SOLAS Convention Chapter II-2, as revised per 1 January 2003. 

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  the 
1974 SOLAS Convention Regulation III/3, as amended, shall apply. 

2 

Communication, survival craft and rescue boats, personal life-saving appliances 
(R 6 + 7 + 18 + 21 + 22) 

NEW AND EXISTING CLASS B, C AND D SHIPS: 

Every  ship  shall  carry  at  least  the  radio  life-saving  appliances,  radar  transponders,  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. 

EN 

187 

   EN 

 
Furthermore every ship shall carry immersion suits and thermal protective aids to be used by 
persons to be accommodated in lifeboats and rescue boats as far as required by the regulations 
of Chapter III of the Annex to the 1974 SOLAS Convention, as amended. 

Ships  not  carrying  a  lifeboat  or  a  rescue  boat  shall  for  rescue  purposes  be  provided  with  at 
least one immersion suit. However if the ship is constantly engaged in warm climates where 
to the opinion of the Administration thermal protection is unnecessary, this protective clothing 
need not be carried. 

EN 

188 

   EN 

 
Ship's class: 

B 

C 

D 

Number of persons (N) 

> 250 

≤ 250 

> 250 

≤ 250 

> 250 

≤ 250 

Survival craft (1) (2) (3) (4): 

– 

– 

 existing ships 

1,10 N  1,10 N  1,10 N  1,10 N  1,10 N  1,10 N 

new ships 

1,25 N  1,25 N  1,25 N  1,25 N  1,25 N  1,25 N 

Rescue boats (4) (5) 

Lifebuoys (6) 

Life jackets (8) (9) 

Child life jackets 

Distress flares (7) 

Line-throwing appliances 

Radar transponders 

Two-way VHF radiotelephone 
apparatus 

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 

0,10 N  0,10 N  0,10 N  0,10 N  0,10 N  0,10 N 

12 

12 

12 

12 

1 

1 

3 

1 

1 

3 

1 

1 

3 

1 

1 

3 

6 

— 

1 

3 

6 

— 

1 

2 

(1) 

Survival craft may be either lifeboats complying with section 4.5 or 4.6 or 4.7 of the LSA Code or 
life-rafts complying with the requirements of section 4.1 of the LSA Code and of either section 4.2 
or 4.3 of the LSA Code. In addition, life-rafts on ro-ro passenger ships have also to comply with the 
requirements of Regulation III/5-1.2. 

When justified  by  the  sheltered  nature of  the  voyages  and/or  the favourable  climatic  conditions of 
the area of operation, the Administration of the flag State may accept, if this is not rejected by the 
host Member State: 

(a) 

open reversible inflatable life-rafts not complying with the section 4.2 or 4.3 of the LSA Code 
provided that such life-rafts entirely comply with the requirements of Annex 10 of the High 
Speed Craft Code; 

(b) 

life-rafts  not  complying  with  the  requirements  of  paragraphs 4.2.2.2.1  and  4.2.2.2.2  of  the 
LSA Code on the insulation against cold of the floor of the life-raft. 

Survival craft for existing B, C and D ships shall comply with the relevant regulations of the 1974 
SOLAS Convention for existing ships as amended at the date of adoption of this Directive. 

A  marine  evacuation  system  or  systems  complying  with  section 6.2  of  the  LSA  Code  may  be 
substituted for the equivalent capacity of life-rafts and launching appliances required by the table. 

Survival craft shall, as far as practicable, be equally distributed on each side of the ship. 

The total number of survival craft shall be in accordance with the percentage mentioned in the table 
above and the aggregate capacity of a combination of survival craft and additional life-rafts shall be 
110 % of the 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 

(2) 

(3) 

EN 

189 

   EN 

 
 
 
 
 
 
 
 
 
 
rendered unserviceable, the remaining survival craft can accommodate the total number of persons 
the ship is certified to carry. 

The  number  of  lifeboats  and/or  rescue  boats,  shall  be  sufficient  to  ensure  that  in  providing  for 
abandonment by the total number of persons the ship is certified to carry, no more than nine life-rafts 
need to be marshalled by each lifeboat or rescueboat. 

Rescue boats shall be served by their own launching appliances capable of launching and recovery. 

If  a  rescue  boat  complies  with  the  requirements  of  section 4.5  or  4.6  of  the  LSA  Code,  it  may  be 
included in the capacity of the survival craft specified in the table above. 

At least one of the rescue boats on ro-ro passenger ships shall be a fast rescue boat complying with 
the requirements of Regulation III/5-1.3. 

When the Administration of the flag State considers that the installation of a rescue boat on board of 
a ship is physically impossible, such ship may be exempted from carrying a rescueboat, provided the 
ship meets all of the following requirements: 

(a) 

the ship is arranged to allow a helpless person to be recovered from the water; 

(b) 

recovery of the helpless person can be observed from the navigating bridge; and 

(c) 

the  ship  is  sufficiently  manoeuvrable  to  close  and  recover  persons  in  the  worst  intended 
conditions. 

At least one lifebuoy on each side shall be equipped with a buoyant lifeline equal in length to not 
less than twice the height at which it is stowed above the waterline in the lightest seagoing condition 
or 30 metres, whichever is the greater. 

