Title: wetten.nl - Regeling - Regeling veiligheid zeeschepen - BWBR0017728

Source: https://wetten.overheid.nl/BWBR0017728/

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{"title": "wetten.nl - Regeling - Regeling veiligheid zeeschepen - BWBR0017728", "content": "Regeling houdende nadere regels met betrekking tot de veiligheid en certificering\n                                    van in Nederland geregistreerde zeeschepen, alsmede regels met betrekking tot de veiligheid\n                                    van buitenlandse schepen in Nederlandse wateren (Regeling veiligheid zeeschepen)\n\nDe Minister van Verkeer en Waterstaat,\n\nGelet op de artikelen 12, 22, 32, 46, 48, eerste lid, 51, 54, 58 en 65 van het Schepenbesluit 2004, de artikelen 5, eerste lid, 26e, tweede lid, en 26f van de Schepenwet en de artikelen 3, eerste lid, 7, eerste lid, en 11, tweede lid, van de Wet buitenlandse schepen, op richtlijn nr. 92/29/EEG van de Raad van de Europese Gemeenschappen van 31 maart 1992 betreffende de minimumvoorschriften\n                                    inzake veiligheid en gezondheid ter bevordering van een betere medische hulpverlening\n                                    aan boord van schepen (PbEG L 113), alsmede op de in artikel 1 van deze regeling genoemde Codes, richtlijnen en verordeningen;\n\nBesluit:\n\n[Toekomstige wijziging(en) op 01-04-2024. Zie het overzicht van wijzigingen]\n\n1 In deze regeling wordt verstaan onder:\n\n\u2013 \nbesluit:\nSchepenbesluit 2004;\n\n\u2013 \nCaribisch-Nederlands schip: een schip dat op grond van de Vaartuigenwet 1930 BES is geregistreerd in de openbare lichamen Bonaire, Sint Eustatius of Saba;\n\n\u2013 \nCaribische handelszone: de Caribische handelszone (Caribbean Trading Area) als omschreven in de CCSS-Code;\n\n\u2013 \nCCSS-Code: de in het kader van het op 9\u00a0februari 1996 te Barbados tot stand gekomen Memorandum\n                                                   van overeenstemming inzake toezicht op schepen door de havenstaat vastgestelde Code\n                                                   voor de veiligheid van vrachtschepen waarmee reizen worden ondernomen in het Caribisch\n                                                   gebied (Code of Safety for Caribbean Cargo Ships);\n\n\u2013 \nCode on Alerts and Indicators 2009:  de bij resolutie A.1021(26) van de Algemene Vergadering van de IMO aangenomen Code\n                                                   betreffende de alarmering en indicatoren;\n\n\u2013 \nDSC-Code: de bij resolutie A.373(X) van de Algemene Vergadering van de Intergouvernementele\n                                                   Maritieme Consultatieve Organisatie (IMCO) van de Verenigde Naties aangenomen Code\n                                                   voor de veiligheid van dynamisch ondersteunde schepen (Dynamically Supported Craft\n                                                   Code);\n\n\u2013 \nEmS-Gids: de bij circulaire MSC/Circ.1025 van de Maritieme Veiligheidscommissie van de IMO\n                                                   vastgestelde Noodmaatregelen en -procedures voor schepen waarmee gevaarlijke stoffen\n                                                   worden vervoerd (Emergency response procedures for ships carrying dangerous goods;\n                                                   EmS Guide);\n\n\u2013 \nFTP-Code 2010: de bij resolutie MSC.307(88) van de Maritieme Veiligheidscommissie van de IMO aangenomen\n                                                   Code inzake beproevingsprocedures voor brandwerendheid (International Code for Application\n                                                   of Fire Test Procedures, 2010);\n\n\u2013 \ngeregelde dienst: reeks oversteken van een ro-ro-passagiersschip of hogesnelheidspassagiersvaartuig\n                                                   ten behoeve van het verkeer tussen dezelfde twee of meer havens, of een reeks reizen\n                                                   van en naar dezelfde haven zonder tussenliggende aanloophavens, welke plaatsvinden:\n\n(i) volgens een gepubliceerde dienstregeling; of\n\n(ii) met een zodanige regelmaat of frequentie dat zij een herkenbare systematische reeks\n                                                         vormen;\n\n\u2013 \nHogesnelheidsoffshoredienstschip: hogesnelheidsvaartuig als omschreven in voorschrift X/1.3. van het SOLAS-verdrag\n                                                   voor het vervoer van meer dan 12 industrieel personeel als bedoeld in Resolutie MSC.418(97),\n                                                   niet zijnde een passagiersschip.\n\n\u2013 \nHoutvaartcode: de bij resolutie A.715(17) van de Algemene Vergadering van de IMO aangenomen Code\n                                                   voor het veilig vervoer van deklast hout (Code of Safe Practice for Ships Carrying\n                                                   Timber Deck Cargoes);\n\n\u2013 \nIMDG-Code: de bij resolutie MSC.122(75) van de Maritieme Veiligheidscommissie van de IMO aangenomen\n                                                   Internationale Maritieme Code inzake gevaarlijke stoffen (International Maritime Dangerous\n                                                   Goods Code);\n\n\u2013 \n IMSBC-Code: de bij resolutie MSC.268(85) van de Maritieme Veiligheidscommissie van de IMO aangenomen\n                                                   Internationale Maritieme Code voor het vervoer van vaste lading in bulk (International\n                                                   Maritime Solid Bulk Cargoes Code);\n\n\u2013 \nIndustrieel personeel: personen die met een schip worden getransporteerd of aan boord van het schip worden\n                                                   geaccommodeerd ten behoeve van het verrichten van offshore industri\u00eble activiteiten\n                                                   aan boord van andere schepen of offshore installaties als bedoeld in artikel 1 van\n                                                   de annex bij Resolutie MSC.418(97);\n\n\u2013 \n IS-Code: de bij resolutie A.749(18) van de Algemene Vergadering van de IMO aangenomen Code\n                                                   inzake de stabiliteit in onbeschadigde toestand voor alle scheepstypen waarvoor IMO-voorschriften\n                                                   bestaan (Intact Stability Code);\n\n\u2013 \nIS-Code 2008: de bij resolutie MSC.267(85) van de Maritieme Veiligheidscommissie van de IMO aangenomen\n                                                   Internationale Code betreffende de stabiliteit in onbeschadigde toestand 2008 (Intact\n                                                   Stability Code, 2008);\n\n\u2013 \nLY2-Code: de bij Circular letter nr.\u00a02950 van 23\u00a0maart 2009 bij de IMO genotificeerde Grote\n                                                   Commerci\u00eble Jachten Code (Large Commercial Yacht Code);\n\n\u2013 \nLY3-Code: de bij GISIS Equivalent nr. XQ7989 van 13\u00a0april 2016 bij de IMO genotificeerde Grote\n                                                   Commerci\u00eble Jachten Code (The Large Commercial Yacht Code);\n\n\u2013 \nminister: Minister van Infrastructuur en Waterstaat;\n\n\u2013 \nMODU-Code 1979: de bij resolutie A.414(XI) van de Algemene Vergadering van de IMCO aangenomen Code\n                                                   voor de bouw en uitrusting van verplaatsbare offshore booreenheden 1979 (Mobile Offshore\n                                                   Drilling Units Code, 1979);\n\n\u2013 \nMODU-Code 1989: de bij resolutie A.649(16) van de Algemene Vergadering van de IMO aangenomen Code\n                                                   voor de bouw en uitrusting van verplaatsbare offshore booreenheden 1989 (Mobile Offshore\n                                                   Drilling Units Code, 1989);\n\n\u2013 \nMODU-Code 2009: de bij resolutie A.1023(26) van de Algemene Vergadering van de IMO aangenomen Code\n                                                   voor de bouw en uitrusting van verplaatsbare offshore booreenheden 2009 (Mobile Offshore\n                                                   Drilling Units Code, 2009);\n\n\u2013 \nOffshoredienstschip: schip voor het vervoer of de accommodatie van meer dan 12 industrieel personeel als\n                                                   bedoeld in Resolutie MSC.418(97), niet zijnde een hogesnelheidsvaartuig;\n\n\u2013 \nOffshore industri\u00eble activiteiten: constructie, onderhoud of bediening van offshore installaties gerelateerd aan onder\n                                                   meer, maar niet beperkt tot exploratie, de energiesector, aquacultuur, mijnbouwwerkzaamheden\n                                                   op zee of soortgelijke activiteiten als bedoeld in artikel 3 van de annex bij Resolutie\n                                                   MSC.418(97);\n\n\u2013 \nresolutie A.468(XII)-maatregelen: bij resolutie A.468(XII) van de Algemene Vergadering van de IMO voorgeschreven maatregelen\n                                                   ter beperking van geluidhinder aan boord van schepen (Code on noise levels on board\n                                                   ships);\n\n\u2013 \nresolutie A.673(16): de bij resolutie A.673(16) van de Algemene Vergadering van de IMO aangenomen Richtlijnen\n                                                   voor het vervoer en de behandeling van beperkte hoeveelheden gevaarlijke en schadelijke\n                                                   vloeistoffen in bulk door offshore ondersteuningsschepen (Guidelines for the transport\n                                                   and handling of limited amounts of hazardous and noxious liquid substances in bulk\n                                                   on offshore support vessels);\n\n\u2013 \nresolutie MSC.235(82): de bij resolutie MSC.235(82) van de Maritieme Veiligheidscommissie van de IMO aangenomen\n                                                   Richtlijnen voor het ontwerp en de bouw van offshore bevoorradingsschepen (2006) (Guidelines\n                                                   for the design and construction of offshore supply vessels, 2006);\n\n\u2013 \nResolutie MSC.418(97): de bij resolutie MSC.418(97) van de Maritieme Veiligheidscommissie van de IMO aangenomen\n                                                   interim aanbevelingen voor het veilig vervoer van meer dan 12 industrieel personeel\n                                                   met schepen waarmee internationale reizen worden ondernomen (Interim recommendations\n                                                   on the safe carriage of more than 12 industrial personnel board vessels engaged on\n                                                   international voyages, 2016);\n\n\u2013 \nrichtlijn 92/29/EEG: richtlijn nr.\u00a092/29/EEG van de Raad van de Europese Gemeenschappen van 31\u00a0maart 1992\n                                                   betreffende minimumvoorschriften inzake veiligheid en gezondheid ter bevordering van\n                                                   een betere medische hulpverlening aan boord van schepen (PbEG\u00a0L\u00a0113);\n\n\u2013 \nrichtlijn 98/41/EG: richtlijn nr.\u00a098/41/EG van de Raad van 18\u00a0juni 1998 inzake de registratie van de\n                                                   opvarenden van passagiersschepen die vanuit of naar havens in de lidstaten van de\n                                                   Gemeenschap varen (PbEG\u00a0L\u00a0188);\n\n\u2013 \nrichtlijn 1999/5/EG: richtlijn nr.\u00a01999/5/EG van het Europees Parlement en de Raad van de Europese Unie\n                                                   van 9\u00a0maart 1999 betreffende radioapparatuur en telecommunicatie-eindapparatuur en\n                                                   de wederzijdse erkenning van hun conformiteit (PbEG\u00a0L\u00a091);\n\n\u2013 \nrichtlijn 2003/25/EG: richtlijn nr.\u00a02003/25/EG van het Europees Parlement en de Raad van de Europese Unie\n                                                   van 14\u00a0april 2003 betreffende specifieke stabiliteitsvereisten voor ro-ro-passagiersschepen\n                                                   (PbEU\u00a0L\u00a0123);\n\n\u2013 \nrichtlijn 2009/45/EG: richtlijn nr.\u00a02009/45/EG van het Europees Parlement en de Raad van de Europese Unie\n                                                   van 6 mei 2009 inzake veiligheidsvoorschriften en -normen voor passagiersschepen (PbEU\u00a0L\u00a0163);\n\n\u2013 \nrichtlijn 2014/90/EU: richtlijn nr. 2014/90/EU van het Europees Parlement en de Raad van de Europese Unie\n                                                   inzake uitrusting van zeeschepen en tot intrekking van richtlijn 96/98/EG van de Raad\n                                                   (PbEU L\u00a0257);\n\n\u2013 \nrichtlijn (EU) 2017/2110: richtlijn (EU) 2017/2110 van het Europees Parlement en de Raad van 15\u00a0november 2017\n                                                   betreffende een inspectiesysteem voor de veilige exploitatie van ro-ro-passagiersschepen\n                                                   en hogesnelheidspassagiersvaartuigen op geregelde diensten en tot wijziging van Richtlijn 2009/16/EG en tot intrekking van Richtlijn 1999/35/EG van de Raad (PbEU L\u00a0315);\n\n\u2013 \nruimten voor machines: ruimten als bedoeld in voorschrift II-2/3, onderdeel 30, van het SOLAS-verdrag;\n\n\u2013 \nruimten voor machines van categorie A: ruimten als bedoeld in voorschrift II-2/3, onderdeel 31, van het SOLAS-verdrag;\n\n\u2013 \nschip dat wordt gebezigd voor het aan boord nemen van drenkelingen: schip dat wordt gebezigd voor het stelselmatig aan boord nemen van drenkelingen,\n                                                   en dat op grond van voor Nederland geldende rechtsregels als pleziervaartuig of vrachtschip\n                                                   de vlag van het Koninkrijk voert;\n\n\u2013 \nSCV-Code: de in februari 2001 onder auspici\u00ebn van de IMO opgestelde en bij circulaire SLS.14/Circ.396,\n                                                   als voor het Koninkrijk der Nederlanden geldende equivalente regeling, aangemelde\n                                                   Code voor de veiligheid van kleine commerci\u00eble schepen waarmee reizen worden ondernomen\n                                                   in het Caribisch gebied (Code of Safety for Small Commercial Vessels);\n\n\u2013 \nSPS-Code: de bij resolutie A.534(13) van de Algemene Vergadering van de IMO aangenomen Code\n                                                   voor de veiligheid van schepen voor bijzondere doeleinden (Special Purpose Ships Code);\n\n\u2013 \nSPS-Code 2008: de bij resolutie MSC.266(84) van de Maritieme Veiligheidscommissie aangenomen Code\n                                                   voor de veiligheid van schepen met bijzondere doeleinden 2008 (Special Purpose Ships\n                                                   Code, 2008);\n\n\u2013 \nSTCW-Code: de Code inzake opleiding, diplomering en wachtdienst van zeevarenden, behorend bij\n                                                   het STCW-Verdrag (Trb.\u00a01996, 249);\n\n\u2013 \nuitvoeringsverordening scheepsuitrusting: uitvoeringshandeling van de Europese Commissie betreffende de vereisten met betrekking\n                                                   tot het ontwerp, de constructie en de prestaties van en de beproevingsnormen voor\n                                                   de scheepsuitrusting, als bedoeld in artikel 35, tweede lid, van richtlijn 2014/90/EU;\n\n\u2013 \nverjaardatum: een met de vervaldatum corresponderende dag en maand van elk jaar dat gelegen is\n                                                   tussen de datum van afgifte en de vervaldatum van een certificaat;\n\n\u2013 \nverordening (EG) 725/2004: verordening (EG) nr.\u00a0725/2004 van het Europees Parlement en de Raad van de Europese\n                                                   Unie van 31 maart 2004 betreffende de verbetering van de beveiliging van schepen en\n                                                   havenfaciliteiten (PbEU\u00a0L\u00a0129);\n\n\u2013 \nverordening (EG) 336/2006: verordening (EG) nr.\u00a0336/2006 van het Europees Parlement en de Raad van de Europese\n                                                   Unie van 15\u00a0februari 2006 inzake de implementatie van de Internationale Veiligheidsmanagementcode\n                                                   in de Gemeenschap en tot intrekking van verordening (EG) nr.\u00a03051/95 van de Raad van\n                                                   de Europese Unie (PbEU\u00a0L\u00a064).\n\n2 Voor de toepassing van deze regeling worden onder industrieel personeel begrepen personen\n                                             die:\n\na. 16 jaar of ouder zijn, en\n\nb. in het bezit zijn van een geldig certificaat basisveiligheid als bedoeld in artikel 8.30 van de Regeling zeevarenden of het geldig certificaat:\n\ni. Basic Safety Training afgegeven volgens de industriestandaard van de Global Wind Organisation\n                                                         (GWO);\n\nii. Basic Offshore Safety Introduction and Emergency Training afgegeven volgens de industriestandaard\n                                                         van de Offshore Petroleum Industry Training Organisation (OPITO); of\n\niii. Offshore Safety Introduction and Emergency Response Training afgegeven volgens de\n                                                         industriestandaard van de Netherlands Oil and Gas Exploration and Production Association\n                                                         (NOGEPA);\n\nc. een familiarisatietraining hebben gevolgd in overeenstemming met artikel 40, vijfde lid, van het Besluit zeevarenden;\n\nd. bekend zijn met de relevante werkprocedures aan boord van het schip;\n\ne. zijn uitgerust met op de reis afgestemde, geschikte persoonlijke veiligheidsmiddelen,\n                                                   en\n\nf. in het bezit zijn van een geldige geneeskundige verklaring van geschiktheid voor de\n                                                   zeevaart in overeenstemming met artikel 40, tweede lid, van de Wet zeevarenden of een daaraan gelijkwaardige geneeskundige verklaring afgeven volgens de industriestandaarden\n                                                   van:\n\ni. Oil and Gas UK (OGUK);\n\nii. Netherlands Oil and Gas Exploration and Production Association (NOGEPA); of\n\niii. Norwegian Oil and Gas Association;\n\ng. voldoen aan de van toepassing zijnde herhalingsverplichtingen van het Besluit zeevarenden dan wel die van de industriestandaarden.\n\nDeze regeling berust mede op de artikelen 2, derde lid, 6, eerste lid, en 41, vierde lid, van het besluit.\n\n1 Als bouwdatum van een schip wordt aangemerkt de dag waarop de kiel van het schip is\n                                             gelegd, dan wel de dag waarop met inachtneming van hetgeen dienaangaande in de op\n                                             grond van deze regeling toepasselijke Codes, resoluties of richtlijnen is bepaald,\n                                             een met de kiellegging vergelijkbaar stadium is bereikt. Artikel 2, tweede lid, van het besluit is van overeenkomstige toepassing.\n\n2 Vanaf de bouwdatum, bedoeld in het eerste lid, wordt een termijn van zes jaren gesteld\n                                             voor de oplevering van het betreffende schip.\n\n3 Bij overschrijding van de termijn, bedoeld in het tweede lid, wordt als bouwdatum\n                                             van het betreffende schip aangemerkt de datum zes jaren eerder dan de dag waarop het\n                                             betreffende schip is opgeleverd.\n\n4 Indien naar het oordeel van de minister sprake is van bijzondere omstandigheden kan\n                                             afgeweken worden van het derde lid.\n\n5 Als datum waarop een schip is opgeleverd wordt aangemerkt de datum van eerste afgifte\n                                             van:\n\na. de certificaten, bedoeld in de artikelen 4 tot en met 6;\n\nb. het nationaal of het internationaal veiligheidscertificaat, bedoeld in de artikelen 5 en 6 van het besluit;\n\nc. het veiligheidscertificaat voor hogesnelheidsschepen, bedoeld in artikel 7 van het besluit.\n\nDeze regeling is, tenzij uitdrukkelijk anders bepaald, van toepassing op schepen die\n                                       op grond van Nederlandse rechtsregels gerechtigd zijn de vlag van het Koninkrijk te\n                                       voeren en op Caribisch-Nederlandse schepen.\n\n1 Een nationaal veiligheidscertificaat is benodigd voor de volgende categorie\u00ebn schepen:\n\na. een vrachtschip van minder dan 500 GT met een lengte van 24 meter of meer, niet zijnde\n                                                      een schip als bedoeld in onderdeel c;\n\nb. een vrachtschip met een lengte van minder dan 24 meter, niet zijnde een schip als\n                                                      bedoeld in onderdeel c;\n\nc. een schip dat niet van middelen tot werktuiglijke voortstuwing is voorzien;\n\nd. een vrachtschip van 500 GT of meer, uitsluitend bestemd en gebruikt voor nationale\n                                                      reizen;\n\ne. een passagiersschip waarmee uitsluitend nationale reizen binnen de Caribische handelszone\n                                                      worden ondernomen;\n\nf. een offshoredienstschip met een lengte van minder dan 24 meter met ten hoogste 36\n                                                      personen aan boord;\n\ng. een hogesnelheidsoffshoredienstschip met een lengte van minder dan 24 meter met ten\n                                                      hoogste 36 personen aan boord.\n\n2 Op het nationaal veiligheidscertificaat is in ieder geval opgenomen:\n\na. categorie waartoe het schip op grond van het eerste lid behoort;\n\nb. datum van afgifte van het certificaat;\n\nc. plaats van afgifte van het certificaat;\n\nd. vervaldatum van het certificaat;\n\ne. naam van het schip;\n\nf. hoofdafmetingen en ge\u00efnstalleerd motorvermogen van het schip;\n\ng. verklaring dat onderzoeken aan het schip overeenkomstig artikel 15 van het besluit zijn uitgevoerd en het schip aan de van toepassing zijnde eisen van het besluit en\n                                                      deze regeling voldoet.\n\n3 Het nationaal veiligheidscertificaat gaat vergezeld van een uitrustingsrapport en\n                                                indien van toepassing, een uitwateringschema.\n\n4 Het eerste lid is tevens van toepassing op Caribisch-Nederlandse vrachtschepen met\n                                                een lengte van minder dan 12 meter.\n\n1 Voor passagiersschepen waarmee nationale reizen worden ondernomen van of naar een\n                                                haven in de Europese Unie, is het veiligheidscertificaat voor passagiersschepen, behorend\n                                                bij richtlijn 2009/45/EG, benodigd.\n\n2 Het eerste lid is niet van toepassing op:\n\na. schepen, gebouwd voor 1 juli 1998, met een lengte van minder dan 24 meter;\n\nb. schepen, gebouwd op of na juli 1998 en gecertificeerd op of na 21\u00a0december 2019, met\n                                                      een lengte van minder dan 24 meter;\n\nc. overeenkomstig de DSC-Code, de HSC-Code 1994 of de HSC-Code 2000 gecertificeerde schepen;\n\nd. schepen als bedoeld in artikel 3, tweede lid, onderdeel a, van richtlijn 2009/45/EG.\n\n3 Het in het eerste lid bedoelde certificaat treedt in de plaats van het nationaal veiligheidscertificaat.