Two lifebuoys shall be equipped with a self-activating smoke signal and a self-activating light; they 
shall be capable of quick release from the navigation bridge. The remainder of the lifebuoys shall be 
equipped with self-igniting lights, in compliance with the provisions of paragraph 2.1.2 of the LSA 
Code. 

Distress flares, complying with the requirements of section 3.1 of the LSA Code shall be stowed on 
the navigation bridge or steering position. 

Life jackets on board ro-ro passenger ships shall comply with the requirements of Regulation III/5-
1.5. 

An  inflatable  life  jacket  shall  be  provided  for  each  person  that  has  to  carry  out  work  on  board  in 
exposed  areas.  These  inflatable  life  jackets  may  be  included  in  the  total  number  of  life  jackets 
required by this Directive. 

(4) 

(5) 

(6) 

(7) 

(8) 

(9) 

. 

EN 

190 

   EN 

 
 
 
 
 
3 

Emergency  alarm,  operating  instructions,  training  manual,  assembly  lists  and 
emergency instructions (R 6 + 8 + 9 +19 + 20) 

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) 

It must comply with the requirements of paragraph 7.2.1.1 of the LSA Code, and be 
suitable for summoning passengers and crews to assembly stations and to initiate the 
actions included in the assembly list. 

In all ships carrying more than 36 passengers the emergency alarm system shall be 
supplemented  by  a  public  address  system  that  can  be  used  from  the  bridge.  The 
system shall be of a such nature and so arranged and located that messages read out 
over the system are readily audible for persons whose hearing is normal, in all places 
where persons are likely to stay when the main engine is in operation. 

FOR  NEW  CLASS B,  C  AND  D  SHIPS  CONSTRUCTED  ON  OR  AFTER 
1 JANUARY 2003: 

The  general  emergency  alarm  systems  shall  be  audible  on  all  open  decks  and 
minimum sound pressure levels for the emergency alarm tone shall be in accordance 
with paragraphs 7.2.1.2 and 7.2.1.3 of the LSA Code. 

.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 
1 July 1998 ⌫. 

(cid:208) 2002/25/EC Art. 1 and Annex 

.2.2  The  public  address  system  shall  be  a  loudspeaker  installation  enabling  the 
broadcast  of  messages  into  all  spaces  where  crew  members  or  passengers,  or 
both,  are  normally  present,  and  to  assembly  stations.  It  shall  allow  for  the 
broadcast  of  messages  from  the  navigation  bridge  and  such  other  places  on 
board the ship as the Administration of the flag State deems necessary. It shall 
be installed with regard to acoustically marginal conditions and not require any 
action from the addressee. 

EN 

191 

   EN 

 
 
 
 
 
 
.2.3  The public address system shall be protected against unauthorised use and be 
clearly  audible  above  the  ambient  noise  in  all  spaces,  prescribed  by 
paragraph .2.2, and 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. 

FOR  NEW  CLASS B,  C  AND  D  SHIPS  CONSTRUCTED  ON  OR  AFTER 
1 JANUARY 2003: 

for  broadcasting  emergency 
The  minimum 
announcements  shall  be  in  accordance  with  paragraph 7.2.2.2  of  the  LSA 
Code. 

sound  pressure 

levels 

.2.4  NEW CLASS B, C AND D SHIPS: 

.1 

.2 

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 

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  paragraph .2.2,  .2.3  and .2.5  are  not  required  to  change  their 
system. 

.3 

Assembly 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). 

Assembly  lists  and  emergency  instructions  complying  with  the  requirements  of 
SOLAS  Regulation III/37  shall  be  exhibited  in  conspicuous  places  throughout  the 
ship including the navigating bridge, engine room and crew accommodation spaces. 

Illustrations  and  instructions  in  appropriate  languages  shall  be  posted  in  passenger 
cabins  and  be  conspicuously  displayed  at  assembly  stations  and  other  passenger 
spaces to inform passengers of: 

(i) 

their assembly station; 

(ii) 

the essential actions they must take in an emergency; 

(iii) 

the method of donning life jackets. 

EN 

192 

   EN 

 
 
 
 
 
 
The  person,  who  in  accordance  to  SOLAS  Regulation IV/16,  is  designated  to  have 
primary responsibility for radio-communications during distress situations, shall have 
no  other  duties  assigned  in  such  situations.  The  above  shall  be  reflected  in  the 
assembly list and the emergency 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 

Training manual 

A  training  manual  complying  with  the  requirements  of  SOLAS  Regulation III/35 
shall be provided in each crew messroom and recreation room or in each crew cabin. 

.6 

Instruction for maintenance (R 20.3) 

Instructions  for  on-board  maintenance  of  life-saving  appliances  or  a  shipboard 
planned  maintenance  programmes  which  includes  the  maintenance  of  life-saving 
appliances,  shall  be  provided  on  board  and  maintenance  shall  be  carried  out 
accordingly.  The  instructions  shall  be  in  compliance  with  the  requirements  of 
SOLAS Regulation III/36. 

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  assembling  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 life-rafts, 
may be placed in charge of each life-raft or group of life-rafts. Every rescue boat and 
motorised survival craft shall have a person assigned who is capable of operating the 
engine and carrying out minor adjustments. 