\n\n1 Voor verplaatsbare offshore booreenheden als bedoeld in de MODU-Code 1979, de MODU-Code\n                                                1989 en de MODU-Code 2009 zijn de volgende certificaten benodigd:\n\na. voor booreenheden, gebouwd voor 1\u00a0mei 1991: het veiligheidscertificaat voor verplaatsbare\n                                                      offshore booreenheden, behorend bij de MODU-Code 1979;\n\nb. voor booreenheden, gebouwd op of na 1 mei 1991 maar voor 1 januari 2012: het veiligheidscertificaat\n                                                      voor verplaatsbare offshore booreenheden, behorend bij de MODU-Code 1989;\n\nc. voor booreenheden, gebouwd op of na 1 januari 2012: het veiligheidscertificaat voor\n                                                      verplaatsbare offshore booreenheden, behorend bij de MODU-Code 2009.\n\n2 Voor schepen als bedoeld in artikel 6 van het besluit treden de in het eerste lid bedoelde certificaten in de plaats van het voor die schepen\n                                                benodigde nationaal veiligheidscertificaat.\n\n[Toekomstige wijziging(en) op 01-04-2024. Zie het overzicht van wijzigingen]\n\n1 Voor een offshore bevoorradingsschip als bedoeld in resolutie MSC.235(82) is het bij\n                                                die resolutie behorende certificaat benodigd.\n\n2 Voor een offshore ondersteuningsschip als bedoeld in resolutie A.673(16), niet zijnde\n                                                een offshore ondersteuningsschip als bedoeld in voorschrift 1.5.3 van die resolutie,\n                                                is het bij die resolutie behorende certificaat benodigd.\n\n3 Het certificaat, bedoeld in het tweede lid, treedt in de plaats van het nationaal\n                                                veiligheidscertificaat.\n\n1 Voor een schip ten aanzien waarvan op grond van artikel 12a is gekozen voor de toepassing van de LY2-Code, die als bijlage 2 bij deze regeling is gevoegd, is een certificaat van overeenstemming als bedoeld\n                                                in de LY2-Code benodigd.\n\n2 Voor een schip ten aanzien waarvan op grond van artikel 12a is gekozen voor de toepassing van de LY3-Code, die als bijlage 7 bij deze regeling is gevoegd, is een certificaat van overeenstemming als bedoeld\n                                                in de LY3-Code benodigd.\n\n3 Voor een schip als bedoeld in artikel 6 van het besluit treedt het certificaat van overeenstemming in de plaats van het nationaal\n                                                veiligheidscertificaat.\n\n1 Voor vrachtschepen ten aanzien waarvan op grond van artikel 12b voor toepassing van de CCSS-Code is gekozen, is het bij die Code behorende veiligheidscertificaat\n                                                benodigd.\n\n2 Het in het eerste lid bedoelde certificaat treedt in de plaats van het nationaal veiligheidscertificaat.\n\n[Toekomstige wijziging(en) op 01-04-2024. Zie het overzicht van wijzigingen]\n\n1 Voor een passagiersschip waarmee internationale reizen worden ondernomen en ten aanzien\n                                                waarvan op grond van artikel 12c voor toepassing van de SCV-Code is gekozen, is tezamen met een veiligheidscertificaat\n                                                voor passagiersschepen een afschrift van de kennisgeving aan de IMO met betrekking\n                                                tot de gelijkwaardigheid van de SCV-Code (notification of equivalency) benodigd.\n\n2 Voor een passagiersschip waarmee nationale reizen worden ondernomen, is, indien ten\n                                                aanzien van dat schip op grond van artikel 12c voor toepassing van de SCV-Code is gekozen, het certificaat van inspectie, behorend\n                                                bij de SCV-Code, benodigd.\n\n3 Voor een schip als bedoeld in het tweede lid treedt het certificaat van inspectie,\n                                                behorend bij de SCV-Code, in de plaats van het nationaal veiligheidscertificaat.\n\n[Toekomstige wijziging(en) op 01-04-2024. Zie het overzicht van wijzigingen]\n\n1 Voor een vrachtschip van minder dan 24 meter waarmee uitsluitend reizen worden ondernomen\n                                                in de Caribische handelszone, is het certificaat van inspectie, behorend bij de SCV-Code,\n                                                benodigd.\n\n2 Het in het eerste lid bedoelde certificaat treedt in de plaats van het nationaal veiligheidscertificaat.\n\n1 Voor een schip ten aanzien waarvan op grond van artikel 12 is gekozen voor toepassing van de DSC-Code, de SPS-Code of de SPS-Code 2008, is het\n                                                bij de desbetreffende Code behorende certificaat benodigd. Indien is gekozen voor\n                                                toepassing van de DSC-Code, is voor het schip tevens de bij die Code behorende exploitatievergunning\n                                                benodigd.\n\n2 Voor schepen als bedoeld in artikel 6 van het besluit treden de in het eerste lid bedoelde certificaten in de plaats van het voor die schepen\n                                                benodigde nationaal veiligheidscertificaat.\n\n1 Voor een schip dat wordt gebezigd voor het aan boord nemen van drenkelingen van minder\n                                                dan 500 GT is een bijzonder certificaat benodigd.\n\n2 Het in het eerste lid bedoelde certificaat treedt in de plaats van het nationaal veiligheidscertificaat.\n\n3 \nArtikel 3a, tweede en derde lid, is van overeenkomstige toepassing.\n\n1 Voor een schip dat wordt gebezigd voor het aan boord nemen van drenkelingen van 500\n                                                GT of meer is een certificaat benodigd overeenkomstig de SPS-Code 2008.\n\n2 Het in het eerste lid bedoelde certificaat treedt in de plaats van het nationaal veiligheidscertificaat.\n\n3 \nArtikel 3a, tweede en derde lid, is van overeenkomstige toepassing.\n\n1 Voor een offshoredienstschip van minder dan 500 GT en met een lengte van 24 meter\n                                                of meer is een bijzonder certificaat benodigd.\n\n2 Het in het eerste lid bedoelde certificaat treedt in de plaats van het nationaal veiligheidscertificaat.\n\n3 \nArtikel 3a, tweede en derde lid, is van overeenkomstige toepassing.\n\n1 Voor een hogesnelheidsoffshoredienstschip van minder dan 500 GT, met een lengte van\n                                                24 meter of meer en met ten hoogste 60 personen aan boord is een bijzonder certificaat\n                                                benodigd.\n\n2 Het in het eerste lid bedoelde certificaat treedt in de plaats van het nationaal veiligheidscertificaat.\n\n3 \nArtikel 3a, tweede en derde lid, is van overeenkomstige toepassing.\n\nVoor een offshoredienstschip of een hogesnelheidsoffshoredienstschip van 500 GT of\n                                          meer, is een certificaat benodigd overeenkomstig de SPS-Code, de SPS-Code 2008, de\n                                          HSC-Code 1994, of de HSC-Code 2000.\n\n1 Voor passagiersschepen kleiner dan 24 meter waarmee nationale reizen als bedoeld in\n                                                artikel 1 van het Schepenbesluit 2004 worden ondernomen is een bijzonder veiligheidscertificaat voor passagiersschepen\n                                                benodigd.\n\n2 Het in het eerste lid bedoelde certificaat treedt in de plaats van het nationaal veiligheidscertificaat.\n\n3 \nArtikel 3a, tweede en derde lid, is van overeenkomstige toepassing.\n\n1 Voor ro-ro-passagiersschepen als bedoeld in artikel 2 van richtlijn 2003/25/EG waarmee in het kader van een geregelde dienst internationale reizen worden ondernomen\n                                                van of naar een haven in de Europese Unie, is een certificaat als bedoeld in artikel\n                                                8 van richtlijn 2003/25/EG benodigd, waaruit blijkt dat zij aan de specifieke stabiliteitsvereisten van die\n                                                richtlijn voldoen.\n\n2 Het in het eerste lid bedoelde certificaat wordt gecombineerd met het ingevolge artikel 5 van het besluit benodigde internationaal veiligheidscertificaat voor passagiersschepen.\n\n1 \nArtikel 9, eerste lid, aanhef en onderdeel a, en het tweede lid, van het besluit is van overeenkomstige toepassing op passagiersschepen als bedoeld in artikel 2,\n                                                vierde lid, van verordening (EG) 336/2006, vrachtschepen van 500 GT of meer en verplaatsbare\n                                                offshore booreenheden van 500 GT of meer voor zover deze schepen gebruikt worden voor\n                                                nationale reizen.\n\n2 Het eerste lid is niet van toepassing op de volgende schepen:\n\na. voor andere dan handelsdoeleinden gebruikte overheidsschepen;\n\nb. schepen die niet zijn voorzien van middelen tot werktuiglijke voorstuwing, houten\n                                                      schepen met een primitieve constructie en pleziervaartuigen, tenzij zij een bemanning\n                                                      hebben of zullen hebben en meer dan twaalf passagiers voor handelsdoeleinden vervoeren;\n\nc. andere passagiersschepen dan ro-ro-passagiersveerboten als bedoeld in artikel 2, elfde\n                                                      lid, van verordening (EG) 336/2006, varend in de zeegebieden van klasse C en D als\n                                                      bedoeld in artikel 4 van richtlijn 2009/45/EG.\n\n1 \nArtikel 9, eerste lid, aanhef en onderdeel b, van het besluit is met ingang van 1 juli 2005 van overeenkomstige toepassing op passagiersschepen,\n                                                behorende tot klasse A als bedoeld in artikel 4 van richtlijn 2009/45/EG, waarmee\n                                                nationale reizen worden ondernomen van of naar een haven in de Europese Unie.\n\n2 Het eerste lid is niet van toepassing op schepen die niet zijn voorzien van middelen\n                                                tot werktuiglijke voortstuwing en op houten of primitief gebouwde schepen.\n\nDe in de artikelen 3a tot en met 7 bedoelde certificaten gaan vergezeld van de bij die certificaten behorende uitrustingsrapporten\n                                          en aanhangsels, alsmede van de in de desbetreffende Codes, resoluties of richtlijnen\n                                          voorgeschreven stabiliteitsgegevens of andere gegevens met betrekking tot schip of\n                                          lading.\n\n1 Een schip als bedoeld in artikel 3a, eerste lid, onderdeel b, c, e, f of g, wordt ter verkrijging van het nationaal veiligheidscertificaat en tijdens de geldigheidsduur\n                                                daarvan onderworpen aan de volgende onderzoeken:\n\na. een eerste onderzoek;\n\nb. een tussentijds of periodiek onderzoek;\n\nc. een hernieuwd onderzoek in verband met vernieuwing van het certificaat;\n\nd. een onderzoek van de romp aan de buitenzijde;\n\ne. een onderzoek in verband met herstellingen en vernieuwingen aan het schip.\n\n2 De onderzoeken, bedoeld in het eerste lid, omvatten het volgende:\n\na. het in onderdeel a, b of c bedoelde onderzoek is een volledig onderzoek van de constructie\n                                                      van de romp, de waterdichte afsluiting, de werktuigen inclusief de stuurinrichting,\n                                                      de elektrische installatie, de navigatie- en radio-uitrusting, de redding-, brandblus-\n                                                      en veiligheidsmiddelen, de lichten en overige middelen ter voorkoming van aanvaringen;\n\nb. het in onderdeel e bedoelde onderzoek wordt uitgevoerd nadat een ongeval heeft plaatsgehad\n                                                      of een onvolkomenheid is ontdekt waardoor twijfel is ontstaan of het schip nog geschikt\n                                                      is voor een veilige vaart en in verband hiermee herstellingen zijn uitgevoerd.\n\n[Toekomstige wijziging(en) op 01-04-2024. Zie het overzicht van wijzigingen]\n\nEen offshore bevoorradingsschip als bedoeld in resolutie MSC.235(82), onderscheidenlijk\n                                          een offshore ondersteuningsschip als bedoeld in resolutie A.673(16) wordt ter verkrijging\n                                          van de voor die schepen benodigde certificaten en gedurende de geldigheidsduur daarvan\n                                          onderworpen aan onderzoeken ter vaststelling dat is voldaan aan de in de resoluties\n                                          opgenomen richtlijnen.\n\nEen schip dat wordt gebezigd voor het aan boord nemen van drenkelingen wordt ter verkrijging\n                                          van het certificaat, bedoeld in artikel 6a, eerste lid, of artikel 6b, eerste lid, en gedurende de geldigheidsduur van dat certificaat onderworpen aan de in de SPS-Code\n                                          2008 voorgeschreven onderzoeken.\n\nEen offshoredienstschip waarvoor een bijzonder certificaat als bedoeld in artikel 6c benodigd is, wordt ter verkrijging van de voor dat schip benodigde certificaten en\n                                          gedurende de geldigheidsduur daarvan onderworpen aan de in artikel 12, eerste lid, onderdelen b of c, en tweede lid, voorgeschreven onderzoeken.\n\nEen hogesnelheidsoffshoredienstschip waarvoor een bijzonder certificaat als bedoeld\n                                          in artikel 6d benodigd is, wordt ter verkrijging van de voor dat schip benodigde certificaten en\n                                          gedurende de geldigheidsduur daarvan onderworpen aan de in artikel 16 van het besluit voorgeschreven onderzoeken.\n\nEen offshoredienstschip of een hogesnelheidsoffshoredienstschip waarvoor een certificaat\n                                          als bedoeld in artikel 6e benodigd is, wordt ter verkrijging van de voor dat schip benodigde certificaten en\n                                          gedurende de geldigheidsduur daarvan onderworpen aan de in:\n\na. \nartikel 12, eerste lid, onderdeel b of c, en tweede lid, voorgeschreven onderzoeken indien het certificaat wordt afgegeven\n                                                op grond van de SPS-Code of de SPS-Code 2008; of\n\nb. \nartikel 16 van het besluit voorgeschreven onderzoeken indien het certificaat wordt afgegeven op grond van de\n                                                HSC-Code 1994, of de HSC-Code 2000.\n\nEen passagiersschip kleiner dan 24 meter op nationale reizen wordt ter verkrijging\n                                          van het certificaat als bedoeld in artikel 6f, eerste lid, en gedurende de geldigheidsduur van dat certificaat onderworpen aan de in bijlage 3d bij deze regeling voorgeschreven onderzoeken.\n\nPassagiersschepen waarvoor het veiligheidscertificaat voor passagiersschepen, behorend\n                                          bij richtlijn 2009/45/EG, benodigd is, worden ter verkrijging van dat certificaat\n                                          en tijdens de geldigheidsduur daarvan onderworpen aan de in artikel 12 van richtlijn\n                                          2009/45/EG voorgeschreven onderzoeken.\n\nVerplaatsbare offshore booreenheden als bedoeld in de MODU-Code 1979, de MODU-Code\n                                          1989 of de MODU-Code 2009 worden ter verkrijging van de voor die schepen benodigde\n                                          certificaten en gedurende de geldigheidsduur daarvan onderworpen aan de in de desbetreffende\n                                          Code voorgeschreven onderzoeken.\n\n1 De eigenaar van een schip, behorend tot een van de navolgende categorie\u00ebn van schepen,\n                                                kan er voor kiezen om dat schip te laten onderzoeken en certificeren met inachtneming\n                                                van:\n\na. voor dynamisch ondersteunde schepen als bedoeld in de DSC-Code, gebouwd voor 1 januari\n                                                      1996: de voorschriften van de DSC-Code;\n\nb. voor schepen, bestemd voor bijzondere doeleinden als bedoeld in de SPS-Code en de\n                                                      SPS-Code 2008, gebouwd voor 2 juli 2009: de voorschriften van de SPS-Code of de SPS-Code\n                                                      2008;\n\nc. voor schepen, bestemd voor bijzondere doeleinden als bedoeld in de SPS-Code 2008,\n                                                      gebouwd op of na 2 juli 2009: de voorschriften van de SPS-Code 2008.\n\n2 Indien ten aanzien van een schip is gekozen voor toepassing van een in het eerste\n                                                lid genoemde Code, treden de in de desbetreffende Code voorgeschreven onderzoeken\n                                                in de plaats van de in artikel 14 of 15 van het besluit bedoelde onderzoeken.\n\n1 De eigenaar van een beroepsmatig gebruikt, zeegaand schip met een loodlijnlengte van\n                                                24\u00a0meter of meer, dat ontworpen en gebouwd is en gebruikt wordt voor uitsluitend het\n                                                vervoer van niet meer dan 12 passagiers, kan ervoor kiezen het betreffende schip te\n                                                laten onderzoeken en certificeren met inachtneming van de LY3-Code, met uitzondering\n                                                van de hoofdstukken 16.8, 21, 22 en 26 van deze Code.\n\n2 De eigenaar van een beroepsmatig gebruikt, zeegaand schip van minder dan 3.000 GT\n                                                met een loodlijnlengte van 24\u00a0meter of meer, dat gebouwd is v\u00f3\u00f3r 1\u00a0januari 2018 en\n                                                dat ontworpen en gebouwd is en gebruikt wordt voor uitsluitend het vervoer van niet\n                                                meer dan 12 passagiers, kan er tevens voor kiezen het betreffende schip te laten onderzoeken\n                                                en certificeren met inachtneming van de LY2-Code, met uitzondering van de hoofdstukken\n                                                16.2.7, 21, 22 en 26 van deze Code.\n\n3 Bij toepassing van de LY2-Code dan wel de LY3-Code strekken de in de artikelen 13 tot en met 15 van het besluit bedoelde onderzoeken er mede toe om na te gaan of aan de eisen van die Codes is voldaan.\n\n1 De eigenaar van een vrachtschip, van minder dan 500 GT en met een lengte van 24 meter\n                                                of meer, waarmee uitsluitend reizen worden ondernomen in de Caribische handelszone,\n                                                kan er voor kiezen om dat schip te laten onderzoeken en certificeren met inachtneming\n                                                van de voorschriften van de CCSS-Code.\n\n2 Indien ten aanzien van een vrachtschip is gekozen voor toepassing van de CCSS-Code,\n                                                treden de in die Code voorgeschreven onderzoeken in de plaats van de in artikel 15, eerste lid, van het besluit voorgeschreven onderzoeken.\n\n1 De eigenaar van een passagiersschip met een lengte van minder dan 24 meter, waarmee\n                                                uitsluitend reizen in de Caribische handelszone worden ondernomen, kan er voor kiezen\n                                                om dat schip te laten onderzoeken en certificeren met inachtneming van de voorschriften\n                                                van de SCV-Code.\n\n2 Het eerste lid is niet van toepassing op schepen, gebruikt voor het vervoer van meer\n                                                dan 150 passagiers, en schepen met nachtaccommodatie voor meer dan 50 passagiers.\n\n3 Indien ten aanzien van een passagiersschip is gekozen voor toepassing van de SCV-Code,\n                                                treden de in die Code voorgeschreven onderzoeken in de plaats van de in artikel 14, eerste lid, of 15, eerste lid, van het besluit bedoelde onderzoeken.\n\nEen vrachtschip waarvoor het certificaat van inspectie, behorend bij de SCV-Code,\n                                          benodigd is, wordt ter verkrijging van dat certificaat en tijdens de geldigheidsduur\n                                          daarvan onderworpen aan de in die Code voorgeschreven onderzoeken.\n\n1 Ro-ro-passagiersschepen en hogesnelheidspassagiersvaartuigen als bedoeld in artikel\n                                                2 van richtlijn (EU) 2017/2110, waarmee een geregelde dienst wordt onderhouden tussen\n                                                een haven van een lidstaat waarvan zij de vlag voeren en een haven in een derde land,\n                                                worden onderworpen aan de in de artikelen 3, 4 en 5 van richtlijn (EU) 2017/2110 voorgeschreven\n                                                inspecties en onderzoeken.\n\n2 Het eerste lid is van overeenkomstige toepassing op ro-ro-veerboten en hogesnelheidspassagiersschepen\n                                                waarmee in het kader van een geregelde dienst nationale reizen in zeegebieden van\n                                                klasse A als bedoeld in artikel 4 van richtlijn 2009/45/EG worden ondernomen.\n\n3 Voor schepen waarvoor een certificaat als bedoeld in artikel 8 van richtlijn 2003/25/EG benodigd is, strekken de in het eerste lid bedoelde controles en onderzoeken er tevens\n                                                toe om vast te stellen of aan de specifieke stabiliteitsvereisten van richtlijn 2003/25/EG is voldaan.\n\n4 Toepassing van richtlijn (EU) 2017/2110 geschiedt met inachtneming van de artikelen\n                                                6, 7, 8, 9, 10 en 11 van die richtlijn.\n\n1 De in artikel 9a bedoelde onderzoeken vinden plaats op de volgende tijdstippen:\n\na. een eerste onderzoek voordat een schip in dienst wordt gesteld;\n\nb. een tussentijds of periodiek onderzoek in de periode van drie maanden voor tot drie\n                                                      maanden na ofwel de tweede ofwel de derde verjaardatum;\n\nc. een hernieuwd onderzoek waaraan een schip in verband met de vernieuwing van het certificaat\n                                                      wordt onderworpen in de laatste drie maanden van de geldigheidsduur van het desbetreffende\n                                                      certificaat;\n\nd. een onderzoek van de romp aan de buitenzijde twee maal in een periode van vijf jaar,\n                                                      mits de periode tussen twee romponderzoeken niet meer bedraagt dan 36 maanden;\n\ne. een onderzoek nadat herstellingen en vernieuwingen aan een schip hebben plaatsgevonden.\n\n2  Voor Caribisch-Nederlandse schepen als bedoeld in artikel 41b, eerste lid, vindt het onderzoek, bedoeld in het eerste lid, onderdeel b, plaats tussen de tweede\n                                                en derde verjaardatum.\n\n3 De in de artikelen 9b tot en met 13 bedoelde onderzoeken vinden plaats op de in de desbetreffende Codes, resoluties en\n                                                richtlijnen voorgeschreven tijdstippen, mits het hernieuwde onderzoek waaraan een\n                                                schip in verband met de vernieuwing van een certificaat wordt onderworpen, steeds\n                                                plaatsvindt in de laatste drie maanden van de geldigheidsduur van het desbetreffende\n                                                certificaat.\n\n1 De onderzoeken, bedoeld in de artikelen 18, 19 en 19a van het besluit, worden uitgevoerd door een daartoe krachtens artikel 23 van het besluit aangewezen organisatie naar keuze van de eigenaar.