The  master  shall  ensure  the  equitable  distribution  of  persons  referred  to  in 
paragraphs .1, .2 and .3 among the ship's survival craft. 

EN 

193 

   EN 

 
 
 
 
 
5 

Survival craft assembly and embarkation arrangements (R 11 + 23 + 25) 

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. 

Assembly  stations  shall  be  provided  close  to  the  embarkation  stations  and  shall  be 
readily  accessible  from  accommodation  and  work  areas  and  have  ample  room  for 
marshalling and instruction of the passengers. Clear deck space at least 0,35 m2 per 
person. 

Assembly and embarkation stations, alleyways, stairways and exits giving access to 
the assembly and embarkation stations shall be adequately illuminated. 

Such  lighting  shall  be  capable  of  being  supplied  by  the  emergency  source  of 
electrical power required by Regulations II-1/D/3 and II-1/D/4. 

In addition to and as part of the markings required under II-2/B 6.1.7 for new class B, 
C  and  D  ships,  routes  to  assembly  stations  shall  be  indicated  with  the  assembly 
station  symbol,  intended  for  that  purpose,  in  accordance  with  IMO  Resolution 
A.760 (18). This requirement shall also be applied to existing class B ships, carrying 
more than 36 passengers. 

Lifeboats shall be capable of being boarded either directly from the stowed position 
or from an embarkation deck, but not both. 

Davit-launched  life-raft  shall  be  capable  of  being  boarded  from  a  position 
immediately  adjacent  to  the  stowed  position  or  from  a  position  the  life-raft  is 
transferred to prior to launching. 

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)  complying  with 
section 6.2 of the LSA Code shall be installed. 

On  ships  fitted  with  a  marine  evacuation  system  communication  between  the 
embarkation station and the platform of the survival craft shall be ensured. 

There shall be at least one embarkation ladder, complying with the requirements of 
paragraph 6.1.6 of the LSA Code on each side of the ship; the Administration of the 
flag State may exempt a ship from this requirement provided that, in all undamaged 
and  prescribed  damage  conditions  of  trim  and  heel,  the  freeboard  between  the 
intended embarkation position and the waterline is not more than 1,5 metres. 

EN 

194 

   EN 

 
 
 
 
(cid:208) 2003/75/EC Art. 1 and Annex  

5-1 

Requirements for ro-ro passenger ships (R 26) 

CLASS B, C AND D RO-RO SHIPS CONSTRUCTED BEFORE 1 JANUARY 2003: 

.1 

Ro-ro  passenger  ships  constructed  before  1  January  2003  shall  comply  with  the 
requirements of paragraphs .6.2, .6.3, .6.4, .7, .8 and .9 not later than the date of the 
first periodical survey after 1 January 2006. 

Prior to this date, paragraphs .2, .3, .4 and .5 shall apply for ro-ro ships constructed 
before 1 January 2003. 

Notwithstanding  the  above,  when  life-saving  appliances  or  arrangements  on  such 
ships  are  replaced  or  such  ships  undergo  repairs,  alterations  or  modifications  of  a 
major character which involve replacement of, or any addition to, their existing life 
saving appliances or arrangements, such life-saving appliances or arrangements shall 
comply with the relevant requirements of paragraphs .6, .7, .8 and .9. 

.2 

Life-rafts 

.1 

.2 

.3 

.4 

The  ro-ro  passenger  ship's  life-rafts  shall  be  served  by  marine  evacuation 
systems complying with SOLAS Regulation III/48.5, as in force on 17 March 
1998, or launching appliances complying with SOLAS Regulation III/48.6, as 
in force on 17 March 1998, equally distributed on each side of the ship. 

Communication  between  the  embarkation  station  and  the  platform  shall  be 
ensured. 

Every  life-raft  on  ro-ro  passenger  ships  shall  be  provided  with  float-free 
stowage arrangements complying with the requirements of SOLAS Regulation 
III/23, as in force on 17 March 1998. 

Every life-raft 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 in force on 17 March 1998, as appropriate. 

Every  life-raft  on  ro-ro  passenger  ships  shall  either  be  automatically  self-
righting or be a canopied reversible life-raft which is stable in a seaway and is 
capable  of  operating  safely  whichever  way  up  it  is  floating.  Open  reversible 
life-rafts may be permitted if the 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 
life-rafts entirely comply with the requirements of Annex 10 to the High Speed 
Craft Code. 

Alternatively,  the  ship  shall  carry  automatically  self-righting  life-rafts  or 
canopied reversible life-rafts in addition to its normal complement of life-rafts, 
of  such  aggregate  capacity  as  will  accommodate  at  least  50 %  of  the  persons 
not  accommodated  in  lifeboats.  This  additional  life-raft  capacity  shall  be 
determined on the basis of the difference between the total number of persons 

EN 

195 

   EN 

 
 
 
 
 
 
on  board  and  the  number  of  persons  accommodated  in  lifeboats.  Every  such 
life-raft shall be approved by the Administration of the flag State having regard 
to the recommendations adopted by the IMO with MSC/Circ. 809. 

.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 MSC/Circ. 809. 

.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 the case where the arrangement or size of an existing ro-ro passenger ship is 
such  as  to  prevent  the  installation  of  the  fast  rescue  boat  required  by 
paragraph .3.1,  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 

.2 

.3 

the  fast  rescue  boat  installed  is  served  by  a  launching  appliance 
complying with the provisions of paragraph .3.2; 

the  capacity  of  the  survival  craft  lost  by  the  above  substitution  is 
compensated  by  the  installation  of  life-rafts  capable  of  carrying  at  least 
an equal number of persons served by the lifeboat replaced; and 

such life-rafts are served by the existing launching appliances or marine 
evacuation systems. 

.4 

Means of rescue 

.1 

.2 

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. 

The  means  of  transfer  of  survivors  to  the  ship  may  be  part  of  a  marine 
evacuation system, or may be part of a system designed for rescue purposes. 

These  means  shall  be  approved  by  the  flag  State  having  regard  to  the 
recommendations adopted by IMO with MSC/Circ. 810. 

EN 

196 

   EN 

 
 
.3 

If the slide of a marine evacuation system in intended to provide the means of 
transfer  of  survivors  to  the  deck  of  the  ship,  the  slide  shall  be  equipped  with 
handlines or ladders to aid in climbing up the slide. 

.5 

Life jackets 

.1  Notwithstanding the requirements of SOLAS Regulations III/7.2 and III/22.2, a 
sufficient number of life jackets shall be stowed in the vicinity of the assembly 
stations so that passengers do not have to return to their cabins to collect their 
life jackets. 

.2 

In ro-ro passenger ships, each life jacket shall be fitted with a light complying 
with  the  requirements  of  SOLAS  Regulation  III/32.2,  as  in  force  on 
17 March 1998. 

CLASS B, C AND D RO-RO SHIPS CONSTRUCTED AFTER 1 JANUARY 2003 

.6 

Life-rafts 

.1 

.2 

.3 

.4 

The  ro-ro  passenger  ship's  life-rafts  shall  be  served  by  marine  evacuation 
systems complying with section 6.2 of the LSA Code or launching appliances 
complying with paragraph 6.1.5 of the LSA Code equally distributed on each 
side of the ship. 

Communication  between  the  embarkation  station  and  the  platform  shall  be 
ensured. 

Every  life-raft  on  ro-ro  passenger  ships  shall  be  provided  with  float-free 
stowage  arrangements  complying  with 
requirements  of  SOLAS 
Regulation III/13.4 

the 

Every life-raft on ro-ro passenger ships shall be of a type fitted with a boarding 
ramp  complying  with  the  requirements  of  paragraph  4.2.4.1  or  4.3.4.1  of  the 
LSA Code as appropriate. 

Every  life-raft  on  ro-ro  passenger  ships  shall  either  be  automatically  self-
righting or be a canopied reversible life-raft which is stable in a seaway and is 
capable  of  operating  safely  whichever  way  up  it  is  floating.  Open  reversible 
life-rafts may be permitted if the 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 
life-rafts entirely comply with the requirements of Annex 10 to the High Speed 
Craft Code. 

Alternatively,  the  ship  shall  carry  automatically  self-righting  life-rafts  or 
canopied reversible life-rafts in addition to its normal complement of life-rafts, 
of  such  aggregate  capacity  as  will  accommodate  at  least  50 %  of  the  persons 
not  accommodated  in  lifeboats.  This  additional  life-raft  capacity  shall  be 
determined on the basis of the difference between the total number of persons 
on  board  and  the  number  of  persons  accommodated  in  lifeboats.  Every  such 
life-raft shall be approved by the administration of the flag State having regard 
to the recommendations adopted by the IMO, with MSC/Circ. 809. 

EN 

197 

   EN 

 
 
 
.7 

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, with MSC Circ./809. 

.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 the case where the arrangement or size of an existing ro-ro passenger ship is 
such  as  to  prevent  the  installation  of  the  fast  rescue  boat  required  by 
paragraph .3.1,  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 

.2 

.3 

the  fast  rescue  boat  installed  is  served  by  a  launching  appliance 
complying with the provisions of paragraph .3.2; 

the  capacity  of  the  survival  craft  lost  by  the  above  substitution  is 
compensated  by  the  installation  of  life-rafts  capable  of  carrying  at  least 
an equal number of persons served by the lifeboat replaced; and 

such life-rafts are served by the existing launching appliances or marine 
evacuation systems. 

.8 

Means of rescue 

.1 

.2 

.3 

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. 

The  means  of  transfer  of  survivors  to  the  ship  may  be  part  of  a  marine 
evacuation system, or may be part of a system designed for rescue purposes. 

These  means  shall  be  approved  by  the  flag  State  having  regard  to  the 
recommendations adopted by IMO with MSC/Circ. 810. 

If the slide of a marine evacuation system in intended to provide the means of 
transfer  of  survivors  to  the  deck  of  the  ship,  the  slide  shall  be  equipped  with 
handlines or ladders to aid in climbing up the slide. 