\n\n2 De onderzoeken waaraan een schip ingevolge de artikelen 13, 14, 16 en 17 van het besluit of de artikelen 11, 12, 12a en 12c van deze regeling wordt onderworpen, worden voor schepen waarvoor een internationaal\n                                                veiligheidscertificaat als bedoeld in de artikelen 5, eerste lid, onderdeel a of b, of 7 van het besluit benodigd is, uitgevoerd door een krachtens artikel 23 van het besluit aangewezen organisatie waar het schip is geklasseerd.\n\n3 De onderzoeken waaraan een schip, niet zijnde een schip als bedoeld in het tweede\n                                                lid, ingevolge de artikelen 13, 14, 15 of 17 van het besluit of de artikelen 9a tot en met 12d van deze regeling wordt onderworpen, worden uitgevoerd door een krachtens artikel 23 van het besluit aangewezen organisatie waar het schip is geklasseerd of, indien het schip niet is\n                                                geklasseerd, door ambtenaren van de Scheepvaartinspectie.\n\n4 Indien krachtens artikel 23 van het besluit voor bepaalde onderzoeken ook andere organisaties dan de in het tweede en derde lid\n                                                bedoelde organisaties zijn aangewezen, mogen de desbetreffende onderzoeken in afwijking\n                                                van het tweede en derde lid ook door deze andere organisaties worden uitgevoerd.\n\nVan de onderzoeken waaraan een schip ingevolge de artikelen 9a tot en met 12d en 13, derde lid, tijdens de geldigheidsduur van een certificaat wordt onderworpen, wordt door degene\n                                          die het onderzoek heeft verricht, aantekening geplaatst op het certificaat.\n\n1 Het veiligheidscertificaat voor passagiersschepen, behorend bij richtlijn 2009/45/EG,\n                                                heeft een geldigheidsduur van een jaar. Het certificaat mag, met inachtneming van\n                                                hetgeen dienaangaande in artikel 13 van de richtlijn is bepaald, met ten hoogste een\n                                                maand worden verlengd.\n\n2 De artikelen 29, tweede lid, en 30, aanhef en onderdeel a, van het besluit zijn van overeenkomstige toepassing op certificaten als bedoeld in het eerste lid.\n\n1 De in de artikelen 5, 5a tot en met 5e en 6 tot en met 6e bedoelde certificaten hebben, indien zij zijn afgegeven voor een passagiersschip,\n                                                een geldigheidsduur van een jaar. Indien zij zijn afgegeven voor een vrachtschip,\n                                                hebben zij een geldigheidsduur van vijf jaren.\n\n2 De geldigheidsduur van een certificaat als bedoeld in artikel 7 is gelijk aan de geldigheidsduur van het internationale veiligheidscertificaat voor\n                                                passagiersschepen waarmee het wordt gecombineerd.\n\n3 De artikelen 29, tweede lid, 30 en 31 van het besluit zijn van overeenkomstige toepassing op certificaten als bedoeld in het eerste lid.\n\n1 \nArtikel 17a, eerste lid, is van overeenkomstige toepassing op certificaten als bedoeld in artikel 6a respectievelijk artikel 6b.\n\n2 \nArtikel 29, tweede lid, van het besluit is van overeenkomstige toepassing op certificaten als bedoeld in\n                                                het eerste lid.\n\n1 Het bijzonder veiligheidscertificaat voor passagiersschepen kleiner dan 24 meter heeft\n                                                een geldigheidsduur van een jaar.\n\n2 De artikelen 29, tweede lid, en 30, aanhef en onderdeel a, van het besluit zijn van overeenkomstige toepassing op certificaten als bedoeld in het eerste lid.\n\n1 De eisen, bedoeld in paragraaf 1 onderscheidenlijk 2 van bijlage 3, zijn van toepassing op schepen als bedoeld in artikel 3a, eerste lid, onderdelen b en c,\n\na. waarvoor het bouwcontract is afgesloten voor 1\u00a0januari 2018; of\n\nb. waarvan, bij het ontbreken van een bouwcontract, de bouwdatum als bedoeld in artikel\n                                                      2, voor 1\u00a0juli 2018 ligt, of\n\nc. waarvan de opleverdatum voor 1\u00a0januari 2021 ligt.\n\n2 De eisen, bedoeld in paragraaf 1 onderscheidenlijk 2 van bijlage 3a, zijn van toepassing op schepen als bedoeld in artikel 3a, eerste lid, onderdelen b en c:\n\na. waarvoor het bouwcontract is afgesloten op of na 1\u00a0januari 2018, of\n\nb. waarvan, bij het ontbreken van een bouwcontract, de bouwdatum als bedoeld in artikel\n                                                      2, op of na 1\u00a0juli 2018 ligt; of\n\nc. waarvan de opleverdatum op of na 1\u00a0januari 2021 ligt.\n\nDe eisen, bedoeld in paragraaf 1 van bijlage 3c, zijn van toepassing op schepen als bedoeld in artikel 3a, eerste lid, onderdeel f:\n\na. waarvoor het bouwcontract is afgesloten op of na 15\u00a0december 2019;\n\nb. waarvan, bij het ontbreken van een bouwcontract, de bouwdatum als bedoeld in artikel 2, op of na 15\u00a0december 2019 ligt; of\n\nc. waarvan de opleverdatum op of na 15\u00a0december 2019 ligt.\n\nDe eisen, bedoeld in paragraaf 2 van bijlage 3c, zijn van toepassing op schepen als bedoeld in artikel 3a, eerste lid, onderdeel g:\n\na. waarvoor het bouwcontract is afgesloten op of 15\u00a0december 2019;\n\nb. waarvan, bij het ontbreken van een bouwcontract, de bouwdatum als bedoeld in artikel 2, op of na 15\u00a0december 2019 ligt; of\n\nc. waarvan de opleverdatum op of na 15\u00a0december 2019 ligt.\n\n1 Een passagiersschip waarvoor het veiligheidscertificaat voor passagiersschepen, behorend\n                                                bij richtlijn 2009/45/EG, benodigd is, voldoet aan de ingevolge de artikelen 6, eerste\n                                                tot en met derde lid, en vijfde tot en met zevende lid, en 7 van die richtlijn op\n                                                dat schip toepasselijke eisen.\n\n2 Als zeegebieden van de klassen A, B, C en D als bedoeld in artikel 4, eerste lid,\n                                                van richtlijn 2009/45/EG worden aangewezen de in bijlage 4 bij deze regeling aangegeven zeegebieden. De binnengrens van het zeegebied dat het\n                                                dichtst bij de kustlijn ligt wordt aangewezen volgens de Wet grenzen Nederlandse territoriale zee.\n\n3 Aan boord van schepen als bedoeld in het eerste lid, gebouwd op of na 1 oktober 2004,\n                                                worden met inachtneming van de in bijlage III van richtlijn 2009/45/EG opgenomen richtsnoeren\n                                                passende maatregelen getroffen voor de veiligheid van en de toegankelijkheid voor\n                                                personen met verminderde mobiliteit.\n\n4 Het derde lid is, voorzover dat in economisch opzicht redelijk en uitvoerbaar is,\n                                                van overeenkomstige toepassing op schepen, gebouwd voor 1 oktober 2004, die na die\n                                                datum een verbouwing ondergaan.\n\n1 Een schip waarvoor op grond van de artikelen 5 of 5e het certificaat, behorende bij de MODU-Code 1979, de MODU-Code 1989, de MODU-Code\n                                                2009 of de SCV-Code benodigd is, of ten aanzien waarvan op grond van de artikelen 5b, 5c, 5d of 6 voor toepassing van de LY2-Code, de LY3-Code, de CCSS-Code, de SCV-Code, de DSC-Code,\n                                                de SPS-Code of de SPS-Code 2008 is gekozen, voldoet aan de eisen van de desbetreffende\n                                                Code.\n\n2 Indien in een Code als bedoeld in het eerste lid wordt verwezen naar het Uitwateringsverdrag\n                                                of het SOLAS-verdrag, wordt dat verdrag toegepast met inachtneming van alle op grond\n                                                van artikel 71 van het besluit toepasselijke wijzigingen van dat verdrag.\n\n3 In afwijking van het eerste lid zijn op een Caribisch-Nederlands schip, gebouwd voor\n                                                1\u00a0juli 2014, de eisen van de CCSS-Code en de SCV-Code, voor zover het schip daaraan\n                                                niet reeds voldoet, slechts van toepassing voorzover dat praktisch uitvoerbaar en\n                                                redelijk is.\n\n4 Voor Caribisch-Nederlandse schepen is artikel 37 van het besluit slechts van toepassing voorzover dat praktisch uitvoerbaar en redelijk is.\n\n1 Een schip dat wordt gebezigd voor het aan boord nemen van drenkelingen met een lengte\n                                                van minder dan 24 meter voldoet aan de eisen opgenomen in bijlage 3b en aan de eisen opgenomen in de ISM-Code.\n\n2 Een schip dat wordt gebezigd voor het aan boord nemen van drenkelingen met een lengte\n                                                van 24 meter of meer voldoet aan de eisen opgenomen in de SPS-Code 2008 en aan de\n                                                eisen opgenomen in de ISM-code.\n\nEen passagiersschip kleiner dan 24 meter op nationale reizen voldoet aan de eisen\n                                          opgenomen in bijlage 3d.\n\n[Toekomstige wijziging(en) op 01-04-2024. Zie het overzicht van wijzigingen]\n\n1 Een offshore bevoorradingsschip voldoet aan de eisen van resolutie MSC.235(82).\n\n2 Een offshore ondersteuningsschip als bedoeld in resolutie A.673(16), niet zijnde een\n                                                offshore ondersteuningsschip als bedoeld in voorschrift 1.5.3 van die resolutie, voldoet\n                                                aan de eisen van voornoemde resolutie.\n\nEen offshoredienstschip van minder dan 500 GT en met een lengte van 24 meter of meer\n                                          voldoet aan de eisen van de SPS-Code of de SPS-Code 2008.\n\n[Toekomstige wijziging(en) op 01-04-2024. Zie het overzicht van wijzigingen]\n\nEen hogesnelheidsoffshoredienstschip van minder dan 500 GT en met een lengte van 24\n                                          meter of meer ten hoogste 60 personen aan boord, voldoet aan de eisen, bedoeld in\n                                          paragraaf 3 van bijlage 3c.\n\nEen offshoredienstschip of een hogesnelheidsoffshoredienstschip van 500 GT of meer\n                                          voldoet aan de eisen van de SPS-Code, de SPS-Code 2008, de HSC-Code 1994, of de HSC-Code\n                                          2000.\n\n1 Op een schip, gebouwd voor 1 juli 2010, zijn de op dat schip toepasselijke stabiliteitseisen\n                                                in onbeschadigde toestand van de IS-Code van overeenkomstige toepassing.\n\n2 Het eerste lid is niet van toepassing op passagiersschepen waarvoor het veiligheidscertificaat\n                                                voor passagiersschepen, behorend bij richtlijn 2009/45/EG, benodigd is, en op vrachtschepen\n                                                met een lengte van minder dan 12 meter waarvoor geen certificaat benodigd is.\n\n3 Ro-ro-passagiersschepen waarvoor een certificaat als bedoeld in artikel 8 van richtlijn 2003/25/EG benodigd is, voldoen tevens aan de ingevolge de artikelen 6 en 7 van die richtlijn\n                                                toepasselijke stabiliteitseisen voor schepen in beschadigde toestand.\n\n4 Op schepen als bedoeld in artikel 3a, eerste lid, onderdelen b en c, gebouwd op of na 1\u00a0juli 2010, zijn de op die schepen toepasselijke stabiliteitseisen\n                                                voor schepen in onbeschadigde toestand van de IS-Code 2008 van overeenkomstige toepassing.\n\n5 Dit artikel is niet van toepassing op schepen die overeenkomstig de SCV-Code of de\n                                                CCSS-Code zijn gecertificeerd.\n\n1 De elektrische installaties aan boord van een schip voldoen aan de normen in Publicatie\n                                                92 (Elektrische installaties aan boord van schepen) van de Internationale Elektrotechnische\n                                                Commissie of daaraan gelijkwaardige normen van een krachtens artikel 36 van het besluit aangewezen klassenbureau.\n\n2 De bouw en inrichting en het onderhoud van elektrische personenliften voldoen aan:\n\na. de regels van een krachtens artikel 36 van het besluit aangewezen klassenbureau, of:\n\nb. de door het Nederlands Normalisatie-Instituut te Delft uitgegeven norm NEN 28 383.\n\n3 In aanvulling op voorschrift II-1/42.2, onderscheidenlijk II-1/43.2, van het SOLAS-verdrag\n                                                is de aan boord van een schip aanwezige elektrische noodkrachtbron tevens in staat\n                                                om gedurende ten minste 36 uur, indien het een passagiersschip betreft, en ten minste\n                                                18 uur, indien het een vrachtschip betreft, stroom te leveren ten behoeve van de noodverlichting\n                                                in kombuizen, eetzalen en andere ruimten voor algemeen gebruik.\n\n4 Op een schip als bedoeld in artikel 3a, eerste lid, onderdeel b, is voorschrift II-1/43.2 van het SOLAS-verdrag van overeenkomstige toepassing en\n                                                is de aan boord aanwezige elektrische noodkrachtbron in staat om gedurende ten minste\n                                                6 uur stroom te leveren ten behoeve van de noodverlichting in kombuizen, eetzalen\n                                                en andere ruimten voor algemeen gebruik.\n\n5 De resolutie A.468(XII)-maatregelen zijn aanwezig aan boord van:\n\na. schepen gebouwd voor 1\u00a0juli 2014;\n\nb. schepen van minder dan 1600 GT en gebouwd op of na 1\u00a0juli 2014 en\n\nc.\n\n\u2013 baggermaterieel met voortstuwing, en\n\n\u2013 hogesnelheidsschepen, van 1600 GT en meer, gebouwd op of na 1\u00a0juli 2014.\n\n6 Indien een acetyleen las- en snij-installatie, bestaande uit acetyleen- en zuurstofflessen\n                                                met inbegrip van de ruimte voor opslag, distributieleidingen, slangen en appandages\n                                                aan boord van een schip is, is deze installatie periodiek gekeurd, goed onderhouden,\n                                                zodanig opgesteld en ingericht dat het risico van brand of explosie bij zowel een\n                                                in gebruik zijnde als buiten gebruik zijnde installatie tot een minimum is teruggebracht.\n\n7 Indien een elektrisch lastoestel met bijbehorende apparatuur aan boord van een schip\n                                                is, is dit toestel periodiek gekeurd, goed onderhouden en zodanig ingericht dat deze\n                                                geen gevaar voor personen of voor de omgeving kan opleveren met inachtneming van de\n                                                bijzondere omstandigheden aan boord.\n\n8 Aan boord van een schip worden de werkzaamheden met acetyleen las- en snij-installaties\n                                                en elektrische lastoestellen zodanig uitgevoerd dat deze geen gevaar voor personen\n                                                of voor de omgeving kunnen opleveren met inachtneming van de bijzondere omstandigheden\n                                                aan boord.\n\n9 Het eerste, derde en vierde lid zijn niet van toepassing op schepen die overeenkomstig\n                                                de CCSS-Code of de SCV-Code zijn gecertificeerd.\n\n1 Voorschrift V/19.2.5.4 van het SOLAS-verdrag is van overeenkomstige toepassing op\n                                                schepen van minder dan 500 GT, met uitzondering van passagiersschepen waarvoor het\n                                                veiligheidscertificaat voor passagiersschepen, behorend bij richtlijn 2009/45/EG,\n                                                benodigd is.\n\n2 Indien een vrachtschip met een lengte van 24 meter of meer of een passagiersschip\n                                                op of na 1\u00a0juli 2009 maar voor 1 juli 2011 is uitgerust met een wachtalarminstallatie\n                                                op de brug, voldoet deze aan de eisen van resolutie MSC.128(75) van de Maritieme Veiligheidscommissie\n                                                van de IMO, inhoudende uitvoeringsnormen betreffende de wachtalarminstallatie op de\n                                                brug (Performance standards for a bridge navigational watch alarm system (BNWAS)).\n\n3 Het eerste lid is niet van toepassing op schepen die overeenkomstig de CCSS-Code of\n                                                de SCV-Code zijn gecertificeerd.\n\n1 Aan boord van een schip is de in bijlage 5 bij deze regeling voorgeschreven medische uitrusting met de daarbij behorende handleidingen\n                                                en controlelijsten aanwezig. De eigenaar van een schip draagt voor eigen rekening\n                                                zorg voor de levering en de vernieuwing van de medische uitrusting.\n\n2 Aan boord van een schip waarmee gevaarlijke stoffen als bedoeld in hoofdstuk VII van\n                                                het SOLAS-verdrag worden vervoerd, is een Nederlandstalige uitgave van de bij circulaire\n                                                MSC/Circ.857 van de Maritieme Veiligheidscommissie van de IMO vastgestelde Medische\n                                                Eerste Hulp Gids bij ongevallen met gevaarlijke stoffen (Medical First Aid Guide for use in accidents involving dangerous goods; MFAG) aanwezig.\n\n3 Aan boord van schepen waarop de in voorschrift V/14.3 van het SOLAS-verdrag bedoelde\n                                                werktaal niet het Nederlands is, is in plaats van een Nederlandstalige uitgave een\n                                                Engelstalige uitgave van de in het tweede lid bedoelde Gids aanwezig.\n\n4 Het eerste lid is eveneens van toepassing op vissersvaartuigen.\n\n5 In afwijking van het eerste lid is aan boord van schepen als bedoeld in de artikelen 5d, eerste en tweede lid, of 5e, eerste lid, waarmee wordt gevaren in kustwateren of beschutte wateren (coastal of protected waters), als bedoeld in voorschrift I/2.7 onderscheidenlijk I.2.42 van de SCV-Code,\n                                                de in bijlage 8 bij die Code voorgeschreven medische uitrusting met de daarbij behorende\n                                                handleiding aanwezig.\n\n1 Een schip waarvoor een internationaal veiligheidscertificaat, een nationaal veiligheidscertificaat\n                                                of een certificaat als bedoeld in artikel 5, 5a tot en met 5e of 6 benodigd is, voldoet ter verkrijging van dat certificaat tevens aan de ingevolge\n                                                de artikelen 21, 22, eerste lid, 23, 24 en 25 toepasselijke eisen.\n\n2 Een schip waarvoor een certificaat als bedoeld in artikel 5, 5a tot en met 5e of 6 benodigd is, voldoet ter verkrijging van dat certificaat bovendien aan de ingevolge\n                                                artikel 40, derde lid, van het besluit toepasselijke eisen van hoofdstuk V van het SOLAS-verdrag.\n\nHet Hoofd van de Scheepvaartinspectie kan, met inachtneming van hetgeen dienaangaande\n                                          in de op grond van deze regeling toepasselijke Europese richtlijnen, Codes, resoluties\n                                          en circulaires is bepaald, afwijking toestaan van de in de artikelen 18a tot en met 24 bedoelde eisen, indien aan boord van het schip een voorziening wordt getroffen die\n                                          naar zijn oordeel ten minste gelijkwaardig is aan de in het voorschrift waarvan wordt\n                                          afgeweken, ge\u00ebiste voorziening.\n\n1 Dit artikel is van toepassing op schepen die vanuit een scheepsregister in een andere\n                                                lidstaat van de Europese Unie of een staat die partij is bij de Overeenkomst inzake\n                                                de Europese Economische Ruimte, zijn overgeschreven naar een register in het Europese\n                                                deel van Nederland.\n\n2 Met de in de artikelen 20, 21, 22, eerste lid, 23 en 24 bedoelde technische normen of technische eisen worden gelijkgesteld daaraan gelijkwaardige\n                                                technische normen of technische eisen, vastgesteld door of vanwege een andere lidstaat\n                                                van de Europese Unie of een staat die partij is bij de overeenkomst inzake de Europese\n                                                Economische Ruimte.\n\n1 De veiligheidscommissie aan boord van een schip met een bemanning van meer dan vijftien\n                                                personen bestaat uit ten minste twee bevaren schepelingen. In de commissie zijn zowel\n                                                de scheepsofficieren als de scheepsgezellen vertegenwoordigd.\n\n2 Aan boord van een schip met een bemanning van ten hoogste vijftien personen wordt\n                                                ten minste \u00e9\u00e9n veiligheidscommissaris benoemd.\n\n3 De verplichting, bedoeld in artikel 26e, eerste lid, van de Schepenwet, geldt niet voor vissersvaartuigen en schepen met een bemanning van minder dan vijf\n                                                personen.\n\n[Vervallen per 21-12-2023]\n\n1 De nationale instantie waartoe de in voorschrift XI-2/6.2.1 van het SOLAS-verdrag\n                                                bedoelde, door het Ship Security Alert System gegenereerde alarmmeldingen kunnen worden\n                                                gericht, is, voor zover het het Europese deel van Nederland betreft, het Kustwachtcentrum\n                                                bedoeld in artikel 3 van de Regeling organisatie Kustwacht Nederland, en voor zover\n                                                het het Caribische deel van Nederland betreft, de Kustwacht voor het Koninkrijk der\n                                                Nederlanden in het Caribisch Gebied.\n\n2 Toepassing van de ISPS-Code geschiedt met inachtneming van de ingevolge artikel 3,\n                                                vijfde lid, van verordening (EG) 725/2004 verplichte bepalingen van deel B van die Code.\n\n3 Beveiligingsverklaringen als bedoeld in voorschrift XI-2/1.15 van het SOLAS-verdrag\n                                                worden minimaal 3 maanden bewaard, of zoveel langer als nodig is om aan voorschrift\n                                                XI-2/9.2.3 van dat verdrag te voldoen. De minimumtermijn voor het bewaren van de in\n                                                voorschrift A/10.1 van de ISPS-Code bedoelde documentatie bedraagt drie jaren.\n\n4 Het tweede lid is niet van toepassing op schepen die overeenkomstig de CCSS-Code of\n                                                de SCV-Code zijn gecertificeerd.\n\n1 Deze paragraaf is van toepassing op scheepsuitrusting waarvoor bij plaatsing aan boord\n                                                van een schip, gelet op de op dat schip toepasselijke eisen, een typegoedkeuring is\n                                                vereist.\n\n2 Onder uitrusting waarvoor een typegoedkeuring is vereist, wordt mede verstaan scheepsuitrusting\n                                                als bedoeld in voorschrift V/18.7 van het SOLAS-verdrag.\n\n3 Deze paragraaf is met uitzondering van artikel 34a niet van toepassing op Caribisch-Nederlandse schepen.