EN 

198 

   EN 

 
 
.9 

Life jackets 

.1  Notwithstanding the requirements of SOLAS Regulations III/7.2 and III/22.2 a 
sufficient number of life jackets shall be stowed in the vicinity of the assembly 
stations so that passengers do not have to return to their cabins to collect their 
life jackets. 

.2 

In ro-ro passenger ships, each life jacket shall be fitted with a light complying 
with the requirements of paragraph 2.2.3 of the LSA Code. 

5-2 

Helicopter landing and pick-up areas (R 28) 

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

(cid:208) 2002/25/EC Art. 1 and Annex  

(cid:208) 2002/25/EC Art. 1 and Annex 
(adapted) 

.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 ⌦ 1  July 
1998 ⌫ . 

(cid:208) 2002/25/EC Art. 1 and Annex 

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 ro-ro passenger ships of class B, C and D of 130 metres and upwards in length 
shall be fitted with a helicopter landing area approved by the Administration of the 
flag State having regard to the recommendations adopted by the IMO. 

5-3 

Decision support system for masters (R 29) 

NEW AND EXISTING CLASS B, C AND D SHIPS: 

.1 

.2 

.3 

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 

.2 

fire; 

damage to ship; 

EN 

199 

   EN 

 
 
 
 
.3 

.4 

.5 

.6 

.7 

pollution; 

unlawful  acts  threatening  the  safety  of  the  ship  and  the  security  of 
its passengers and crew; 

personnel accidents; and 

cargo-related accidents; 

emergency assistance to other ships. 

.4 

.5 

.6 

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. 

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 + 24 ) 

NEW AND EXISTING CLASS B, C AND D SHIPS: 

.1 

Each survival craft shall be stowed: 

a. 

b. 

so  that  neither  the  survival  craft  nor  its  stowage  arrangements  will  interfere 
with other survival craft launching operations; 

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 of up to 10° 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; 

EN 

200 

   EN 

 
c. 

d. 

e. 

in a state of continuous readiness so that two crew members can prepare it for 
embarkation and launching within 5 minutes; 

as far forward of the propeller as is practicable; and 

fully  equipped,  as  required  by  the  relevant  SOLAS  regulations,  except  that 
additional life-rafts as defined in note 3 to the table of Regulation III/2 may be 
exempted from some of the SOLAS 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 life-raft shall be stowed: 

a.  with its painter attached to the ship; 

b.  with  a  float-free  arrangement,  complying  with  the  requirements  of  paragraph 
4.1.6 of the LSA Code enabling the life-raft to float free and, if inflatable, to 
inflate automatically when the ship sinks. One float-free arrangement may be 
used  for  two  or  more  life-rafts  if  the  float-free  arrangement  is  sufficient  to 
comply with the requirements of paragraph 4.1.6 of the LSA Code; 

c. 

so as to permit manual release from its securing arrangements. 

.4 

.5 

Davit-launched  life-rafts  shall  be  stowed  within  reach  of  the  lifting  hooks,  unless 
some means of transfer is provided which is not rendered inoperable within the limits 
of trim of up to 10° and list up to 20° either way for new ships, respectively up to at 
least 15° either way for existing ships, or by ship motion or power failure. 

Life-rafts  intended  for  throw-overboard  launching  shall  be  so  stowed  as  to  be  in  a 
position  providing  easy  side  to  side  transfer  at  a  single  open  deck  level.  If  this 
stowing arrangement cannot be met additional life-rafts shall be provided so that the 
total capacity available on each side will accommodate 75 % of the total number of 
persons on board. 

.6 

Life-rafts associated with a Marine Evacuation System (MES) shall: 

a. 

b. 

c. 

d. 

be stowed close to the container containing the MES; 

be  capable  of  release  from  its  stowage  rack  with  arrangements  which  will 
enable it to be moored and inflated alongside the boarding platform; 

be capable of release as an independent survival craft; and 

be provided with retrieving lines to the boarding platform. 

EN 

201 

   EN 

 
8 

Stowage of rescue boats (R 14) 

NEW AND EXISTING CLASS B, C AND D SHIPS: 

Rescue boats shall be stowed: 

.1 

.2 

.3 

.4 

8a 

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; 

if it is also a lifeboat, in compliance with the requirements of Regulation 7. 

Stowage of marine evacuation systems (R 15) 

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

1. 

2. 

3. 

4. 

9 

The  shipside  shall  not  have  any  openings  between  the  embarkation  station  of  the 
marine  evacuation  system  and  the  waterline  in  the  lightest  seagoing  condition  and 
means shall be provided to protect the system from any projections. 

Marine  evacuation  systems  shall  be  in  such  position  as  to  ensure  safe  launching 
having  particular  regard  to  clearance  from  the  propeller  and  steeply  overhanging 
positions  of  the  hull  and  so  that,  as  far  as  practicable,  the  system  can  be  launched 
down the straight side of the ship. 

Each  marine  evacuation  system  shall  be  stowed  so  that  neither  the  passage  nor  the 
platform nor its stowage or operational arrangements will interfere with the operation 
of any other life-saving appliance at any other launching station. 

Where appropriate, the ship shall be so arranged that the marine evacuation systems 
in their stowed positions are protected from damage by heavy seas. 