\n\n1 Scheepsuitrusting als bedoeld in de Wet scheepsuitrusting 2016 mag slechts aan boord\n                                                worden geplaatst, indien de scheepsuitrusting:\n\na. is voorzien van een stuurwielmarkering als bedoeld in de Wet scheepsuitrusting 2016,\n                                                      of\n\nb. vergezeld gaat van:\n\n1\u00b0. een certificaat van gelijkwaardigheid als bedoeld in artikel 5, derde lid, van de\n                                                            Wet scheepsuitrusting 2016;\n\n2\u00b0. een certificaat van gelijkwaardigheid ten behoeve van technische innovatie als bedoeld\n                                                            in artikel 18, eerste lid, van de Regeling scheepsuitrusting 2016, of\n\n3\u00b0. een certificaat ten behoeve van beproeving als bedoeld in artikel 19, eerste lid, van de Regeling scheepsuitrusting 2016.\n\n2 Gebruik van scheepsuitrusting waarvoor een certificaat als bedoeld in het eerste lid,\n                                                onderdeel b of onderdeel c, is afgegeven, is slechts toegestaan met inachtneming van\n                                                de aan het desbetreffende certificaat verbonden voorschriften of beperkingen. In het\n                                                geval van beproeving blijft de oorspronkelijke stuurwielgemarkeerde scheepsuitrusting\n                                                aan boord en zal die uitrusting te allen tijde gereed zijn voor onmiddellijk gebruik.\n\n3 Indien een schip zich in een haven buiten de Europese Unie bevindt en het vanuit het\n                                                oogpunt van termijnen en kosten redelijkerwijs niet uitvoerbaar is om uitrusting aan\n                                                boord te plaatsen waarvoor overeenkomstig richtlijn 2014/90/EU een EG-typegoedkeuring\n                                                is verleend, kan in afwijking van het eerste lid, in uitzonderlijke omstandigheden\n                                                vervangende scheepsuitrusting aan boord worden geplaatst die niet overeenkomstig richtlijn\n                                                2014/90/EU is goedgekeurd, mits daarbij wordt voldaan aan de in artikel 32, eerste\n                                                tot en met vierde lid, van die richtlijn genoemde voorwaarden.\n\n4 Indien is aangetoond dat scheepsuitrusting waarop een stuurwielmarkering als bedoeld\n                                                in de Wet scheepsuitrusting 2016 is aangebracht niet in de handel verkrijgbaar is,\n                                                kan in afwijking van het eerste lid, de minister toestemming verlenen om vervangende\n                                                scheepsuitrusting aan boord te plaatsen, mits daarbij wordt voldaan aan de in artikel\n                                                32, vijfde tot en met achtste lid, van de richtlijn 2014/90/EU genoemde voorwaarden.\n\n1 Scheepsuitrusting, niet zijnde uitrusting als bedoeld in artikel 3 van de Wet scheepsuitrusting\n                                                2016, is van een door het Hoofd van de Scheepvaartinspectie goedgekeurd type.\n\n2 Het Hoofd van de Scheepvaartinspectie kan in afwijking van artikel 33 toestaan dat aan boord van bepaalde categorie\u00ebn schepen, niet zijnde schepen waarvoor\n                                                een internationaal veiligheidscertificaat als bedoeld in artikel 5 van het besluit benodigd is, scheepsuitrusting wordt geplaatst die niet aan de vereisten als bedoeld\n                                                in artikel 3, eerste lid, van de Wet scheepsuitrusting 2016 voldoet, en voor die uitrusting\n                                                een typegoedkeuring verlenen, mits zulks zonder gevaar voor die schepen en hun opvarenden\n                                                mogelijk is.\n\n3 Aan een typegoedkeuring als bedoeld in het eerste of tweede lid kunnen beperkingen\n                                                met betrekking tot het gebruik van de desbetreffende uitrusting worden verbonden.\n\n1 Uitrusting waarvoor bij plaatsing aan boord van een Caribisch-Nederlands schip, gelet\n                                                op de op dat schip toepasselijk eisen, een typegoedkeuring vereist is, is van een\n                                                door het Hoofd van de Scheepvaartinspectie goedgekeurd type.\n\n2 Onder uitrusting waarvoor een typegoedkeuring vereist is, wordt mede verstaan uitrusting\n                                                als bedoeld in voorschrift V/18.7 van het SOLAS-verdrag.\n\n3 Met uitrusting van een door het Hoofd van de Scheepvaartinspectie goedgekeurd type\n                                                wordt gelijkgesteld uitrusting:\n\na. die is voorzien van een stuurwielmarkering als bedoeld in de Wet scheepsuitrusting\n                                                      2016;\n\nb. met betrekking waartoe een daaraan gelijkwaardige typegoedkeuring is verleend door\n                                                      de bevoegde autoriteit van de Verenigde Staten of van Canada, met inachtneming van\n                                                      de voor die goedkeuring opgestelde richtlijnen en standaarden van de IMO.\n\n4 Aan een typegoedkeuring als bedoeld in het eerste lid kunnen beperkingen met betrekking\n                                                tot het gebruik van de desbetreffende uitrusting worden verbonden.\n\n[Toekomstige wijziging(en) op 01-04-2024. Zie het overzicht van wijzigingen]\n\nIn afwijking van de artikelen 33 en 34, eerste lid, mag aan boord van vrachtschepen van minder dan 150 GT waarmee internationale reizen\n                                          worden ondernomen, en vrachtschepen van minder dan 300 GT waarmee nationale reizen\n                                          worden ondernomen, tevens apparatuur worden geplaatst die is voorzien van het in bijlage\n                                          VII van richtlijn 1999/5/EG bedoelde CE-overeenstemmingsmerkteken voor radioapparatuur en telecommunicatie-eindapparatuur,\n                                          mits die apparatuur zodanig is ontworpen dat haar correcte werking in een maritieme\n                                          omgeving is gegarandeerd.\n\nMet een door het Hoofd van de Scheepvaartinspectie verleende typegoedkeuring wordt\n                                          gelijkgesteld een daaraan gelijkwaardige typegoedkeuring, verleend door of vanwege\n                                          een andere lidstaat van de Europese Unie, dan wel door of vanwege een staat die partij\n                                          is bij de Overeenkomst inzake de Europese Economische Ruimte.\n\nIndien ten aanzien van scheepsuitrusting die is voorzien van een stuurwielmarkering\n                                          als bedoeld in de Wet scheepsuitrusting 2016, toepassing is gegeven aan artikel 19,\n                                          eerste lid, van de Wet scheepsuitrusting 2016, neemt het Hoofd van de Scheepvaartinspectie\n                                          passende voorlopige maatregelen om te voorkomen dat die uitrusting aan boord van schepen\n                                          wordt geplaatst of gebruikt. Indien nodig verbiedt hij de plaatsing of het gebruik\n                                          aan boord van schepen.\n\n1 Op schepen van minder dan 150 GT die nationale of internationale reizen maken en schepen\n                                                van minder dan 500 GT die nationale reizen maken, zijn het standaard magnetisch kompas\n                                                en het kompaspeiltoestel of hun alternatieve voorziening vrijgesteld van de eis onafhankelijk\n                                                te zijn van elke elektrische krachtbron opgenomen in voorschrift 19.2.1.1, onderscheidenlijk\n                                                19.2.1.2 van hoofdstuk V van het SOLAS-verdrag, mits deze voorzieningen ten minste\n                                                onafhankelijk zijn van de elektrische hoofdkrachtbron.\n\n2 Schepen van 150 GT of meer, doch minder dan 500 GT, die nationale reizen maken, zijn\n                                                vrijgesteld van de eis voorzien te zijn van een reserve magnetisch kompas opgenomen\n                                                in voorschrift 19.2.2.1 van hoofdstuk V van het SOLAS-verdrag, mits een tweede kompas\n                                                vast is opgesteld.\n\nSchepen als bedoeld in artikel 3a, eerste lid, onderdeel a, zijn vrijgesteld van de eisen van de volgende voorschriften van het SOLAS-verdrag:\n\na. met betrekking tot Hoofdstuk II-1:\n\n1\u00b0. voorschrift 3-2;\n\n2\u00b0. het hebben van de machinekamertelegraaf opgenomen in voorschrift 37;\n\n3\u00b0. de tijdsduur van 18 uur als bedoeld in de voorschriften 43.2.2, 43.2.3 en 43.2.4,\n                                                      mits gedurende ten minste 6 uur genoemde ruimten en voorzieningen van energie kunnen\n                                                      worden voorzien;\n\n4\u00b0. voorschrift 43.2.5, 43.2.6.1 en 43.2.6.2;\n\n5\u00b0. voorschrift 43.3.1.2 en 43.3.1.3;\n\n6\u00b0. voorschrift 43.3.3, 43.3.4 en 43.4;\n\nb. met betrekking tot Hoofdstuk II-2:\n\n1\u00b0. voorschrift 10.2.2.3.3;\n\n2\u00b0. voorschrift 10.2.3.3.3, mits is voorzien in een straalpijp waarmee de in voorschrift\n                                                      10.2.1.6 genoemde druk kan worden gehandhaafd en een straal water, waarbij slechts\n                                                      gebruik wordt gemaakt van \u00e9\u00e9n slanglengte;\n\n3\u00b0. voorschrift 10.10, mits ten minste \u00e9\u00e9n brandweerbijl aanwezig is;\n\n4\u00b0. voorschrift 13.3.4 en voorschrift 13.4.3;\n\nc. met betrekking tot Hoofdstuk III:\n\n1\u00b0. voorschrift 31.2 met betrekking tot het hebben van een hulpverleningsboot, mits alternatieve\n                                                      voorzieningen zijn getroffen om een drenkeling binnen 15 minuten horizontaal binnenboord\n                                                      te brengen;\n\n2\u00b0. voorschrift 32.1.1 met betrekking tot de verplichte hoeveelheid reddingboeien aan\n                                                      boord, mits er niet minder dan 3 reddingboeien aan boord zijn waarvan ten minste 1\n                                                      met lijn en 1 met licht.\n\n1 Dit artikel is van toepassing op baggermaterieel als bedoeld in:\n\na. IMO-Circulaire nr. 2285: Richtlijnen voor de bouw en het gebruik van baggermaterieel\n                                                      met verminderd vrijboord, DR-67, indien het schip is gebouwd voor 1\u00a0januari 2010,\n                                                      dan wel\n\nb. IMO-Circulaire nr. 236: Richtlijnen voor de bouw en het gebruik van baggermaterieel\n                                                      met verminderd vrijboord, DR-68, zoals laatstelijk gewijzigd, indien het schip is\n                                                      gebouwd na 1\u00a0januari 2010.\n\n2 In afwijking van het eerste lid, onderdeel b, kan op verzoek van de eigenaar van een\n                                                schip gebouwd voor 1\u00a0januari 2010 IMO-Circulaire nr. 236 worden toegepast.\n\n3 Aan baggermaterieel van 500 GT of meer, gebouwd op of na 5\u00a0augustus 2000, dat voldoet\n                                                aan de in het eerste lid bedoelde richtlijnen, kan door de vaststelling van een baggerlastlijn\n                                                een verminderd vrijboord worden toegekend voor het laden, lossen en vervoeren van\n                                                bagger.\n\n4 Aan de toekenning van het verminderde vrijboord kunnen beperkingen met betrekking\n                                                tot vaargebieden en vaarcondities worden verbonden. Deze beperkingen worden vermeld\n                                                op het internationaal certificaat van vrijstelling betreffende de uitwatering of,\n                                                indien voor het schip een nationaal veiligheidscertificaat benodigd is, in een aanhangsel\n                                                bij dat certificaat.\n\nSchepen waarvoor een internationaal veiligheidscertificaat als bedoeld in artikel 5, eerste lid, onderdeel a of b, van het besluit benodigd is, zijn vrijgesteld van:\n\na. indien zij voldoen aan de MODU-Code 1979, de MODU-Code 1989, de MODU-Code 2009 of\n                                                de DSC-Code: de in de hoofdstukken II-1, II-2, III en IV van het SOLAS-verdrag opgenomen\n                                                eisen;\n\nb. indien zij voldoen aan de SPS-Code of de SPS-Code 2008: de in de SPS-Code onderscheidenlijk\n                                                de SPS-Code 2008 aangegeven eisen van het SOLAS-verdrag;\n\nc. indien zij voldoen aan de LY2-Code of de SCV-Code: de in het SOLAS-verdrag opgenomen\n                                                eisen.\n\n[Vervallen per 01-07-2014]\n\n1 Schepen die bedrijfsmatig worden gebruikt voor recreatieve visserij met meer dan 12\n                                                passagiers, zijn, indien zij op 17 augustus 2000 waren voorzien van een op grond van\n                                                het Schepenbesluit 1965 afgegeven geldig certificaat van deugdelijkheid, bij het ondernemen van nationale\n                                                reizen vrijgesteld van:\n\na. de stabiliteitseisen voor schepen in beschadigde toestand, opgenomen in hoofdstuk\n                                                      II-1, deel B, van de bijlage bij richtlijn 2009/45/EG, mits ten minste wordt voldaan\n                                                      aan de stabiliteitseisen voor schepen in onbeschadigde toestand, opgenomen in de IS-Code;\n\nb. de eisen inzake constructieve brandbescherming, opgenomen in hoofdstuk II-2 van de\n                                                      bijlage bij richtlijn 2009/45/EG, mits is voldaan aan de voorwaarde dat in elk geval\n                                                      de verblijven voor passagiers voldoen aan de eisen inzake constructieve brandbescherming\n                                                      voor vrachtschepen uit bijlage IV van het Schepenbesluit 1965, zoals die luidden op 31 december 2004, of aan de voorwaarde dat de vluchtwegen uit\n                                                      die verblijven naar het open dek voldoende breed zijn en korter dan vijf meter.\n\n2 Aan de in het eerste lid bedoelde vrijstelling zijn de navolgende beperkingen verbonden:\n\na. de vrijstelling geldt uitsluitend voor reizen in een vaargebied van maximaal 35 mijl\n                                                      uit de Nederlandse kust;\n\nb. met het schip mogen slechts reizen worden ondernomen bij daglicht, bij een windkracht\n                                                      van ten hoogste 6 Beaufort en een significante golfhoogte van ten hoogste 2 meter.\n\n3 De vrijstelling geldt niet voor schepen met nachtaccommodatie voor passagiers.\n\nSchepen die niet zijn voorzien van middelen tot werktuiglijke voortstuwing zijn vrijgesteld\n                                          van:\n\na. de eisen van hoofdstuk V van het SOLAS-verdrag, met uitzondering van voorschrift V/19.2.1.7;\n\nb. de eisen van artikel 24, en\n\nc. indien van toepassing: artikel 41, eerste lid, van het besluit.\n\nWachtalarminstallaties op de brug, die voor 1 juli 2009 zijn geplaatst, zijn vrijgesteld\n                                          van de eisen van resolutie MSC.128(75) van de Maritieme Veiligheidscommissie van de\n                                          IMO, inhoudende uitvoeringsnormen betreffende de wachtalarminstallatie op de brug\n                                          (Performance standards for a bridge navigational watch alarm system (BNWAS)) of daaraan\n                                          gelijkwaardige uitvoeringsnormen.\n\n1 Caribisch-Nederlandse schepen die niet buiten de gebiedsbegrenzingen, bedoeld in het\n                                                tweede lid, worden gebracht zijn vrijgesteld van de bepalingen van de hoofdstukken 3 tot en met 5 van het besluit en hoofdstuk 3 van deze regeling, mits voldaan wordt aan de eisen, bedoeld in bijlage 6.\n\n2 De gebiedsbegrenzingen, bedoeld in het eerste lid zijn:\n\na. voor Bonaire: het gebied, begrensd door de lijnen gaande van de meest oostelijke punt\n                                                      van Bonaire (68-12'W) in de richting zuid tot de parallel van 12-00' noorderbreedte,\n                                                      vandaar in de richting west tot de meridiaan van 68-17' westerlengte, vandaar in de\n                                                      richting 327 naar een punt op 12-15' noorderbreedte en 68-27' westerlengte, vandaar\n                                                      in de richting 022 naar een punt op 12-20' noorderbreedte en 68-25' westerlengte en\n                                                      vandaar in de richting van de vuurtoren Seroe Ventana.\n\nb. voor Sint Eustatius: het gebied, begrensd door de parallellen 17-27' en 17-33' noorderbreedte\n                                                      en de meridianen van 62-55' en 63-02' westerlengte;\n\nc. voor Saba: het gebied, begrensd door de parallellen van 17-35' en 17-41' noorderbreedte\n                                                      en de meridiaan van 63-11' en 63-17' westerlengte.\n\n1 Het vervoer van deklast hout aan boord van schepen met een lengte van 24 meter of\n                                             meer geschiedt met inachtneming van de in de Houtvaartcode, met uitzondering van de\n                                             bijlagen bij die Code, opgenomen voorschriften.\n\n2 Het vervoer van pakketten gebundeld hout op de luiken is uitsluitend toegestaan, indien:\n\na. voorzieningen zijn aangebracht om het zijdelings verschuiven van de onderste laag\n                                                   van de deklast te voorkomen;\n\nb. de wijze van beladen van de sjorinrichting en de overige onderdelen van de uitrusting\n                                                   voor de deklast door het Hoofd van de Scheepvaartinspectie zijn goedgekeurd.\n\n3 De maximale hoogte van pakketten gebundeld hout die op de luiken worden vervoerd,\n                                             wordt in afwijking van voorschrift 3.2.1 van de Houtvaartcode gemeten vanaf de bovenzijde\n                                             van het luikhoofd.\n\n4 De beproeving, markering en certificering van kettingen, gebruikt bij het sjorren\n                                             van deklast hout, bedoeld in voorschrift 4.5.1 van de Houtvaartcode, geschiedt overeenkomstig\n                                             de door het Nederlands Normalisatie-Instituut te Delft uitgegeven norm NEN-EN 818-2.\n\nDe bevoegde autoriteiten, bedoeld in de op grond van de hoofdstukken VI, deel Aen\n                                       VII, deel A-1, van het SOLAS-verdrag toepasselijke IMSBC-code, zijn:\n\na. met betrekking tot het vervoer van radioactieve stoffen in vaste vorm in bulk, behorende\n                                             tot klasse 7 van de IMSBC-Code: de Minister van Economische Zaken, Landbouw en Innovatie;\n\nb. met betrekking tot het vervoer van overige stoffen als bedoeld in de IMSBC-Code: de\n                                             minister.\n\n[Toekomstige wijziging(en) op 01-04-2024. Zie het overzicht van wijzigingen]\n\n1 De Handleiding vastzetten lading, bedoeld in de voorschriften VI/5.6 en VII/5 van\n                                             het SOLAS-verdrag, voldoet aan de bij circulaire MSC.1/Circ. 1353/Rev.1 van de Maritieme\n                                             Veiligheidscommissie van de IMO vastgestelde Herziene richtlijnen voor het opstellen\n                                             van de Handleiding vastzetten lading (Revised guidelines for the preparation of the Cargo Securing Manual).\n\n2 Op schepen die zijn ingericht voor het vervoer van standaardlading, mag worden volstaan\n                                             met een verkorte versie van de Handleiding vastzetten lading.\n\n[Toekomstige wijziging(en) op 01-04-2024. Zie het overzicht van wijzigingen]\n\n1 De bepaling van de geverifieerde brutomassa van een beladen container door berekening,\n                                             bedoeld in voorschrift 2, vierde lid, onder 2, deel A, hoofdstuk VI, van het SOLAS-verdrag,\n                                             geschiedt door de som te nemen van de massa\u2019s bepaald volgens de leden twee tot en\n                                             met vijf.\n\n2 De massa van de lading van de container wordt bepaald door de som te nemen van de\n                                             massa van de afzonderlijke daarin geladen producten of door derden daarover geleverde\n                                             informatie of bescheiden. Voor bulkproducten is het toegestaan de massa van de lading\n                                             te bepalen aan de hand van meetmomenten gedurende het productieproces van die bulkproducten\n                                             zoals debietbepaling door gekalibreerde vulinstallaties of door te wegen.\n\n3 De massa van de verpakking van in de container geladen producten wordt bepaald door\n                                             de som te nemen van de massa\u2019s van de productverpakkingen zoals vastgesteld door de\n                                             verscheper of verstrekt door de leverancier van die verpakkingen of door derden daarover\n                                             geleverde informatie of bescheiden.\n\n4 De massa van pallets of van stuwmateriaal in de container wordt bepaald door de som\n                                             te nemen van de massa van de pallets of van het stuwmateriaal in de container zoals\n                                             vastgesteld door de verscheper of verstrekt door de leverancier van de pallets of\n                                             van het stuwmateriaal of door derden daarover geleverde informatie of bescheiden.\n\n5 De massa van de ongeladen container, zoals verstrekt door degene die de container\n                                             aan de verscheper ter beschikking stelt.\n\n6 Bij de bepaling van de massa van een beladen container door berekening worden de bij\n                                             circulaire MSC/Circ.1475 van de Maritieme Veiligheidscommissie van de IMO vastgestelde\n                                             \u2018Guidelines regarding the verified gross mass of a container carrying cargo\u2019 in acht genomen.\n\nDe geverifieerde brutomassa van een beladen container bedoeld in voorschrift 2, vierde\n                                       lid, deel A, hoofdstuk VI, van het SOLAS-verdrag wijkt niet meer af van de werkelijke\n                                       massa dan:\n\na. ten hoogste 500 kilogram indien de werkelijke massa van de geverifieerde beladen container\n                                             minder dan 10 ton bedraagt;\n\nb. ten hoogste 5 massaprocent indien de werkelijke massa van de geverifieerde beladen\n                                             container 10 ton of meer bedraagt.\n\nDe bevoegde autoriteiten, bedoeld in de op grond van hoofdstuk VII, deel A, van het\n                                       SOLAS-verdrag toepasselijke IMDG-Code, zijn:\n\na. voor radioactieve stoffen in verpakte vorm, behorende tot klasse 7 van de IMDG-Code:\n                                             de Minister van Economische Zaken, Landbouw en Innovatie;\n\nb. voor overige stoffen als bedoeld in de IMDG-Code: de minister.