Survival craft launching and recovering arrangements (R 16) 

NEW AND EXISTING CLASS B, C AND D SHIPS: 

.1 

Launching  appliances  complying  with  the  requirements  of  section 6.1  of  the  LSA 
Code shall be provided for all survival craft and except: 

.1 

FOR EXISTING CLASS B, C AND D SHIPS: 

a. 

survival  craft  which  are  boarded  from  a  position  on  deck  which  is  less 
than 4,5 metres above the waterline in the lightest seagoing condition and 
which either: 

– 

– 

have a mass of not more than 185 kg; or 

are  stowed  for  launching  directly  from  the  stowed  position  under 
unfavourable conditions of trim of up to 10° and list up to at least 
15° either way; or 

EN 

202 

   EN 

 
b. 

survival craft which are carried in excess of the survival craft for 110 % 
of the total number of persons on board; or survival craft provided for use 
in conjunction with a marine evacuation  system (MES)  complying  with 
the  requirements  of  section 6.2  of  the  LSA  Code  and  stowed  for 
the  stowed  position  under  unfavourable 
launching  directly  from 
conditions of trim of up to 10° and list of up to 20° either way. 

.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 life-
rafts directly. 

.2 

Each lifeboat shall be provided with an appliance which is capable of launching and 
recovering the lifeboat. 

FOR  NEW  CLASS B,  C  AND  D  SHIPS  CONSTRUCTED  ON  OR  AFTER 
1 JANUARY 2003: 

In  addition  there  shall  be  provision  for  hanging-off  the  lifeboat  to  free  the  release 
gear for maintenance. 

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. 

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,  respectively  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. 

.3 

.4 

.5 

.6 

.7 

.8 

EN 

203 

   EN 

 
 
 
 
10 

Rescue boat embarkation, launching and recovery arrangements (R 17) 

NEW AND EXISTING CLASS B, C AND D SHIPS: 

.1 

.2 

.3 

.4 

.5 

.6 

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, also be capable of being boarded from the embarkation deck. 

Launching  arrangements  shall  comply  with  the  requirements  of  Regulation 9. 
However  all  rescue  boats  shall  be  capable  of  being  launched,  where  necessary 
utilising  painters,  with  the  ship  making  headway  at  speeds  up  to  5 knots  in  calm 
water. 

Recovery time of the rescue boat shall be not more than 5 minutes in moderate sea 
conditions  when  loaded  with  its  full  complement  of  persons  and  equipment.  If  the 
rescue boat is included in the capacity of the survival craft, this recovery time shall 
be  possible  when  loaded  with  its  survival  craft  equipment  and  the  approved  rescue 
boat complement of at least 6 persons. 

FOR  NEW  CLASS B,  C  AND  D  SHIPS  CONSTRUCTED  ON  OR  AFTER 
1 JANUARY 2003: 

Rescue  boat  embarkation  and  recovery  arrangements  shall  allow  for  safe  and 
efficient handling of a stretcher case. Foul weather recovery strops shall be provided 
for safety if heavy fall blocks constitute a danger. 

11 

Emergency instructions (R 19) 

NEW AND EXISTING CLASS B, C AND D SHIPS: 

Whenever  new  passengers  embark  a  passenger  safety  briefing  shall  be  given  immediately 
before  or  after  departure.  This  briefing  shall  at  least  include  the  instructions  required  by 
Regulation III/3.3. It shall be made by means of an announcement in one or more languages 
likely  to  be  understood  by  the passengers.  The  announcement  shall  be  made  on  the  ship's 
public address system or by other suitable means likely to be heard at least by the passengers 
who have not yet heard it during the voyage. 

12 

Operational readiness, maintenance and inspections (R 20) 

NEW AND EXISTING CLASS B, C AND D SHIPS: 

.1 

Before  the  ship  leaves  port  and  at  all  times  during  the  voyage  all  life-saving 
appliances shall be in working order and ready for immediate use. 

EN 

204 

   EN 

 
 
.2 

Maintenance  and  inspections  of  life-saving  appliances  shall  be  carried  out  in 
accordance with the requirements of SOLAS Regulation III/20. 

13 

Abandon ship training and drills (R 19 + R 30) 

NEW AND EXISTING CLASS B, C AND D SHIPS: 

.1 

.2 

.3 

.4 

.5 

.6 

.7 

.8 

Every  crew  member  with  assigned  emergency  duties  shall  be  familiar  with  these 
duties before the voyage begins. 

An abandon ship drill and fire drill shall take place weekly. 

Each member of the crew shall participate in at least one abandon ship drill and one 
fire drill every month. The drills of the crew shall take place before departure of the 
ship  if  more  than  25 %  of  the  crew  have  not  participated  in  abandon  ship  and  fire 
drills  on  board  that  particular  ship  in  the  previous  month.  When  a  ship  enters  into 
service for the first time, after modification of a major character or when a new crew 
is engaged, the above mentioned drills shall be held before sailing. 

Each  abandon  ship  drill  shall 
Regulation III/19.3.3.1. 

include 

the  actions 

required 

in  SOLAS 

Lifeboats  and  rescue  boats  shall  be  lowered  at  successive  drills  in  accordance  with 
the provision of SOLAS Regulation III/19.3.3.2, 3.3.3, 3.3.6, and 3.3.7. 