\n\n1 Aan boord van een schip waarmee gevaarlijke stoffen als bedoeld in hoofdstuk VII van\n                                             het SOLAS-verdrag worden vervoerd, is een Nederlandstalige uitgave van de EmS-Gids\n                                             aanwezig.\n\n2 Aan boord van schepen waarop de in voorschrift V/14.3 van het SOLAS-verdrag bedoelde\n                                             werktaal niet het Nederlands is, is in afwijking van het eerste lid een Engelstalige\n                                             uitgave van de EmS-Gids aanwezig.\n\nDe kapitein van een passagiersschip waarvoor het veiligheidscertificaat voor passagiersschepen\n                                          behorend bij richtlijn 2009/45/EG benodigd is, draagt er zorg voor dat aan boord van\n                                          het schip de in richtlijn 2009/45/EG opgenomen voorschriften en verplichtingen worden\n                                          nageleefd.\n\nDe kapitein van een schip waarvoor op grond van de artikelen 5e, 6, 6c, 6d of 6e het certificaat, behorende bij de SCV-Code, de MODU-Code 1979, de MODU-Code 1989,\n                                          of de MODU-Code 2009 benodigd is, of ten aanzien waarvan op grond van artikel 12, 12a, 12b of 12c gekozen is voor toepassing van de DSC-Code, de SPS-Code, de SPS-Code 2008, de LY2-Code,\n                                          de LY3-Code, de CCSS-Code of de SCV-Code, draagt ervoor zorg dat aan boord van het\n                                          schip de in de desbetreffende Code opgenomen voorschriften en verplichtingen worden\n                                          nageleefd.\n\nDe kapitein van een schip dat wordt gebezigd voor het aan boord nemen van drenkelingen,\n                                          draagt ervoor zorg dat aan boord van het schip de in artikel 20a genoemde voorschriften en verplichtingen worden nageleefd.\n\n1 De kapitein draagt er zorg voor dat de aan boord aanwezige medische uitrusting in\n                                                goede staat verkeert en zo spoedig mogelijk wordt aangevuld of vernieuwd, in ieder\n                                                geval met voorrang tijdens de normale bevoorradingsprocedures.\n\n2 Indien er sprake is van een medisch spoedgeval waarvoor de noodzakelijke geneesmiddelen,\n                                                verplegingsartikelen of antidota niet aan boord zijn, is de kapitein verplicht zorg\n                                                te dragen dat deze zo spoedig mogelijk ter beschikking worden gesteld.\n\n3 De kapitein inspecteert jaarlijks, met inachtneming van hetgeen dienaangaande in bijlage 5 bij deze regeling is bepaald, de aan boord van het schip aanwezige medische uitrusting.\n\n4 Dit artikel is eveneens van toepassing op vissersvaartuigen, met dien verstande dat\n                                                de in het eerste tot en met derde lid bedoelde verplichtingen in dat geval op de schipper\n                                                van het vaartuig rusten.\n\n[Vervallen per 21-12-2023]\n\n1 De kapitein van een schip waarmee gevaarlijke stoffen als bedoeld in hoofdstuk VII\n                                                van het SOLAS-verdrag worden vervoerd, draagt er bij een incident met die stoffen\n                                                zorg voor dat de in de EmS-Gids opgenomen procedures worden gevolgd.\n\n2 Meldingen van incidenten met gevaarlijke stoffen als bedoeld in voorschrift VII/6\n                                                of VII/7-4 van het SOLAS-verdrag voldoen aan de bij resolutie A.851(20) van de Algemene\n                                                Vergadering van de IMO aangenomen Richtlijnen voor het rapporteren van incidenten\n                                                met gevaarlijke, schadelijke of milieuverontreinigende stoffen (Guidelines for reporting incidents involving dangerous goods, harmful substances and/or\n                                                   marine pollutants).\n\nDe kapitein draagt er zorg voor dat de aan boord aanwezige dagboeken worden bijgehouden\n                                          met inachtneming van hetgeen dienaangaande in de op grond van deze regeling toepasselijke\n                                          Codes en richtlijnen is bepaald.\n\n1 Baggerschepen waaraan krachtens artikel 38 een verminderd vrijboord is toegekend, zijn tijdens het laden, lossen en vervoeren\n                                                van bagger vrijgesteld van de in het Uitwateringsverdrag opgenomen verplichting om\n                                                bij de uitwatering de toepasselijke seizoenslastlijnen in acht te nemen, met dien\n                                                verstande dat het schip geen geringer vrijboord mag hebben dan volgens de voor dat\n                                                schip vastgestelde baggerlastlijn is toegestaan.\n\n2 De kapitein van een schip als bedoeld in het eerste lid draagt er zorg voor dat de\n                                                in IMO-circulaire nr. 2285, bedoeld in artikel 38, opgenomen voorschriften en de in voorkomend geval aan de toekenning van het verminderde\n                                                vrijboord verbonden beperkingen worden nageleefd.\n\nSchepen waarmee geregeld korte reizen als bedoeld in voorschrift III/3.22 van het\n                                          SOLAS-verdrag worden ondernomen, zijn vrijgesteld van de in voorschrift V/26 van dat\n                                          verdrag opgenomen verplichting om voorafgaand aan elke reis de stuurinrichting te\n                                          beproeven, met dien verstande dat de stuurinrichting ten minste eenmaal per week wordt\n                                          beproefd.\n\n1 Schepen die niet zijn voorzien van middelen tot werktuiglijke voortstuwing, zijn vrijgesteld\n                                                van de voorschriften V/26 tot en met V/28 van het SOLAS-verdrag.\n\n2 De artikelen 64 van het besluit en 52 van deze regeling zijn niet van toepassing op schepen als bedoeld in het eerste lid.\n\n1 Dit hoofdstuk is van toepassing op buitenlandse schepen als bedoeld in de Wet buitenlandse schepen.\n\n2 Voor de toepassing van dit hoofdstuk wordt onder \u2018buitenlandse schepen\u2019 mede verstaan:\n                                             daarmee op grond van de Wet buitenlandse schepen gelijkgestelde schepen.\n\n1 \nArtikel 9, aanhef en eerste lid, onderdeel a, en het tweede lid, van het besluit en de artikelen 4, eerste en tweede lid, 7, eerste lid, 7a, 9, 13, 19, 22, derde lid, en 47 zijn van overeenkomstige toepassing op buitenlandse schepen, voor zover met die schepen\n                                             reizen worden ondernomen van of naar een haven in het Europese deel van Nederland.\n\n2 Voorts zijn op buitenlandse schepen de artikelen 40, eerste en derde lid, en 61, eerste lid, van het besluit van overeenkomstige toepassing, voorzover die artikelen betrekking hebben op de voorschriften\n                                             V/19.2.4 en V/20 van het SOLAS-verdrag.\n\nEen op grond van artikel 5, eerste lid, van de Wet buitenlandse schepen aangewezen toezichthouder is bevoegd een buitenlands schip aan te houden, indien:\n\na. het schip niet is voorzien van een ingevolge artikel 9, eerste lid, aanhef en onderdeel a, en het tweede lid, van het besluit, artikel 4, eerste lid, 7, eerste lid of 7a benodigd certificaat;\n\nb. het schip of de bedrijfsvoering over het schip niet voldoet aan de eisen, bedoeld\n                                             in de artikelen 19, 22, derde lid, 30 en 57, tweede lid;\n\nc. aan boord van het schip de voorschriften of verplichtingen, bedoeld in artikel 47, niet worden nageleefd.\n\nOvertreding van de voorschriften, bedoeld in artikel 57, is een strafbaar feit.\n\n[Vervallen per 01-07-2014]\n\n[Vervallen per 01-07-2014]\n\n[Vervallen per 01-07-2014]\n\n[Vervallen per 01-07-2014]\n\n[Vervallen per 01-07-2014]\n\n[Vervallen per 01-07-2014]\n\n[Vervallen per 01-07-2014]\n\n[Vervallen per 01-07-2014]\n\n[Vervallen per 01-07-2014]\n\nVan de wijze van bekendmaking van de op grond van deze regeling toepasselijke Codes,\n                                       resoluties en circulaires wordt mededeling gedaan in de Staatscourant.\n\n1 \nArtikel 71, eerste tot en met derde lid, van het besluit is van overeenkomstige toepassing op de ingevolge deze regeling toepasselijke Codes,\n                                             resoluties en circulaires.\n\n2 Ministeri\u00eble besluiten op grond van het eerste lid worden bekendgemaakt in de Staatscourant.\n\n1 Een wijziging van een op grond van deze regeling toepasselijke richtlijn gaat voor\n                                             de toepassing van deze regeling gelden met ingang van de dag waarop aan de betrokken\n                                             wijzigingsrichtlijn uitvoering moet zijn gegeven, tenzij bij ministerieel besluit,\n                                             dat in de Staatscourant wordt bekendgemaakt, een ander tijdstip wordt vastgesteld.\n\n2 Uitrusting van een door het Hoofd van de Scheepvaartinspectie goedgekeurd type, waarop\n                                             als gevolg van de inwerkingtreding van een uitvoeringsverordening scheepsuitrusting\n                                             de voorschriften van richtlijn 2014/90/EU van toepassing zijn geworden, mag in afwijking van artikel 33 nog gedurende een termijn van drie jaar, gerekend vanaf die dag van inwerkingtreding\n                                             aan boord van schepen worden geplaatst, mits zij voor die dag werd vervaardigd en\n                                             ook de typegoedkeuring voor die dag werd verleend.\n\n1 In afwijking van artikel 3a worden op een Caribisch-Nederlands schip waarvoor op grond van hoofdstuk 6a een certificaat van deugdelijkheid is afgegeven, de bepalingen van hoofdstuk 6a,\n                                             zoals dat luidde tot 1\u00a0juli 2014, toegepast tot de geldigheidsduur van het certificaat\n                                             op grond van artikel 59e afloopt.\n\n2 Een Caribisch-Nederlands schip dat niet buiten de in artikel 41b, tweede lid, bedoelde gebiedsbegrenzingen wordt gebracht, is tot 1\u00a0september 2016 vrijgesteld\n                                             van de in artikel 3a bedoelde verplichting alsmede de in bijlage 6 opgenomen eisen.\n\nDeze regeling treedt in werking op 1\u00a0januari 2005, met uitzondering van de artikelen 4, derde lid, 5, tweede lid, en 6, tweede lid, die in werking treden op het tijdstip waarop artikel 6 van het Schepenbesluit 2004 in werking treedt.\n\nDeze regeling wordt aangehaald als: Regeling veiligheid zeeschepen.\n\nDeze regeling zal met de toelichting in de Staatscourant worden geplaatst, met uitzondering\n                                       van de bijlage, die ter inzage wordt gelegd bij het Ministerie van Verkeer en Waterstaat.\n\nMinister\n\nK.M.H. Peijs\n\n[Vervallen per 01-01-2018]\n\n[Red: Ligt ter inzage bij het Ministerie van Verkeer en Waterstaat.]\n\n[Toekomstige wijziging(en) op 01-04-2024. Zie het overzicht van wijzigingen]\n\nSchepen als bedoeld in artikel 3a, eerste lid, onderdeel b, voldoen aan de volgende eisen:\n\na. ten aanzien van de scheepsbouwkundige, werktuigkundige en elektrotechnische aspecten,\n                                          aan de eisen opgenomen in de regels, bedoeld in artikel 37, tweede lid, van het besluit;\n\nb. ten aanzien van de stuurinrichting:\n\n1. zij zijn voorzien van ten minste twee van elkaar onafhankelijke stuurinrichtingen;\n\n2. de stuurinrichtingen zijn zodanig ontworpen dat bij volle kracht vooruit, bij volle\n                                                kracht achteruit en onder de te verwachten bedrijfsomstandigheden een goede werking\n                                                is gegarandeerd;\n\n3. de stuurinrichting is, wanneer het schip op de grootst toegestane diepgang in zeewater\n                                                lig, in staat om bij de maximum dienstsnelheid vooruit het roer 35 graden uitslag\n                                                aan \u00e9\u00e9n zijde te bewegen naar 35 graden uitslag aan de andere zijde. De tijdsduur\n                                                benodigd voor het bewegen van het roer van 35 graden uitslag aan \u00e9\u00e9n zijde tot 30\n                                                graden uitslag aan de andere zijde, mag onder dezelfde omstandigheden niet meer dan\n                                                28 seconden bedragen;\n\n4. de stuurinrichting is zodanig uitgevoerd dat bij een enkelvoudige fout in het pijpleidingsysteem\n                                                of aan \u00e9\u00e9n van de krachtwerktuigen, het defecte gedeelte zo danig buiten bedrijf kan\n                                                worden gesteld dat de goede werking van de stuurinrichting kan worden gehandhaafd\n                                                of snel kan worden hersteld;\n\n5. de stuurinrichtingen kunnen vanaf de brug worden bediend;\n\n6. het uitvallen van de energie voorziening van de krachtwerktuigen en het laag niveau\n                                                van de hydraulische olie zijn op de brug gealarmeerd; en\n\n7. de stand van het roer wordt op de brug aangegeven. Het systeem van de roerstand aanwijzing\n                                                werkt onafhankelijk van het afstandsbedieningsysteem;\n\nc. ten aanzien van de bescherming tegen, de opsporing en de bestrijding van brand:\n\n1. zij zijn voorzien van ten minste \u00e9\u00e9n brandbluspomp;\n\n2. de brandbluscapaciteit bedraagt niet minder dan 4/3 van de capaciteit van de voorgeschreven\n                                                lenspompen;\n\n3. indien meerdere brandbluspompen worden gebruikt, heeft elke brandbluspomp een capaciteit\n                                                van niet minder dan 80% van de vereiste totale capaciteit gedeeld door het aantal\n                                                brandbluspompen, maar in geen geval minder dan 10 m3/uur;\n\n4. de brandbluspomp kan vanaf de brug worden gestart zodat onmiddellijk watertoevoer\n                                                van de brandblusleiding beschikbaar is;\n\n5. de waterdruk bij de brandkranen is tenminste 0,20 N/mm2 met \u00e9\u00e9n waterstraal in werking, en\n\n6. elk deel van het schip kan met \u00e9\u00e9n straal worden bereikt;\n\nd. ten aanzien van de voorzieningen in ruimtes voor machines van categorie A:\n\n1. de eis van voorschrift II-2/10.4 van het SOLAS-verdrag met betrekking tot de vast\n                                                aangebrachte brandblusinstallatie is van overeenkomstige toepassing;\n\n2. schijnlichten, indien aanwezig, zijn van staal;\n\n3. in schachten van ruimten voor machines zijn geen ramen, patrijspoorten of lichtranden\n                                                aangebracht;\n\n4. bedieningsmiddelen zijn aangebracht voor:\n\ni. schijnlichten en ventilatieopeningen;\n\nii. sluiten van mechanisch bewogen deuren;\n\niii. stoppen van de ventilatoren;\n\niv. stoppen van brandstofoliepompen, en\n\nv. sluiten van de snelafsluiters aan de brandstoftank;\n\n5. de bedieningsmiddelen, genoemd in 4., zijn buiten de desbetreffende ruimte aangebracht\n                                                en gegroepeerd op zo weinig mogelijk plaatsen. Een dergelijke plaats heeft een veilige\n                                                toegang van open dek;\n\n6. ventilatiesystemen van ruimtes voor machines van categorie A zijn volledig gescheiden\n                                                van andere ventilatiesystemen;\n\ne. ten aanzien van reddingmiddelen en radiocommunicatie zijn de hoofdstukken III en IV\n                                          van het SOLAS-verdrag van overeenkomstige toepassing met uitzondering van de eisen\n                                          van de volgende voorschriften van hoofdstuk III:\n\n1. voorschrift 6.2.1.1 met betrekking tot het minimum aantal portofoons mits er in ieder\n                                                geval \u00e9\u00e9n portofoon aan boord is;\n\n2. voorschrift 6.3 met betrekking tot het minimum aantal valschermlichten mits het schip\n                                                zich beperkt tot reizen van ten hoogste 30 zeemijlen uit de kust en er nooit minder\n                                                dan 6 valschermlichten aan boord zijn;\n\n3. voorschrift 6.4.2;\n\n4. voorschrift 18;\n\n5. voorschrift 31.2 met betrekking tot het hebben van een hulpverleningsboot mits alternatieve\n                                                voorzieningen zijn getroffen om een drenkeling binnen 15 minuten horizontaal binnenboord\n                                                te brengen, en\n\n6. voorschrift 32.1.1 met betrekking tot de verplichte hoeveelheid reddingboeien aan\n                                                boord mits er nooit minder dan 3 reddingboeien aan boord zijn waarvan ten minste 1\n                                                met lijn en 1 met licht.\n\nSchepen bedoeld in artikel 3a, eerste lid, onderdeel c, voldoen aan de volgende eisen:\n\na. ten aanzien van de scheepsbouwkundige, werktuigkundige en elektrotechnische aspecten,\n                                          de eisen opgenomen in de regels, bedoeld in artikel 37, tweede lid, van het besluit;\n\nb. bij tewerkstelling aan boord van:\n\n1. 12 bijzondere opvarenden of minder: de eisen, bedoeld in paragraaf 1, onder c, d en\n                                                e, van deze bijlage;\n\n2. meer dan 12 bijzondere opvarenden als bedoeld in de SPS-Code: de eisen van de hoofdstukken\n                                                2, 3, 4, 6, 8 en 9 van de van overeenkomstige toepassing zijnde SPS-Code. Voor zover\n                                                in deze eisen wordt verwezen naar het Uitwateringsverdrag of het SOLAS-verdrag worden\n                                                die verdragen overeenkomstig toegepast met inachtneming van alle op grond van artikel 71 van het besluit toepasselijke wijzigingen van dat verdrag;\n\nc. indien zij bemand naar hun bestemming worden gesleept:\n\n1. aanwezigheid van voldoende reddingmiddelen voor de bemanning van het schip; en\n\n2. voorzieningen aanwezig ten behoeve van radiocommunicatie met het slepende schip.\n\n[Toekomstige wijziging(en) op 01-04-2024. Zie het overzicht van wijzigingen]\n\nSchepen als bedoeld in artikel 3a, eerste lid, onderdeel b, voldoen aan de volgende eisen:\n\na. ten aanzien van de scheepsbouwkundige, werktuigkundige en elektrotechnische aspecten,\n                                          aan de eisen opgenomen in de regels, bedoeld in artikel 37, tweede lid, van het besluit;\n\nb. ten aanzien van de stuurinrichting:\n\n1. zij zijn voorzien van ten minste twee van elkaar onafhankelijke stuurinrichtingen;\n\n2. de stuurinrichtingen zijn zodanig ontworpen dat bij volle kracht vooruit, bij volle\n                                                kracht achteruit en onder de te verwachten bedrijfsomstandigheden een goede werking\n                                                is gegarandeerd;\n\n3. de stuurinrichting is, wanneer het schip op de grootst toegestane diepgang in zeewater\n                                                lig, in staat om bij de maximum dienstsnelheid vooruit het roer 35 graden uitslag\n                                                aan \u00e9\u00e9n zijde te bewegen naar 35 graden uitslag aan de andere zijde. De tijdsduur\n                                                benodigd voor het bewegen van het roer van 35 graden uitslag aan \u00e9\u00e9n zijde tot 30\n                                                graden uitslag aan de andere zijde, mag onder dezelfde omstandigheden niet meer dan\n                                                28 seconden bedragen;\n\n4. de stuurinrichting is zodanig uitgevoerd dat bij een enkelvoudige fout in het pijpleidingsysteem\n                                                of aan \u00e9\u00e9n van de krachtwerktuigen, het defecte gedeelte zo danig buiten bedrijf kan\n                                                worden gesteld dat de goede werking van de stuurinrichting kan worden gehandhaafd\n                                                of snel kan worden hersteld;\n\n5. de stuurinrichtingen kunnen vanaf de brug worden bediend;\n\n6. het uitvallen van de energievoorziening van de krachtwerktuigen en het laag niveau\n                                                van de hydraulische olie zijn op de brug gealarmeerd, en\n\n7. de stand van het roer wordt op de brug aangegeven. Het systeem van de roerstand aanwijzing\n                                                werkt onafhankelijk van het afstandsbedieningsysteem;\n\nc. ten aanzien van de lensinrichting: de privaatrechtelijke eisen (Rules) van de klassenbureaus\n                                          voor vrachtschepen met een lengte van minder dan 24 meter en met eigen middelen tot\n                                          werktuiglijke voortstuwing;\n\nd. ten aanzien van de bescherming tegen, de opsporing en de bestrijding van brand:\n\n1. zij zijn voorzien van ten minste \u00e9\u00e9n brandbluspomp;\n\n2. capaciteit: de totale capaciteit van de (hoofd)brandbluspomp is niet kleiner dan:\n\nQ = (0,145(L (B+D))1/2+ 2,170)2 maar hoeft niet meer te zijn dan 25 m3/uur\n\nwaarin:\n\nB = grootste breedte (van de mal) van het vaartuig in meters\n\nD = grootste hoogte van de holte tot het schottendek in meters\n\nL = Lengte van het vrijboord in meters\n\nQ = totale capaciteit in m3/uur;\n\n3. indien meerdere brandbluspompen worden gebruikt, heeft elke brandbluspomp een capaciteit\n                                                van niet minder dan 80% van de vereiste totale capaciteit gedeeld door het aantal\n                                                brandbluspompen, maar in geen geval minder dan 10 m3/uur;\n\n4. de brandbluspomp kan vanaf de brug worden gestart zodat onmiddellijk watertoevoer\n                                                van de brandblusleiding beschikbaar is;\n\n5. de waterdruk bij de brandkranen is tenminste 0,20 N/mm2 met \u00e9\u00e9n waterstraal in werking, en\n\n6. elk deel van het schip kan met \u00e9\u00e9n straal worden bereikt;\n\ne. ten aanzien van de voorzieningen in ruimtes voor machines van categorie A:\n\n1. de eis van voorschrift II-2/10.4 van het SOLAS-verdrag met betrekking tot de vast\n                                                aangebrachte brandblusinstallatie is van overeenkomstige toepassing;\n\n2. schijnlichten, indien aanwezig, zijn van staal;\n\n3. in schachten van ruimtes voor machines zijn geen ramen, patrijspoorten of lichtranden\n                                                aangebracht;\n\n4. bedieningsmiddelen zijn aangebracht voor:\n\ni. schijnlichten en ventilatieopeningen;\n\nii. sluiten van mechanisch bewogen deuren;\n\niii. stoppen van de ventilatoren;\n\niv. stoppen van brandstofoliepompen, en\n\nv. sluiten van de snelafsluiters aan de brandstoftank;\n\n5. de bedieningsmiddelen, genoemd in 4, zijn buiten de desbetreffende ruimte aangebracht\n                                                en gegroepeerd op zo weinig mogelijk plaatsen. Een dergelijke plaats heeft een veilige\n                                                toegang van open dek;\n\n6. ventilatiesystemen van ruimtes voor machines van categorie A zijn volledig gescheiden\n                                                van andere ventilatiesystemen, en\n\n7. er is een wachtklok aanwezig conform de uitvoeringseisen van de Code on Alerts and\n                                                Indicators 2009 indien er wachtronden in de machinekamer gelopen