The Administration of the flag State may allow ships not to launch the lifeboats on 
one  side  if  their  berthing  arrangements  in  port  and  their  trading  patterns  do  not 
permit  launching  of  lifeboats  on  that  side.  However,  all  such  lifeboats  shall  be 
lowered at least once every 3 months and launched at least annually. 

If  a  ship  is  fitted  with  marine  evacuation  systems  drills  shall  include  the  actions 
required in SOLAS Regulation III/19.3.3.8. 

Emergency lighting for assembling and abandonment shall be tested at each abandon 
ship drill. 

Fire  drills  shall  be  carried  out  in  accordance  with  the  provisions  of  SOLAS 
Regulation III/19.3.4. 

On-board  training  and  instructions  shall  be  given  to  crew  members  in  accordance 
with the provisions of SOLAS Regulation III/19.4. 

________________

EN 

205 

   EN 

 
 
 
(cid:208) 98/18/EC 

ANNEX II 

FORM OF PASSENGER SHIP SAFETY CERTIFICATE 

PASSENGER SHIP SAFETY CERTIFICATE 

and confirming compliancy of the vessel named hereafter with the provisions of 
Directive .../.../EC of  the European Parliament and of the Council on safety rules and 
standards for passenger ships 

(full official designation of the competent organisation recognised under the provisions of
[Council Directive 94/57/EC]) 

EN 

206 

   EN 

 
 
 
 
This is to certify, 

1. that the ship has been surveyed in accordance with Article 12 of Directive .../.../EC of the European
Parliament and of the Council 
2. that the survey showed that the ship fully complies with the requirements of Directive .../.../EC 
3. that the ship is, under the authority conferred by Article 9(3) of Directive .../.../EC, exempted from the
following requirements of the Directive: 

This  certificate  is  valid  until  ......................  (date  of  next  renewal  survey)  in  accordance 
with Article 12 of Directive .../.../EC 

EN 

207 

   EN 

 
 
 
This  is  to  certify  that  a  periodical  survey  as  required  by  Article  12  of  Directive  .../.../EC  of  the 
European  Parliament  and  of  the  Council  carried  out  and  that  the  survey  showed  that  the  ship  was
found to comply with all the relevant requirements of Directive .../.../EC 

EN 

_______________ 

208 

   EN 

 
(cid:208) 2003/24/EC Art. 1 pt. 4 and 
Annex 

ANNEX III 

GUIDELINES FOR SAFETY REQUIREMENTS FOR PASSENGER SHIPS AND 
HIGH-SPEED PASSENGER CRAFT FOR PERSONS WITH REDUCED MOBILITY 

(as referred to in Article 8) 

In  applying  the  guidelines  of  this  Annex,  Member  States  shall  follow  the  IMO  circular 
MSC/735  of  24  June  1996  entitled  ‘Recommendation  on  the  design  and  operation  of 
passenger ships to respond to elderly and disabled persons' needs’. 

1. 

ACCESS TO THE SHIP 

The  ships  should  be  constructed  and  equipped  in  such  a  way  that  a  person  with 
reduced  mobility  can  embark  and  disembark  easily  and  safely,  and  can  be  ensured 
access  between  decks,  either  unassisted  or  by  means  of  ramps,  elevators  or  lifts. 
Directions  to  such  access  should  be  posted  at  the  other  accesses  to  the  ship  and  at 
other appropriate locations throughout the ship. 

2. 

SIGNS 

Signs provided on a ship to aid passengers should be accessible and easy to read for 
persons with reduced mobility, (including persons with sensory disabilities), and be 
positioned at key points. 

3. 

MEANS TO COMMUNICATE MESSAGES 

The  operator  should  have  the  means  onboard  the  vessel  visually  and  verbally  to 
provide  announcements,  such  as  those  regarding  delays,  schedule  changes  and  on-
board services, to persons with various forms of reduced mobility. 

4. 

ALARM 

The alarm system and alarm buttons must be designed so as to be accessible by and 
to  alert  all  passengers  with  reduced  mobility,  including  persons  with  sensory 
disabilities and persons with learning disabilities. 

EN 

209 

   EN 

 
 
 
 
 
 
5. 

ADDITIONAL REQUIREMENTS ENSURING MOBILITY INSIDE THE SHIP 

Handrails,  corridors  and  passageways,  doorways  and  doors  shall  accommodate  the 
movement of a person in a wheelchair. Elevators, vehicle decks, passenger lounges, 
accommodation  and  washrooms  shall  be  designed  in  order  to  be  accessible  in  a 
reasonable and proportionate manner to persons with reduced mobility. 