kunnen worden;\n\nf. ten aanzien van brandbeheersing, met als doel het insluiten van de brand binnen de\n                                          ruimte waar deze is ontstaan:\n\n1. het vaartuig wordt onderverdeeld door brandschotten en -dekken;\n\n2. de thermische isolatie van begrenzingen is afgestemd op het brandgevaar van de ruimte\n                                                en aangrenzende ruimtes, en\n\n3. de brandwerendheid van de begrenzingen wordt gehandhaafd bij openingen en doorvoeringen;\n\ng. ten aanzien van structurele brandbeveiliging:\n\n1. de minimale brandwerendheid van schotten en dekken is conform Tabel 1:\n\n[Punt]\n\nRuimte\n\nGescheiden door\n\nVan Ruimte\n\n[(1)]\n\nRuimte voor machines van categorie A\n\nA-60\n\nAccommodatie / controlestations /\n\ngangen / trappen / dienstruimten\n\nmet hoog brandrisico\n\n[(2)]\n\nRuimte voor machines van categorie A\n\nA-O\n\nAndere ruimtes dan hierboven vermeld [punt (1)]\n\n[(3)]\n\nKombuis\n\nA-O\n\nTenzij anders bepaald\n\n[(4)]\n\nDienstruimte met een hoog brandrisico anders dan kombuis\n\nB-15\n\nTenzij bovenstaand vermeld [punt (1)]\n\n[(5)]\n\ngang, trappenhuis\n\nB-O\n\nTenzij bovenstaand vermeld [punt (1)]\n\n[(6)]\n\nLaadruimte\n\nA-O\n\nTenzij bovenstaand vermeld [punt (1)]\n\n2. begrenzingen van ruimtes die niet hierboven zijn vermeld zijn van onbrandbaar materiaal;\n\n3. de romp, de bovenbouw, structurele schotten, dekken en dekhuizen zijn vervaardigd\n                                                van staal of ander gelijkwaardig materiaal. Voor de toepassing van de omschrijving\n                                                van staal of ander gelijkwaardig materiaal zoals die gegeven is in het SOLAS-verdrag\n                                                is de toepasselijke blootstellingduur aan brand een uur. Schepen gebouwd van ander\n                                                materiaal dan van staal, behoeven speciale aandacht;\n\n4. trappen zijn op ten minste een verdieping afgesloten door schotten en deuren of luiken,\n                                                teneinde de vrije stroom van rook naar andere dekken van het vaartuig en de luchttoevoer\n                                                naar het vuur te beperken. Deuren die een dergelijke afsluitende werking hebben, zijn\n                                                zelfsluitend;\n\n5. openingen in Klasse \u2018A\u2019 schotten zijn voorzien van permanent bevestigde afsluitmiddelen\n                                                die ten minste dezelfde brandwerendheid hebben als de schotten of dekken waarin deze\n                                                zijn aangebracht;\n\n6. binnentrappen die ruimtes voor machines bedienen, accommodatieruimtes, dienstruimtes\n                                                of controlestations zijn van staal of ander gelijkwaardig materiaal;\n\n7. deuren in begrenzingschotten van ruimtes voor machines van categorie A en kombuizen,\n                                                zijn zelfsluitend behalve wanneer deze op zee gesloten blijven, en\n\n8. waar Klasse \u2018A\u2019 schotten zijn doorboord voor het doorvoeren van elektriciteitskabels,\n                                                leidingen, schachten, kokers, etc. of voor spanten, balken of andere structurele delen,\n                                                zijn voorzieningen getroffen om ervoor te zorgen dat de brandwerendheid niet wordt\n                                                aangetast. Voorzieningen voorkomen eveneens de overdracht van warmte aan niet-ge\u00efsoleerde\n                                                grenzen aan de kruisingen en eindpunten van de schotten en doorboringen, door de horizontale\n                                                en verticale grenzen of doorboringen over een afstand van 450 mm te isoleren;\n\nh. ten aanzien van materialen:\n\n1. verven, vernissen en andere stoffen voor afwerking, gebruikt op blootgestelde inwendige\n                                                oppervlakken produceren bij brand geen overmatige hoeveelheden rook, giftige gassen\n                                                of dampen en hebben een laag vlamspreidend vermogen type overeenkomstig de onderdelen\n                                                2 en 5 van bijlage 1 bij de FTP Code;\n\n2. isolerende materialen zijn onbrandbaar met uitzondering van materialen gebruikt in\n                                                laadruimtes of koelvrieskamers of dienstruimtes;\n\n3. waar leidingen Klasse \u2018A\u2019 of \u2018B\u2019 schotten doorboren, zijn de leidingen of de onderdelen\n                                                van de doorboring vervaardigd van staal of ander equivalent materiaal, rekening houdend\n                                                met de temperatuur en brandwerendheid die dergelijke schotten moeten hebben;\n\n4. leidingen waar olie of brandbare vloeistoffen door accommodatieruimtes en dienstruimtes\n                                                worden vervoerd, zijn gelet op het brandgevaar vervaardigd uit staal of ander equivalent\n                                                materiaal;\n\n5. materialen die gemakkelijk onbruikbaar worden door warmte, worden niet gebruikt voor\n                                                spuipijpen, sanitaire en andere overboord openingen, die dicht bij de lastlijn liggen\n                                                en waarvan falen, in geval van brand, gevaar voor instromen van water met zich mee\n                                                zou brengen;\n\n6. de onderste laag van dekbedekkingen in accommodatieruimtes, dienstruimtes en bedieningsstations\n                                                zijn van materiaal dat noch gemakkelijk kan ontbranden, noch aanleiding kan geven\n                                                tot vergiftiging- of explosiegevaar bij verhoogde temperaturen, overeenkomstig de\n                                                onderdelen 2 en 6 van bijlage 1 bij de FTP Code, en\n\n7. materialen die worden gebruikt voor bijvoorbeeld het isoleren van leidingen, in ruimtes\n                                                voor machines en andere ruimtes met een hoog brandrisico zijn onbrandbaar; dampwerende\n                                                lagen en kleefstoffen gebruikt bij isolatie, alsmede de isolatie van pijpleidingen\n                                                voor koudwatersystemen, behoeven niet onbrandbaar te zijn, doch het gebruik ervan\n                                                is tot het praktisch mogelijke minimum beperkt en de blootgestelde oppervlakken hebben\n                                                een laag vlamspreidend vermogen;\n\ni. ten aanzien het oppervlak van de isolatie:\n\nin ruimtes waarin olieproducten aanwezig kunnen zijn, is het oppervlak van de isolatie\n                                          ondoordringbaar voor olie en oliedampen. Isolatie wordt dusdanig aangebracht dat onderdompeling\n                                          in olielekkage wordt voorkomen;\n\nj. ten aanzien van ventilatiesystemen:\n\n1. ventilatoren voldoen aan het vereiste dat ze aan en uitgezet kunnen worden en de belangrijkste\n                                                in- en uitlaten van het ventilatiesysteem gesloten kunnen worden van buiten de ruimte\n                                                die ze bedienen;\n\n2. ventilatiekanalen bestemd voor ruimtes voor machines van categorie A die door accommodatieruimtes,\n                                                kombuizen, dienstruimtes of bedieningsstations gaan, zijn vervaardigd van staal en\n                                                ingericht om de brandwerendheid van de schotten te waarborgen;\n\n3. ventilatiesystemen voor opslagruimtes waar licht ontvlambare producten kunnen worden\n                                                opgeslagen, worden intrinsiek veilig uitgevoerd;\n\n4. ventilatiekanalen bestemd voor ruimtes voor machines van categorie A en kombuisafzuigsystemen\n                                                zijn onafhankelijk van ventilatiesystemen van overige ruimtes;\n\n5. er is een ventilatiesysteem aanwezig dat eventuele opeenhoping van gassen die kunnen\n                                                worden uitgestoten uit batterijen voorkomt, en\n\n6. ventilatieopeningen mogen aangebracht worden onder en in de onderste delen van gangdeuren\n                                                van passagiersruimtes, bemanningsverblijven en deuren van het dagverblijf. De totale\n                                                netto-oppervlakte van een dergelijke opening is niet groter dan 0,05 m2. Overdrukopeningen en -kanalen zijn niet toegestaan in brandschotten en -dekken;\n\nk. ten aanzien van brandstofsystemen:\n\n1. aan boord van een vrachtschip waar brandstofolie wordt gebruikt, zijn de inrichtingen\n                                                voor de opslag, de distributie en het gebruik van brandstofolie zodanig dat de veiligheid\n                                                van het schip en van de zich aan boord bevindende personen is verzekerd;\n\n2. brandstoftanks gelegen binnen de begrenzingswanden van ruimtes voor machines van categorie\n                                                A, bevatten geen brandstofolie met een vlampunt lager dan 60\u00b0C;\n\n3. brandstofolie, smeerolie en andere ontvlambare oli\u00ebn worden niet in voorpiektanks\n                                                vervoerd;\n\n4. oliebrandstofleidingen zijn ver gelegen van hete oppervlakken, elektrische installaties\n                                                en andere ontstekingsbronnen en zijn afgeschermd, of anderszins doeltreffend beschermd\n                                                om te voorkomen dat wegspattende of weglekkende olie terecht komt op ontstekingsbronnen.\n                                                Het aantal verbindingen in deze leidingstelsels wordt tot een minimum beperkt;\n\n5. oppervlakken met temperaturen boven de 220\u00b0C waarop brandstofolie terecht kan komen\n                                                zijn als gevolg van een defect aan het brandstofoliesysteem afdoende ge\u00efsoleerd. Voorzorgsmaatregelen\n                                                worden genomen om te voorkomen dat olie onder druk, die uit een pomp, filter of voorverwarmers\n                                                zou kunnen ontsnappen, in aanraking komt met hete oppervlakken, en\n\n6. alle zich aan de buitenkant bevindende hogedrukbrandstoftoevoerleidingen tussen de\n                                                hogedrukbrandstofpompen en -brandstofinjectoren zijn beveiligd met een systeem van\n                                                dubbelwandige buizen die brandstof vanuit een defecte hogedrukleiding kunnen binnenhouden.\n                                                Een geschikte afscheiding rond motoren met een vermogen van 375 kW of minder met brandstofinjectiepompen\n                                                die meer dan een injector bedienen, mag gebruikt worden als alternatief voor het dubbelwandige\n                                                leidingsysteem. Voor bestaande schepen die voor de eerste keer onder Nederlandse vlag\n                                                worden gebracht wordt hier voor zover mogelijk invulling aan gegeven;\n\nl. ten aanzien van gasinstallaties ten behoeve van huishoudelijk gebruik:\n\nwaar gasinstallaties worden gebruikt voor huishoudelijk gebruik zijn deze periodiek\n                                          gekeurd, goed onderhouden, zodanig opgesteld en ingericht dat het risico van brand\n                                          of explosie bij zowel een in gebruik zijnde als buiten gebruik zijnde installatie\n                                          tot een minimum teruggebracht;\n\nm. ten aanzien van ruimteverwarming:\n\nruimteverwarming, indien gebruikt, is bevestigd en zodanig geconstrueerd om brandgevaar\n                                          tot een minimum te beperken. Het ontwerp en de locatie van deze apparaten is zodanig\n                                          dat kleding, gordijnen of andere soortgelijke materialen niet kunnen worden geschroeid\n                                          of vlam kunnen vatten door de warmte van het apparaat;\n\nn. ten aanzien van voorzieningen voor ontsnapping opdat personen aan boord veilig en\n                                          snel kunnen ontsnappen naar het inschepingsdek voor de reddingmiddelen:\n\n1. functionele eisen:\n\ni. er is voorzien in veilige vluchtwegen;\n\nii. vluchtwegen worden gehandhaafd in een veilige toestand, vrij van obstakels,\n\nen\n\niii. er is zo nodig voorzien in extra hulpmiddelen om te vluchten, om toegankelijkheid\n                                                      te bieden, een heldere aanduiding en een adequaat plan voor noodsituaties.\n\n2. overige eisen:\n\ni. trappen, ladders en gangen vanuit ruimtes waarin door de bemanning onder normale omstandigheden\n                                                      dienst wordt gedaan, zijn zodanig aangebracht, dat een inschepingsdek voor reddingvaartuigen\n                                                      gemakkelijk kan worden bereikt;\n\nii. er zijn ten minste twee voorzieningen voor ontsnapping, op een zo groot mogelijke\n                                                      afstand van elkaar, vanuit elk deel van de accommodatieruimtes en dienstruimtes en\n                                                      controlestations;\n\niii. de normale uitgang van accommodatieruimtes en dienstruimtes onder het open dek leidt\n                                                      naar het open dek zonder door de ruimtes te gaan waarin een mogelijke brandhaard kan\n                                                      ontstaan (bijvoorbeeld ruimtes voor machines, opslagruimtes van brandbare vloeistoffen);\n\niv. de tweede vluchtweg mag via patrijspoorten en luiken van voldoende grootte zijn en\n                                                      bij voorkeur direct naar het open dek leiden;\n\nv. er zijn geen doodlopende gangen met een lengte van meer dan 7 meter, en\n\nvi. ten minste twee voorzieningen voor ontsnapping zijn aangebracht in ruimtes voor machines,\n                                                      behalve daar waar de kleine omvang van een ruimte dit praktisch onuitvoerbaar maakt.\n                                                      De vluchtweg bestaat uit stalen trappen of ladders op een zo groot mogelijke onderlinge\n                                                      afstand;\n\no. ten aanzien van brandblusvoorzieningen om een brand binnen de ruimte waarin deze is\n                                          ontstaan te blussen. Hiervoor moet aan de volgende functionele eisen worden voldaan:\n\n1. er zijn vaste brandblusinstallaties aanwezig, voor zover van toepassing, met inachtneming\n                                                van het brandgroeipotentieel van de te beschermen ruimtes; en\n\n2. brandblusmiddelen zijn voor gebruik gereed;\n\np. ten aanzien van draagbare brandblustoestellen:\n\n1. het aantal draagbare brandblustoestellen is volgens onderstaande Tabel 2:\n\nDRAAGBARE BRANDBLUSTOESTELLEN\n\nAANTAL\n\nAccommodatie- en dienstruimtes:\n\n\u2022 Vaartuigen \u2265 150 GT\n\n\u2022 vaartuigen < 150 GT (zie 6)\n\n\u2265 3\n\n\u2265 1\n\nRuimtes voor machines\n\n1 per 375 KW ge\u00efnstalleerd vermogen\n\nmet een minimum van 2 en een maximum van 6\n\n2. blusmedium:\n\ni. de gebruikte blusstof is geschikt voor het blussen van branden in de ruimtes waar\n                                                      de blusser is geplaatst;\n\nii. de brandblustoestellen voor gebruik in de ruimtes voor machines van vrachtschepen\n                                                      die gebruik maken van olie als brandstof, zijn van het type dat schuim, kooldioxide,\n                                                      droog poeder of ander goedgekeurde stof ontlaadt, en daarmee geschikt is om olie brand\n                                                      mee te blussen;\n\n3. capaciteit:\n\ni. de inhoud van een brandblustoestel met vloeibare blusstof is niet groter dan 13,5\n                                                      liter en niet kleiner dan 9 liter. Een brandblustoestel met een andere blusstof is\n                                                      ten minste even goed draagbaar als een toestel met een vloeibare blusstof van 13,5\n                                                      liter, terwijl het blusvermogen ten minste gelijkwaardig is aan dat van een toestel\n                                                      met 9 liter vloeibare blusstof;\n\nii. de volgende capaciteiten kunnen overeenkomstig worden toegepast:\n\n\u2022 9 liter vloeibare blusstof (water of schuim);\n\n\u2022 5 kg droog poeder;\n\n\u2022 5 kg kooldioxide;\n\n4. reservevullingen:\n\neen reservevulling is aanwezig voor elk type brandblustoestel. Als wisselen van de\n                                                vulling aan boord niet eenvoudig mogelijk is, is voor iedere voorgeschreven brandblustoestel\n                                                een reservebrandblustoestel aanwezig;\n\n5. locatie:\n\ni. de brandblustoestellen worden opgeborgen op makkelijk toegankelijke plaatsen en worden\n                                                      zo ver mogelijk van elkaar geplaatst en niet gegroepeerd;\n\nii. een van de draagbare brandblustoestellen bestemd voor gebruik in welke ruimte dan\n                                                      ook, is dichtbij de ingang van die ruimte geplaatst, en\n\n6. accommodatieruimtes, dienstruimtes en bedieningsstations zijn voorzien van een voldoende\n                                                aantal draagbare brandblustoestellen om ten minste te verzekeren dat een brandblustoestel\n                                                direct klaar is voor gebruik in ieder deel van de ruimtes voor de bemanning. Het aantal\n                                                is in ieder geval niet minder dan drie, tenzij dit praktisch niet uitvoerbaar is in\n                                                hele kleine vaartuigen, in welk geval een brandblustoestel beschikbaar is op ieder\n                                                dek waar zich accommodatieruimtes of dienstruimtes of bedieningsstations bevinden;\n\nq. ten aanzien van brandbestrijdingsapparatuur: er is een brandblusdeken aanwezig.\n\nr. ten aanzien van reddingsmiddelen en radiocommunicatie zijn de hoofdstukken III en\n                                          IV van het SOLAS-verdrag van overeenkomstige toepassing met uitzondering van de eisen\n                                          van de volgende voorschriften van hoofdstuk III:\n\n1. voorschrift 6.2.1.1 met betrekking tot het minimum aantal portofoons mits er in ieder\n                                                geval \u00e9\u00e9n portofoon aan boord is;\n\n2. voorschrift 6.3 met betrekking tot het minimum aantal valschermlichten mits het schip\n                                                zich beperkt tot reizen van ten hoogste 30 zeemijlen uit de kust en er nooit minder\n                                                dan 6 valschermlichten aan boord zijn;\n\n3. voorschrift 6.4.2;\n\n4. voorschrift 18;\n\n5. voorschrift 31.2 met betrekking tot het hebben van een hulpverleningsboot mits alternatieve\n                                                voorzieningen zijn getroffen om een drenkeling binnen 15 minuten horizontaal binnenboord\n                                                te brengen, en\n\n6. voorschrift 32.1.1 met betrekking tot de verplichte hoeveelheid reddingboeien aan\n                                                boord mits er nooit minder dan 3 reddingboeien aan boord zijn waarvan ten minste 1\n                                                met lijn en 1 met licht.\n\nSchepen als bedoeld in artikel 3a, eerste lid, onderdeel c, voldoen aan de volgende eisen:\n\na. bij een aantal van:\n\n1. 12 bijzondere opvarenden als bedoeld in de SPS-Code of minder: de eisen, bedoeld in\n                                                paragraaf 1, met uitzondering van onderdeel b en g, van deze bijlage. Voor de structurele\n                                                brandbescherming mogen de regels van de klassenbureaus worden toegepast. In geval\n                                                er accommodatie aanwezig is zijn de eisen van onderdeel g onverkort van toepassing;\n\n2. meer dan 12 bijzondere opvarenden als bedoeld in de SPS-Code: de eisen van de hoofdstukken\n                                                2, 3, 4, 6, 8 en 9 van de van overeenkomstige toepassing zijnde SPS-Code. Voor zover\n                                                in deze eisen wordt verwezen naar het Uitwateringsverdrag of het SOLAS-verdrag worden\n                                                die verdragen overeenkomstig toegepast met inachtneming van alle op grond van artikel 71 van het besluit toepasselijke wijzigingen van dat verdrag;\n\nb. indien zij naar de werklocatie worden gesleept met bijzondere opvarenden aan boord\n                                          of op locatie werken met in de nabijheid, op VHF-afstand, het slepende respectievelijk\n                                          stand-by schip ter beschikking, dat is uitgerust met een voorziening voor radiocommunicatie\n                                          volgens de desbetreffende voorschriften van hoofdstuk IV van het SOLAS-verdrag, zijn\n                                          zij in afwijking van het vereiste als bedoeld in onderdeel a, 1. of 2., voor zover\n                                          het de radiocommunicatie betreft, uitgerust met:\n\n1. 1 VHF-DSC radio-installatie die in staat is over te schakelen naar de nood- of reserve\n                                                krachtbron, en\n\n2. 1 GMDSS 2-wegs VHF radiotelefoonapparaat dat is voorzien van een voor dat doel bestemde\n                                                batterij en verzegelde reservebatterij;\n\nc. ten aanzien van de lensinrichting, voor bemande schepen:\n\n1. zij zijn voorzien van ten minste \u00e9\u00e9n werktuiglijk gedreven lenspomp van voldoende\n                                                capaciteit die in staat is alle afdelingen van het schip die niet permanent zijn ingericht\n                                                voor de opslag van vloeistoffen lens te pompen onder alle in de praktijk voorkomende\n                                                omstandigheden. Bovendien moet aan boord van een schip met een ge\u00efnstalleerd vermogen\n                                                van meer dan 130 kW nog een tweede werktuiglijk gedreven pomp aanwezig zijn waarvan\n                                                de aandrijving niet afhankelijk mag zijn van dezelfde krachtbron. E\u00e9n van de pompen\n                                                moet, buiten de lensleiding om, rechtstreeks uit de machinekamer kunnen zuigen;\n\n2. elke lenspomp moet het water in de lensleiding een snelheid van ten minste 122 meter\n                                                per minuut kunnen geven;\n\n3. de inrichting van de lensleidingen moet zodanig zijn dat geen water rechtstreeks van\n                                                buitenboord naar een afdeling kan stromen, of van een afdeling naar een andere;\n\n4. lensleidingen moeten zijn gemaakt van staal of een gelijkwaardig materiaal;\n\n5. de inwendige diameter van de lensleidingen wordt berekend volgens de volgende formule:\n\n25+1,68\u221a(L(B+D))\n\nIn deze formule is:\n\nL, B en D onderscheidenlijk de lengte, breedte en holte naar de mal als omschreven\n                                                in het op 23\u00a0juni 1969 te Londen totstandgekomen Verdrag betreffende de meting van\n                                                schepen (Trb.\u00a01970, 122);\n\n6. de minimum inwendige diameter bedraagt ten minste 50 mm, en\n\n7. de doorlaat van zuigopeningen van pompen en afsluiters moet ten minste gelijk zijn\n                                                aan die van de daarop aangesloten leidingen;\n\nGezien de waterdichte indeling van vaartuigen zonder voortstuwing kan worden afgeweken\n                                          van bovenstaande mits een daartoe onderbouwd voorstel wordt overgelegd.\n\nd. ten aanzien van de bescherming tegen, de opsporing en de bestrijding van brand, voor\n                                          een bemand schip:\n\n1. zij zijn voorzien van ten minste \u00e9\u00e9n brandbluspomp;\n\n2. de brandbluscapaciteit bedraagt niet minder dan 4/3 van de capaciteit van de voorgeschreven\n                                                lenspompen;\n\n3. indien meerdere brandbluspompen worden gebruikt, heeft elke brandbluspomp een capaciteit\n                                                van niet minder dan 80% van de vereiste totale capaciteit gedeeld door het aantal\n                                                brandbluspompen, maar in geen geval minder dan 10 m3/uur;\n\n4. de brandbluspomp kan vanaf de brug worden gestart zodat onmiddellijk water toevoer\n                                                van de brandblusleiding beschikbaar is;\n\n5. de waterdruk bij de brandkranen is tenminste 0,20 N/mm2 met \u00e9\u00e9n waterstraal in werking, en\n\n6. elk deel van het schip kan met \u00e9\u00e9n straal worden bereikt.\n\nEisen aan schip dat wordt gebezigd voor het aan boord nemen van drenkelingen met een\n                                    lengte van minder dan 24 meter\n\n1. Een schip dat wordt gebezigd voor het aan boord nemen van drenkelingen voldoet aan\n                                       bijlage 3a met de volgende aanvullingen:\n\na. ten aanzien van vrijboord en uitwateringsmerk zijn de eisen van het Uitwateringsverdrag\n                                             van toepassing;\n\nb. ten aanzien van de stabiliteit van het schip in onbeschadigde toestand zijn de eisen\n                                             van de IS-Code 2008 van toepassing.\n\n2. Voor het maken van berekeningen voor lekstabiliteit worden de volgende volumepermeabiliteit\n                                       toegepast:\n\nRuimten\n\nPermeabiliteit (%)\n\nBestemd voor voorraden\n\n60 of 95 indien beperkte hoeveelheid voorraden aanwezig is\n\nIngenomen door verblijven\n\n95\n\nIngenomen door machines\n\n85\n\nBestemd voor vloeistoffen\n\n0 of 951\n\n1 Afhankelijk van het percentage dat de zwaarste eisen oplevert.\n\n3. Andere cijfers van volumepermeabiliteit kunnen worden gebruikt als deze zijn onderbouwd\n                                       met berekeningen.\n\n4. De lekstabiliteit wordt berekend bij het volledig vervuld raken van \u00e9\u00e9n compartiment.\n\n5. Voor schepen met \u00e9\u00e9n romp en catamarans, niet zijnde schepen als bedoeld in punt 7,\n                                       wordt als omvang van de beschadiging aangenomen:\n\ni. langsscheeps: beschadiging tussen waterdichte dwarsschotten;\n\nii. dwarsscheeps: beschadiging van kleine omvang tot waterdichte langsschotten;\n\niii. verticaal: van de lijn van de onderkant van de spanten naar boven zonder begrenzing.\n\nIndien op een bepaalde plaats een beschadiging van kleinere omvang een gevaarlijkere\n                                       toestand kan veroorzaken dan wordt deze beschadiging aan de berekeningen ten grondslag\n                                       gelegd.\n\n6. Ten aanzien van de vereiste stabiliteit van het schip in de eindtoestand na beschadiging\n                                       en nadat mogelijke vereffening door overvloeien heeft plaatsgevonden, geldt dat:\n\ni. de hellingshoek waarbij statisch evenwicht optreedt niet meer dan 7\u00b0 bedraagt;\n\nii. de kromme van armen van statische stabiliteit van het schip in de eindtoestand van\n                                             vollopen een minimum bereik van 15\u00b0 voorbij de evenwichtsstand heeft, waarbij de grootste\n                                             waarde van de arm van statische stabiliteit binnen dat bereik een waarde van niet\n                                             minder dan 100 mm heeft;\n\niii. het oppervlak onder de kromme van restarmen van positieve statische stabiliteit ten\n                                             minste 0,015 mrad bedraagt, gemeten vanaf de evenwichtshoek;\n\niv. de waterlijn in beschadigde toestand niet minder dan 76 mm bedraagt, gemeten van het\n                                             vrijboorddek.\n\n7. Voor schepen met een klein waterlijnoppervlak en met een groot vrijboord in onbeschadigde\n                                       toestand, zoals catamarans, wordt als omvang van de beschadiging aangenomen:\n\ni. langsscheeps: 10% van de lengte van het schip waarbij beschadiging is opgetreden langs\n                                             de gehele scheepslengte tussen waterdichte dwarsschotten welke zijn geplaatst op een\n                                             onderlinge afstand welke niet minder is dan de langsscheepse omvang van schade in\n                                             de zijde. Wanneer de afstand tussen twee waterdichte dwarsschotten minder is dan de\n                                             schadelengte, dan worden voor de lekstabiliteitberekeningen een of meer dwarsschotten\n                                             genegeerd op een zodanige wijze dat de desbetreffende compartimentlengte gelijk is\n                                             aan of groter is dan de schadelengte. De bovengenoemde schadelengte wordt niet toegepast\n                                             binnen de voorpiek- en achterpiekcompartimenten;\n\nii. dwarsscheeps: een afstand tot de hartlijn van het schip binnenboord gemeten vanaf\n                                             de scheepshuid loodrecht op het vlak van kiel en steven ter hoogte van de hoogstgelegen\n                                             indelingslastlijn;\n\niii. verticaal: vanaf de lijn van de onderkant van de spanten naar boven zonder begrenzing.\n\nVan een catamaran wordt aangenomen dat een volledige romp beschadigd is, indien de\n                                       twee rompen volledig onafhankelijk zijn en er geen kruisverbindingen zijn die, indien\n                                       beschadigd, het andere romp- en natte dekcompartiment zouden vervullen. Van trimarans\n                                       wordt beschouwd dat zij schade hebben aan vleugel- en middencompartimenten tot aan\n                                       hartschip.\n\n8. Indien op een bepaalde plaats een kleinere beschadiging dan in de gevallen, bedoeld\n                                       in punt 7,onderdelen i tot en met iii, wordt verondersteld, die een gevaarlijkere\n                                       toestand zou veroorzaken, dan wordt deze beschadiging aan de berekeningen ten grondslag\n                                       gelegd.\n\n9. Als vorm van een beschadiging wordt een rechthoekig blok aangenomen. Waterdichte compartimenten\n                                       aan de achterkant van de spiegel die niet deel uitmaken van de romplengte en zich\n                                       niet uitstrekken tot onder de ontwerpwaterlijn, zoals overhangen en appendages, worden\n                                       niet in aanmerking genomen bij de beoordeling van de beschadigde lengte.\n\n10. Elke schade aan alle voorste compartimenten van elke romp van een schip met meerderde\n                                       rompen, welke valt binnen 5% van de lengte van het voorste deel van de waterdichte\n                                       romp, gemeten op het midden van het schip, wordt beoordeeld op lekstabiliteit.\n\n11. Ten aanzien van de vereiste stabiliteit van het schip in de eindtoestand na beschadiging\n                                       en nadat mogelijke vereffening door overvloeien heeft plaatsgevonden, geldt dat:\n\ni. de slagzijhoek waarbij statisch evenwicht optreedt niet meer dan 15\u00b0 bedraagt;\n\nii. voldoende stroeve dekoppervlakken en geschikte vasthoudpunten zoals leuningen langs\n                                             ontsnappingswegen en toegang tot ontsnappingswegen zijn aangebracht. Daarnaast is\n                                             aandacht besteed aan de middelen om toegang te krijgen tot de reddingsboten, het instappen\n                                             en het te water laten;\n\niii. de kromme van armen van positieve statische stabiliteit ten minste 20\u00b0 bedraagt, gemeten\n                                             vanaf de hellingshoek waarbij statisch evenwicht optreedt tot de hoek waarbij verder\n                                             vervuld raken van het schip optreedt;\n\niv. de maximale waarde van de arm van statische stabiliteit in bereik van positieve statische\n                                             stabiliteit ten minste 200 mm bedraagt;\n\nv. het oppervlak onder de kromme van restarmen van positieve statische stabiliteit ten\n                                             minste 0,045 mrad bedraagt, gemeten vanaf de evenwichtshoek;\n\nvi. de uiteindelijke waterlijn behorende bij het statisch evenwicht onder het laagste\n                                             punt van elke opening is gelegen welke niet is afgesloten door een goedgekeurde waterdichte\n                                             afsluiting. Dit omvat openingen zoals luchtpijpen, luikdeuren, deuren en eventuele\n                                             andere waterdichte afsluitingen;\n\nvii. deze beschadiging er niet toe mag leiden dat het schip op een waterlijn van minder\n                                             dan 76 mm drijft, gemeten van het vrijboorddek;\n\nVan het gestelde onder vii kan worden afgeweken indien:\n\n\u2013 in het ondergedompelde gedeelte van het vrijboorddek geen opslagruimte voor levensreddende\n                                             apparaten aanwezig zijn;\n\n\u2013 in het ondergedompelde gedeelte van het vrijboorddek geen onderdeel van een verzamelplaats,\n                                             inschepingsplaats of onderdeel van een ontsnappingsroute is, en\n\n\u2013 niet meer dan 10% van de lengte van de dekrand aan de beschadigde kant onder de waterlijn\n                                             is en dat negatief vrijboord beperkt is tot maximaal 300 mm, gemeten vanaf de dekrand.\n\n[Toekomstige wijziging(en) op 01-04-2024. Zie het overzicht van wijzigingen]\n\n1. Een offshoredienstschip als bedoeld in artikel 3a, eerste lid, onderdeel f, voldoet aan bijlage 3a met de volgende aanvullingen:\n\na. ten aanzien van vrijboord en uitwateringsmerk zijn de eisen van het Uitwateringsverdragvan\n                                                toepassing;\n\nb. ten aanzien van de stabiliteit van het schip in onbeschadigde toestand zijn de eisen\n                                                van de IS-Code 2008 van toepassing.\n\n2. Voor het maken van berekeningen voor lekstabiliteit wordt de volgende volumepermeabiliteit\n                                          toegepast:\n\nRuimten\n\nPermeabiliteit\n\n(%)\n\nBestemd voor voorraden\n\n60 of 95 indien beperkte hoeveelheid voorraden aanwezig is\n\nIngenomen door verbl\u0133ven\n\n95\n\nIngenomen door machines\n\n85\n\nBestemd voor vloeistoffen\n\n0 of 951\n\n1 Afhankel\u0133k van het percentage dat de zwaarste eisen oplevert.\n\n3. Andere cijfers over volumepermeabiliteit kunnen worden gebruikt als deze zijn onderbouwd\n                                          met berekeningen.\n\n4. De lekstabiliteit wordt berekend bij het volledig vervuld raken van \u00e9\u00e9n compartiment.\n\n5. Voor schepen met \u00e9\u00e9n romp en catamarans, niet zijnde schepen als bedoeld onder 7,\n                                          wordt als omvang van de beschadiging aangenomen:\n\ni. langsscheeps: beschadiging tussen waterdichte dwarsschotten;\n\nii. dwarsscheeps: beschadiging van kleine omvang tot waterdichte langsschotten;\n\niii. verticaal: van de l\u0133n van de onderkant van de spanten naar boven zonder begrenzing.\n\nIndien op een bepaalde plaats een beschadiging van kleinere omvang een gevaarl\u0133kere\n                                          toestand kan veroorzaken wordt deze beschadiging aan de berekeningen ten grondslag\n                                          gelegd.\n\n6. Ten aanzien van de vereiste stabiliteit van het schip in de eindtoestand na beschadiging\n                                          en nadat mogel\u0133ke vereffening door overvloeien heeft plaatsgevonden, geldt dat:\n\ni. de hellingshoek waarbij statisch evenwicht optreedt niet meer dan 7\u00b0 bedraagt;\n\nii. de kromme van armen van statische stabiliteit van het schip in de eindtoestand van\n                                                vollopen een minimum bereik van 15\u00b0 voorbij de evenwichtsstand heeft, waarbij de grootste\n                                                waarde van de arm van statische stabiliteit binnen dat bereik een waarde van niet\n                                                minder dan 100 mm heeft;\n\niii. het oppervlak onder de kromme van restarmen van positieve statische stabiliteit ten\n                                                minste 0,015 mrad bedraagt, gemeten vanaf de evenwichtshoek;\n\niv. de waterlijn in beschadigde toestand niet minder dan 76 mm bedraagt, gemeten van het\n                                                vrijboorddek.\n\n7. Voor schepen met een klein waterlijnoppervlak en met een groot vrijboord in onbeschadigde\n                                          toestand, zoals catamarans, wordt als omvang van de beschadiging aangenomen:\n\ni. langsscheeps: 10% van de lengte van het schip waarbij beschadiging is opgetreden langs\n                                                de gehele scheepslengte tussen waterdichte dwarsschotten welke zijn geplaatst op een\n                                                onderlinge afstand welke niet minder is dan de langsscheepse omvang van schade in\n                                                de zijde. Wanneer de afstand tussen twee waterdichte dwarsschotten minder is dan de\n                                                schadelengte, dan worden voor de lekstabiliteitberekeningen een of meer dwarsschotten\n                                                genegeerd op een zodanige wijze dat de desbetreffende compartimentlengte gelijk is\n                                                aan of groter is dan de schadelengte. De bovengenoemde schadelengte wordt niet toegepast\n                                                binnen de voorpiek- en achterpiekcompartimenten;\n\nii. dwarsscheeps: een afstand tot de hartlijn van het schip binnenboord gemeten vanaf\n                                                de scheepshuid loodrecht op het vlak van kiel en steven ter hoogte van de hoogstgelegen\n                                                indelingslastl\u0133n;\n\niii. verticaal: vanaf de l\u0133n van de onderkant van de spanten naar boven zonder begrenzing.\n\nVan een catamaran wordt aangenomen dat een volledige romp beschadigd is, indien de\n                                          twee rompen volledig onafhankelijk zijn en er geen kruisverbindingen zijn die, indien\n                                          beschadigd, het andere romp- en natte dekcompartiment zouden vervullen. Van trimarans\n                                          wordt beschouwd dat zij schade hebben aan vleugel- en middencompartimenten tot aan\n                                          hartschip.\n\n8. Indien op een bepaalde plaats een kleinere beschadiging dan in de onderdelen 7.i,\n                                          7.ii of 7.iii wordt verondersteld, die een gevaarl\u0133kere toestand zou veroorzaken,\n                                          wordt deze beschadiging aan de berekeningen ten grondslag gelegd.\n\n9. Als vorm van een beschadiging wordt een rechthoekig blok aangenomen. Waterdichte compartimenten\n                                          aan de achterkant van de spiegel die niet deel uitmaken van de romplengte en zich\n                                          niet uitstrekken tot onder de ontwerpwaterlijn, zoals overhangen en appendages, worden\n                                          niet in aanmerking genomen bij de beoordeling van de beschadigde lengte.\n\n10. Elke schade aan alle voorste compartimenten van elke romp van een schip met meerdede\n                                          rompen, welke valt binnen 5% van de lengte van het voorste deel van de waterdichte\n                                          romp, gemeten op het midden van het schip, wordt beoordeeld op lekstabiliteit.\n\n11. Ten aanzien van de vereiste stabiliteit van het schip in de eindtoestand na beschadiging\n                                          en nadat mogel\u0133ke vereffening door overvloeien heeft plaatsgevonden, geldt dat:\n\ni. de slagz\u0133hoek waarbij statisch evenwicht optreedt niet meer dan 15\u00b0 bedraagt;\n\nii. voldoende stroeve dekoppervlakken en geschikte vasthoudpunten zoals leuningen langs\n                                                ontsnappingswegen en toegang tot ontsnappingswegen zijn aangebracht. Daarnaast is\n                                                aandacht besteed aan de middelen om toegang te krijgen tot de reddingsboten, het instappen\n                                                en het te water laten;\n\niii. de kromme van armen van positieve statische stabiliteit ten minste 20\u00b0 bedraagt, gemeten\n                                                vanaf de hellingshoek waarb\u0133 statisch evenwicht optreedt tot de hoek waarb\u0133 verder\n                                                vervuld raken van het schip optreedt;\n\niv. de maximale waarde van de arm van statische stabiliteit in bereik van positieve statische\n                                                stabiliteit ten minste 200 mm bedraagt;\n\nv. het oppervlak onder de kromme van restarmen van positieve statische stabiliteit ten\n                                                minste 0,045 mrad bedraagt, gemeten vanaf de evenwichtshoek;\n\nvi. de uiteindelijke waterlijn behorende bij het statisch evenwicht onder het laagste\n                                                punt van elke opening is gelegen welke niet is afgesloten door een goedgekeurde waterdichte\n                                                afsluiting. Dit omvat openingen zoals luchtpijpen, luikdeuren, deuren en eventuele\n                                                andere waterdichte afsluitingen;\n\nvii. deze beschadiging er niet toe mag leiden dat het schip op een waterlijn van minder\n                                                dan 76 mm drijft, gemeten van het vrijboorddek;\n\nVan het gestelde onder vii kan worden afgeweken indien:\n\n\u2013 in het ondergedompelde gedeelte van het vrijboorddek geen opslagruimte voor levensreddende\n                                                      apparaten aanwezig zijn;\n\n\u2013 in het ondergedompelde gedeelte van het vrijboorddek geen onderdeel van een verzamelplaats,\n                                                      inschepingsplaats of onderdeel van een ontsnappingsroute is, en\n\n\u2013 niet meer dan 10% van de lengte van de dekrand aan de beschadigde kant onder de waterlijn\n                                                      is en dat negatief vrijboord beperkt is tot maximaal 300 mm, gemeten vanaf de dekrand.\n\n12. Industrieel personeel heeft recht op:\n\ni. kosteloze toegang tot drinkwater in gelijke hoeveelheden en van gelijke kwaliteit\n                                                als de zeevarenden aan boord;\n\nii. kosteloze toegang tot voeding in gelijke hoeveelheden en van gelijke kwaliteit als\n                                                de zeevarenden aan boord;\n\niii. kosteloze toegang tot medische behandeling in gelijke hoeveelheden en van gelijke\n                                                kwaliteit als de zeevarenden aan boord;\n\niv. kosteloze toegang tot medische voorzieningen in gelijke hoeveelheden en van gelijke\n                                                kwaliteit als de zeevarenden aan boord;\n\nv. toegang tot recreatieve voorzieningen, rekening houdend met de duur van de reis;\n\nvi. een veilige en hygi\u00ebnische leefomgeving.\n\nc. ten aanzien van inrichting van openbare ruimten en voorzieningen voor industrieel\n                                                      personeel en passagiers:\n\nOpenbare ruimten en voorzieningen voor industrieel personeel en passagiers zijn zodanig\n                                                      ontworpen en gebouwd dat:\n\ni. overmatige of onnodige werkzaamheden, of overige omstandigheden en afleidingen die\n                                                            vermoeidheid zouden kunnen veroorzaken of de waakzaamheid van het brugteam en de loods\n                                                            zouden kunnen belemmeren, voorkomen of beperkt worden; en\n\nii. werkstations voor aanvullende functies die niet essentieel zijn voor de veilige bedrijfsvoering\n                                                            van het schip, de voortstuwing en lading, of ruimten die zijn ingericht voor vergaderingen\n                                                            of ontspanning in het stuurhuis, niet zijn geplaatst binnen het gebied van de navigatiebrug\n                                                            of binnen de gezichtsvelden die nodig zijn voor verkeerswaarneming vanuit werkstations.\n\nd. ten aanzien van de toepasbaarheid van de ISM-Code worden hogesnelheidsoffshoredienstschepen\n                                                      als vrachtschepen beschouwd.\n\nHogesnelheidsoffshoredienstschepen als bedoeld in artikel 3a, eerste lid, onderdeel g, voldoen aan de eisen van paragraaf 3, onderdelen a tot en met k, met de uitzonderingen:\n\n1. In afwijking van voorschrift 7.7.5.1 is het voor een hogesnelheidsoffshoredienstschip\n                                          met een lengte van minder dan 24 meter toegestaan dat een van de twee brandbestrijdingspompen,\n                                          die ieder een afzonderlijke energievoorziening moeten hebben, is uitgevoerd als een\n                                          direct bruikbare, zelf-aanzuigende, draagbare pomp die:\n\ni. een pompcapaciteit heeft van tenminste 15 m3 per uur;\n\nii. een zuigslanglengte heeft die voorziet in alle mogelijke bewegingen van het schip;\n\niii. een energievoorziening heeft die voldoende is om 3 uur continue gebruikt te kunnen\n                                                worden en beschikbaar is in het geval de machinekamer of een van de meerdere gescheiden\n                                                machinekamers buiten gebruik is;\n\niv. aan de overige functionele eisen van de HSC-Code 2000 of de HSC-Code 1994 voldoet,\n                                                en\n\nv. beide pompen niet in dezelfde ruimte zijn opgeslagen of geplaatst.\n\n2. In afwijking van voorschrift 7.10.1 behoeven hogesnelheidsoffshoredienstschepen met\n                                          een lengte van minder dan 24 meter niet te zijn uitgerust met een brandbestrijdingsuitrusting\n                                          als bedoeld in voorschrift 7.10.3 maar kan worden volstaan met een brandbijl en een\n                                          elektrische veiligheidslamp die ten minste 3 uur licht geeft.