________________________ 

EN 

210 

   EN 

 
 
(cid:207) 

ANNEX IV 

Part A 

Repealed Directive with list of its successive amendments 
(referred to in Article 17) 

Council Directive 98/18/EC 
(OJ L 144, 15.5.1998, p. 1) 

Commission Directive 2002/25/EC 
(OJ L 98, 15.4.2002, p. 1) 

Directive 2002/84/EC of the European Parliament  
and of the Council 
(OJ L 324, 29.11.2002, p. 53) 

only Article 7 

Directive 2003/24/EC of the European Parliament  
and of the Council 
(OJ L 123, 17.5.2003, p. 18) 

Commission Directive 2003/75/EC 
(OJ L 190, 30.7.2003, p. 6) 

Part B 

List of time-limits for transposition into national law and application 
(referred to in Article 17) 

Directive 

Time-limit for transposition 

Date of application 

98/18/EC 

1 July 1998 

2002/25/EC 

15 October 2002 

2002/84/EC 

23 November 2003 

2003/24/EC 

16 November 2004 

2003/75/EC 

31 January 2004 

_____________ 

1 January 2003, unless 
otherwise specified in the 
Annex to the Directive.  

EN 

211 

   EN 

 
 
 
 
 
 
 
 
 
 
ANNEX V 

CORRELATION TABLE 

Directive 98/18/EC 

This Directive 

Article 1 

Article 1 

Article 2 introductory words 

Article 2 introductory words 

Article 2(a) 

Article 2(b) 

Article 2(c) 

Article 2(d) 

Article 2(e) 

Article 2(ea) 

Article 2(a) 

Article 2(b) 

Article 2(c) 

Article 2(d) 

Article 2(e) 

Article 2(f) 

Article 2(f) introductory words 

Article 2(g) introductory words 

Article 2(f) first indent 

Article 2(f) second indent 

Article 2(g)(i) 

Article 2(g)(ii) 

Article 2(g) 

Article 2(h) 

Article 2(ha) 

Article 2(i) 

Article 2(j) 

Article 2(k) 

Article 2(l) 

Article 2(m) 

Article 2(n) 

Article 2(o) 

Article 2(p) 

Article 2(q) 

Article 2(h) 

Article 2(i) 

Article 2(j) 

Article 2(k) 

Article 2(l) 

Article 2(m) 

Article 2(n) 

Article 2(o) 

Article 2(p) 

Article 2(q) 

Article 2(r) 

Article 2(s) 

EN 

212 

   EN 

 
Article 2(r) 

Article 2(s) 

Article 2(t) 

Article 2(u) 

Article 2(v) 

Article 2(w) 

Article 3(1) 

Article 2(t) 

Article 2(u) 

Article 2(v) 

Article 2(w) 

Article 2(x) 

Article 2(y) 

Article 3(1) 

Article 3(2) introductory words 

Article 3(2) introductory words 

Article 3(2)(a) introductory words 

Article 3(2)(a) introductory words 

Article 3(2)(a) first to seventh indent 

Article 3(2)(a)(i) to (vii) 

Article 3(2)(b) introductory words 

Article 3(2)(b) introductory words 

Article 3(2)(b) first to third indent 

Article 3(2)(b)(i) to (iii) 

Articles 4 to 6 

Article 6a 

Article 6b 

Articles 4 to 6 

Article 7 

Article 8 

Article 7(1) to (3) 

Article 9(1) to (3) 

Article 7(4) introductory sentence 

Article 9(4) first subparagraph 

Article 7(4)(a) 

Article 7(4)(b) 

Article 7(4)(c) 

Article 7(4)(d) 

Article 7(4)(e) 

Article 7(5) 

Article 9(4) second subparagraph 

Article 9(4) third subparagraph 

Article 9(4) fourth subparagraph 

Article 9(4) fifth subparagraph 

Article 9(4) sixth subparagraph 

Article 9(5) 

Article 8 first paragraph introductory words 

Article 10(1) introductory words 

Article 8 first paragraph, point (a)(i) 

Article 10(1)(a) 

Article 8 first paragraph, point (a)(ii) 

Article 10(1)(b) 

Article 8 first paragraph, point (a)(iii) 

Article 10(1)(c) 

EN 

213 

   EN 

 
Article 8 first paragraph, point (a)(iv) 

Article 10(1)(d) 

Article 8 first paragraph, final words 

Article 10(1) introductory words 

Article  8 
introductory words 

first  paragraph,  point 

(b) 

Article 10(2) introductory words 

Article 8 first paragraph, point (b)(i) 

Article 10(2)(a) 

Article 8 first paragraph, point (b)(ii) 

Article 10(2)(b) 

- 

Article 8 second paragraph 

Article 10(3) 

Article 10(4) 

Article 9(1) and (2) 

Article 11(1) and (2) 

- 

Article 9(3) 

Article 10 

Article 11 

Article 11(3) 

- 

Article 12 

Article 13 

Article  12  introductory  wording  and  12(1) 
introductory sentence 

Article 14(1) introductory sentence 

Article 12 first paragraph (1)(a) and (b) 

Article 14(1)(a) and (b) 

Article 12 first paragraph (2) first sentence 

Article 14(2) first subparagraph 

Article 12 first paragraph (2) second sentence  Article 14(2) second subparagraph 

Article 13 

Article 14(1) and (2) 

Article 14(3) 

- 

Article 15 

Article 16 

Annex I 

Annex II 

Article 15 

- 

Article 16 

Article 17 

Article 18 

Article 19 

Annex I 

Annex II 

EN 

214 

   EN 

 
Annex III 

- 

- 

Annex III 

Annex IV 

Annex V 

_____________ 

EN 

215 

   EN