\n\n3. Industrieel personeel heeft recht op:\n\ni. kosteloze toegang tot drinkwater in gelijke hoeveelheden en van gelijke kwaliteit\n                                                als de zeevarenden aan boord;\n\nii. kosteloze toegang tot voeding in gelijke hoeveelheden en van gelijke kwaliteit als\n                                                de zeevarenden aan boord;\n\niii. kosteloze toegang tot medische behandeling in gelijke hoeveelheden en van gelijke\n                                                kwaliteit als de zeevarenden aan boord;\n\niv. kosteloze toegang tot medische voorzieningen in gelijke hoeveelheden en van gelijke\n                                                kwaliteit als de zeevarenden aan boord;\n\nv. toegang tot recreatieve voorzieningen, rekening houdend met de duur van de reis;\n\nvi. een veilige en hygi\u00ebnische leefomgeving.\n\n4. Indien gevaarlijke stoffen worden vervoerd tijdens reizen waarop meer dan 12 personen\n                                          vervoerd worden naast de bemanning, gelden de beperkingen van hoofdstuk 7, deel D,\n                                          afdeling 7.17, van de HSC-Code 2000.\n\nEen hogesnelheidsoffshoredienstschip van minder dan 500 GT en met een lengte van 24\n                                    meter of meer met ten hoogste 60 personen aan boord, voldoet aan de eisen van de HSC-Code\n                                    2000 of de HSC-Code 1994, voor schepen van categorie B, met aanvullingen en uitzonderingen:\n\na. Algemeen\n\n1. Een hogesnelheidsoffshoredienstschip wordt ontworpen, gebouwd en onderhouden overeenkomstig\n                                          de voorschriften en eisen van een krachtens artikel 36 van het besluit aangewezen\n                                          klassenbureau voor hogesnelheidsvrachtschepen onder de HSC-Code 2000 of de HSC-Code\n                                          1994.\n\n2. Tenzij uitdrukkelijk anders is vermeld in deze paragraaf zijn de eisen, de definitie\n                                          en de genummerde secties waaraan gerefereerd wordt, de eisen, definities en secties\n                                          die gespecificeerd zijn of voorgeschreven worden in de HSC-Code 2000.1\n\n3. Industrieel personeel heeft recht op:\n\ni. kosteloze toegang tot drinkwater in gelijke hoeveelheden en van gelijke kwaliteit\n                                                als de zeevarenden aan boord;\n\nii. kosteloze toegang tot voeding in gelijke hoeveelheden en van gelijke kwaliteit als\n                                                de zeevarenden aan boord;\n\niii. kosteloze toegang tot medische behandeling in gelijke hoeveelheden en van gelijke\n                                                kwaliteit als de zeevarenden aan boord;\n\niv. kosteloze toegang tot medische voorzieningen in gelijke hoeveelheden en van gelijke\n                                                kwaliteit als de zeevarenden aan boord;\n\nv. toegang tot recreatieve voorzieningen, rekening houdend met de duur van de reis;\n\nvi. een veilige en hygi\u00ebnische leefomgeving.\n\nb. Ten aanzien van hoofdstuk 1- Algemene opmerkingen en eisen\n\n1. Als alternatief voor de specifieke exploitatievergunning bedoeld in voorschrift 1.9\n                                          kan aan een hogesnelheidsoffshoredienstschip op basis van de vaargebieden waarin het\n                                          schip zal opereren, en na goedkeuring van de ILT en acceptatie van eventueel betrokken\n                                          havenstaten, een generieke exploitatievergunning worden verleend. Hiertoe stelt de\n                                          scheepseigenaar een routehandboek op conform een vastgesteld model.\n\n2. Indien een hogesnelheidsoffshoredienstschip voornemens is een reis te ondernemen buiten\n                                          de vaargebieden waarvoor een generieke exploitatievergunning is verleend, wordt de\n                                          normale aanvraagprocedure voor een specifieke exploitatievergunning gevolgd.\n\n3. De scheepseigenaar of -beheerder controleert jaarlijks de generieke exploitatievergunning.\n                                          Deze controle met betrekking tot de desbetreffende informatie zoals informatie van\n                                          routes in de vaargebieden waarin het schip opereert en het bijbehorende routehandboek\n                                          wordt overeenkomstig de HSC-Code 2000 uitgevoerd en actueel gehouden.\n\n4. De vorm en inhoud van een generieke exploitatievergunning voor een hogesnelheidsoffshoredienstschip\n                                          komt overeen met bijlage 2 van de HSC-Code 2000. De titel van de exploitatievergunning\n                                          wordt gewijzigd in \u2018Exploitatievergunning voor hogesnelheidsoffshoredienstschepen\u2019.\n\n5. De verwijzing naar het \u2018maximaal toegestane aantal passagiers\u2019 in de exploitatievergunning\n                                          wordt gewijzigd in het \u2018maximale aantal toegestane personen\u2019.\n\n6. Internationale reizen worden slechts ondernomen na goedkeuring van de havensta(a)t(en)\n                                          van de havens die tijdens deze reizen worden aangedaan.\n\n7. Voor de toepasbaarheid van de ISM-Code worden hogesnelheidsoffshoredienstschepen als\n                                          vrachtschepen beschouwd.\n\nc. Ten aanzien van hoofdstuk 2 \u2013 Drijfvermogen, stabiliteit en waterdichte indeling,\n                                    Deel A \u2013 Algemeen\n\n1. De voorschriften van toepassing op hogesnelheidsvrachtschepen zijn van toepassing.\n                                          Voor schepen met een lengte korter dan 45 meter, zijn de volgende uitzonderingen van\n                                          toepassing:\n\ni. voorschrift 2.6.7 \u2013 Omvang van schade in de zijde, is slechts van toepassing op het\n                                                voorste \u00e9\u00e9n derde deel van de lengte of de lengte conform de definitie in de HSC-Code\n                                                2000 indien groter. In dit deel wordt de schadeomvang altijd toegepast, ongeacht de\n                                                waterdichte indeling en locatie van de hoofddwarsschotten. In de andere delen van\n                                                het schip beperkt de schadeomvang zich tussen de waterdichte hoofddwarsschotten gerekend\n                                                vanaf de kiel van het schip tot aan het dek en van de zijde van het schip tot de hartlijn\n                                                van het schip (vlak van kiel en steven);\n\nii. voorschrift 2.6.8.1.2 \u2013 Omvang van hekschade, wordt niet toegepast;\n\niii. voorschrift 2.6.9 \u2013 Omvang van bodemschade op plaatsen die kwetsbaar zijn voor lekstootschade\n                                                (raking damage), is slechts van toepassing op het voorste derde deel van de lengte\n                                                of de lengte conform de definitie in de HSC-Code 2000 indien groter. In dit deel wordt\n                                                de schadeomvang waar dan ook toegepast, ongeacht de waterdichte indeling en locatie\n                                                van de hoofddwarsschotten. In de andere delen van het schip is voorschrift 2.6.9 niet\n                                                van toepassing;\n\niv. voorschrift 2.6.10 \u2013 Omvang van bodemschade op plaatsen die niet kwetsbaar zijn voor\n                                                lekstootschade (raking damage), is slechts van toepassing op het voorste \u00e9\u00e9n derde\n                                                deel van de lengte of de lengte conform de definitie in de HSC-Code 2000 indien groter.\n                                                In dit deel dient de omvang van de beschadiging te worden berekend door middel van\n                                                de formule als gegeven in voorschrift 2.6.10.2 en toegepast te worden, ongeacht de\n                                                waterdichte indeling en locatie van de hoofddwarsschotten. In de andere delen van\n                                                het schip behoeft voorschrift 2.6.10 niet toegepast te worden.\n\nv. voorschrift 2.6.11 \u2013 Schepen met twee of meer rompen, de maximale breedte van 7 meter\n                                                voor het bepalen van het aantal beschadigde rompen is slechts van toepassing op het\n                                                voorste \u00e9\u00e9n derde deel van de lengte of de lengte conform de definitie in de HSC-Code\n                                                2000 of de HSC-Code 1994 indien groter. In de andere delen van het schip is voorschrift\n                                                2.6.11 niet van toepassing.\n\nd. Ten aanzien van hoofdstuk 3 \u2013 Structurele eisen\n\n1. Aanvullend op de voorschriften 3.3 en 3.4 \u2013 Aanvullende structurele eisen geldt dat:\n\ni. het deel van het schip dat de constructie van de offshore-installatie raakt tijdens\n                                                het overstappen van industrieel personeel naar en van de offshore-installatie, is\n                                                zodanig gebouwd en beschermd dat aanwezige spanningen worden opgevangen en beschadiging\n                                                door contact wordt vermeden. De eisen van het klassenbureau waar het schip is geklasseerd\n                                                zijn hiervoor van toepassing. Hiermee wordt invulling gegeven aan voorschrift 3.1\n                                                van de HSC-Code 2000.\n\nii. De richtlijnen van de klassenbureaus voor de certificering van offshore toegangssystemen,\n                                                die worden gebruikt voor de overdracht van personen van schepen naar offshore faciliteiten\n                                                of van schip naar schip, zijn van toepassing.\n\ne. Ten aanzien van hoofdstuk 4 \u2013 Accommodatie en ontschepingwegen\n\n1. Aanvullend op de voorschriften 1.2.1.9 tot en met 1.2.1.11 \u2013 Additionele eisen aangaande\n                                          de beschikbaarheid van accommodatie inclusief zitplaatsen geldt dat:\n\ni. de voorschriften in hoofdstuk 4 van de HSC-Code 2000 voor de scheepsconstructie, de\n                                                publieke ruimtes en de faciliteiten aan boord van toepassing zijn op industrieel personeel\n                                                en passagiers.\n\nii. naast hoofdstuk 4 van de HSC-Code 2000 openbare ruimten en voorzieningen voor industrieel\n                                                personeel en passagiers zodanig zijn ontworpen en gebouwd dat:\n\n\u2013 overmatige of onnodige werkzaamheden, of overige omstandigheden en afleidingen die\n                                                      vermoeidheid zouden kunnen veroorzaken of de waakzaamheid van het brugteam en de loods\n                                                      zouden kunnen belemmeren, voorkomen of beperkt worden; en\n\n\u2013 werkstations voor aanvullende functies die niet essentieel zijn voor de veilige bedrijfsvoering\n                                                      van het schip, de voortstuwing en lading, of ruimten die zijn ingericht voor vergaderingen\n                                                      of ontspanning in het stuurhuis, niet zijn geplaatst binnen het gebied van de navigatiebrug\n                                                      of binnen de gezichtsvelden die nodig zijn voor verkeerswaarneming vanuit werkstations.\n\n2. In aanvulling op voorschrift 4.7.2 \u2013 Het ontwerp van een hogesnelheidsoffshoredienstschip,\n                                          is een schip zodanig ontworpen dat er ten behoeve van een veilige evacuatie van de\n                                          opvarenden voldoende ruimte is om reddingsvesten, geschikte persoonlijke reddingsmiddelen\n                                          en overlevingspakken te bereiken, aan te doen en te dragen. De zitplaatsen bieden\n                                          voldoende ruimte aan industrieel personeel om de persoonlijke beschermingsmiddelen\n                                          te dragen die benodigd zijn voor het overstappen van het schip naar de offshore installatie.\n\n3. In aanvulling op het voorschrift 4.11- Bescherming van de zeevarenden en passagiers,\n                                          wordt, indien het hogesnelheidsoffshoredienstschip wordt ingezet voor het overzetten\n                                          van industrieel personeel via de boeg van het schip naar een offshore installatie,\n                                          en vice versa, het voordek en de stootblokken in de boeg zodanig uitgevoerd dat het\n                                          risico tijdens de overstap minimaal is. Bijzondere aandacht is gegeven aan leuningen,\n                                          de overstapvoorzieningen en verzonken bevestigingsarmaturen in de gangboorden.\n\n4. Bij het overzetten van industrieel personeel op zee wordt de IMO Guidance on safety\n                                          when transferring persons at sea in acht genomen.2\n\nf. Ten aanzien van hoofdstuk 7 \u2013 Brandbescherming\n\nTijdens reizen waarop meer dan 12 personen worden vervoerd naast de bemanning, worden\n                                    de te vervoeren hoeveelheden gevaarlijke stoffen beperkt tot de hoeveelheden zoals\n                                    voorgeschreven in hoofdstuk 7, deel D, afdeling 7.17 van de HSC-Code 2000.\n\ng. Ten aanzien van hoofdstuk 8 \u2013 Reddingsmiddelen en -voorzieningen\n\n1. Waar in hoofdstuk 8 van de HSC-Code 2000 sprake is van \u2018passagiers\u2019 wordt \u2018industrieel\n                                          personeel\u2019 gelezen;\n\n2. Voor alle opvarenden zijn geschikte persoonlijke beschermingsmiddelen en reddingsvesten\n                                          aanwezig waarbij:\n\ni. industrieel personeel dat op zee zal overstappen naar een ander schip of een offshore\n                                                faciliteit, uitgerust is met persoonlijke beschermingsmiddelen, inclusief overlevingspakken,\n                                                die daartoe geschikt zijn;\n\nii. voor iedere opvarende, met uitzondering van personeel genoemd onder i, een overlevingspak\n                                                aan boord beschikbaar is;\n\niii. ieder reddingsvest dat in combinatie met een overlevingspak wordt gebruikt is daartoe\n                                                geschikt;\n\n3. In afwijking van voorschrift 8.3.5.1 \u2013 Eisen aan reddingsvesten, er behoeven geen\n                                          reddingsvesten voor kinderen aan boord beschikbaar te zijn indien er geen kinderen\n                                          aan boord zijn.\n\n4. Voor hogesnelheidsoffshoredienstschip met een vrijboord tot 2,8 meter waarbij een\n                                          system voor evacuatie op zee (MES) niet aanwezig is, worden vast aangebrachte ontschepingsladders\n                                          ge\u00efntegreerd in de huid, als equivalent beschouwd. De sporten of traptreden zijn zodanig\n                                          ontworpen dat de kans op uitglijden minimaal is en dat de diepte van de uitsparingen\n                                          in de ladders voldoende is voor het gebruik van de ladder met handschoenen en laarzen.\n\n5. De veronderstelde schades bedoeld in voorschrift 2.13 van de HSC-Code 2000 die mogelijk\n                                          een slagzij of trim tot gevolg hebben, mogen geen nadelige invloed hebben op deze\n                                          equivalente manier van ontschepen.\n\n6. Open, omkeerbare, opblaasbare reddingsvlotten zijn niet toegestaan.\n\n7. In afwijking van voorschrift 8.10.5 \u2013 Verplichting voor de hulpverleningsboot, behoeft\n                                          een hogesnelheidsoffshoredienstschip met een lengte van minder dan 30 meter en met\n                                          minder dan vijf bemanningsleden niet uitgerust te zijn met een hulpverleningsboot,\n                                          mits wordt voldaan aan de eisen van de voorschriften 8.10.5.1 tot en met 8.10.5.3\n                                          van de HSC-Code 2000 en:\n\ni. het schip is ingericht om een overboord gevallen persoon binnen een tijdbestek van\n                                                15 minuten en in een horizontale positie uit het water te halen. De middelen daartoe\n                                                worden aangetoond bij het eerste onderzoek zoals voorgeschreven in de regeling en\n                                                bij het hernieuwde onderzoek;\n\nii. het schip aan weerszijden is voorzien van vast aangebrachte ontschepingsladders ge\u00efntegreerd\n                                                in de huid. IMO International Life-Saving Appliances Code. De sporten of traptreden\n                                                zijn zodanig ontworpen dat de kans op uitglijden minimaal is en dat de diepte van\n                                                de uitsparingen in de ladders voldoende is voor het gebruik van de ladder met handschoenen\n                                                en laarzen;\n\niii. de bemanning geoefend en ervaren is in \u2018man overboord\u2019-procedures;\n\niv. het uit het water halen van de overboord gevallen persoon kan worden waargenomen vanaf\n                                                de navigatiebrug; en\n\nv. het schip voldoende manoeuvreerbaar is om veilig en onder de slechtste mogelijke omstandigheden\n                                                de overboord gevallen persoon te benaderen en uit het water te halen.\n\nh. Ten aanzien van hoofdstuk 12 \u2013 Elektrische installaties Deel C \u2013 voorschriften\n                                    voor hogesnelheidvrachtschepen\n\nIndien aangetoond kan worden dat een hogesnelheidsoffshoredienstschip, vol beladen\n                                    en met een snelheid die 90% van de maximale vaarsnelheid tijdens de te ondernemen\n                                    reizen niet verder dan 4 uur van een toevluchtsoord verwijderd is, dan mogen de eisen\n                                    die in voorschrift 12.7.3 aan een \u2018klasse A\u2019 hogesnelheidspassagiersschip worden toegepast\n                                    in plaats van de eisen van voorschrift 12.8.2.2. die aan een hogesnelheidsvrachtschip\n                                    worden gesteld.\n\ni. Ten aanzien van hoofdstuk 13 \u2013 Navigatiemiddelen systemen, middelen en VDR\n\nIn afwijking van voorschrift 13.14 is het op een hogesnelheidsoffshoredienstschip\n                                    met een lengte van minder dan 30 meter toegestaan af te zien van een geluidsontvangstinstallatie\n                                    indien er ramen aanwezig zijn aan de zijkant van de brug of indien het schip beschikt\n                                    over open brugvleugels.\n\nj. Ten aanzien van hoofdstuk 15 \u2013 Inrichting operationele ruimte\n\n1. De roerganger dient zicht te kunnen hebben op alle operaties inzake het afmeren en\n                                          het overbrengen van personeel, lading, proviand en brandstof.\n\n2. Op een hogesnelheidsoffshoredienstschip met een lengte van minder dan 30 meter bedraagt\n                                          de totale boog van blinde sectoren, gerekend van recht vooruit tot 22,5\u00b0 achterlijker\n                                          dan dwars, niet meer dan 30\u00b0. Middels de vrije bewegingsruimte van een uitkijk in\n                                          de operationele ruimte is zeker gesteld dat voldaan is aan de eisen van voorschrift\n                                          15.3.2.\n\nk. Ten aanzien van hoofdstuk 18 \u2013 Operationele eisen\n\nArtikel 37 van het Besluit zeevarenden is van overeenkomstige toepassing op hogesnelheidsoffshoredienstschepen.\n\n[Toekomstige wijziging(en) op 01-04-2024. Zie het overzicht van wijzigingen]\n\nSchepen als bedoeld in de artikel 6f, voldoen aan de volgende eisen:\n\nWaar wordt verwezen naar klasse B, C of D worden de zeegebieden bedoeld, genoemd in\n                                       artikel 4 van richtlijn 2009/45/EG.\n\n1. \nRichtlijn 2009/45/EG is van overeenkomstige toepassing met inachtneming van de invullingen en afwijkingen\n                                                in deel B. van deze paragraaf.\n\n2. De eisen voor nieuwe schepen bedoeld in artikel 2, onderdeel h, van richtlijn 2009/45/EG zijn van overeenkomstige toepassing.\n\n1. Schepen worden uitgerust met voorzieningen, uitrusting en bevestigingen met een voldoende\n                                                draagkracht om in normale exploitatieomstandigheden van het schip veilige sleep- en\n                                                meer operaties te waarborgen.\n\n2. Ten aanzien van vrijboord en uitwateringsmerk zijn de eisen van het Uitwateringsverdrag\n                                                van overeenkomstige toepassing. Voor de toepassing van het Uitwateringsverdrag wordt\n                                                een passagiersschip met een lengte van minder dan 24 meter gelijkgesteld aan een passagierschip\n                                                met een lengte van 24 meter.\n\n3. Ten aanzien van de stabiliteit in onbeschadigde toestand, waterdichte indeling en\n                                                stabiliteit in beschadigde toestand zijn de eisen in Bijlage I, hoofdstuk II-1, deel\n                                                B, onder 2, van richtlijn 2009/45/EG, overeenkomstig van toepassing op schepen van de klassen B, C en D met een lengte\n                                                van minder dan 24 meter met de hierna genoemde invullingen en afwijkingen:\n\nOpeningen in waterdichte schotten:\n\na. Schepen van de klassen B, C, en D met een lengte van minder dan 24 meter zijn uitgezonderd\n                                                      van de overeenkomstige toepassing van de volgende eisen van Bijlage I van richtlijn 2009/45/EG:\n\n1\u00b0. voorschriften 13.5.1, tweede lid, 13.5.4, 13.5.5;\n\n2\u00b0. voorschrift 13.6.2;\n\n3\u00b0. voorschriften 13.7.1 tot en met 13.7.8;\n\n4\u00b0. voorschriften 13.8.1 tot en met 13.8.3.\n\nb. Schepen van de klassen B, C en D met een lengte van minder dan 24 meter voldoen overeenkomstig\n                                                      aan de volgende eisen van Bijlage I van richtlijn 2009/45/EG:\n\n1\u00b0. voorschriften 13.5.2, onderdeel 1, en 13.5.6;\n\n2\u00b0. voorschrift 13.6.1.\n\n4. Ten aanzien van elektrische installaties:\n\na. elektrische hoofdkrachtbronnen en verlichtingsinstallaties:\n\nIn schepen van de klassen C en D met een lengte van minder van 24 meter, mag een van\n                                                      de generatoraggregaten worden aangedreven door de voortstuwingsmotor, mits dit aggregaat\n                                                      een dusdanig vermogen heeft dat bovenvermelde hulpdiensten kunnen functioneren terw\u0133l\n                                                      \u00e9\u00e9n generatoraggregaat buiten bedr\u0133f is;\n\nb. elektrische noodkrachtbron:\n\nVoorschrift 3.2 van hoofdstuk D van Bijlage I van richtlijn 2009/45/EG is niet van overeenkomstige toepassing op schepen van de klassen C en D met een lengte\n                                                      van minder dan 24 meter waarop een goedgeplaatste onafhankel\u0133ke batter\u0133-opstelling\n                                                      aanwezig is waarmee de desbetreffende inrichting gedurende de volgens deze voorschriften\n                                                      vereiste t\u0133d in bedr\u0133f kan worden gehouden.\n\n5. Ten aanzien van onbemande machinekamers:\n\nOp schepen van de klassen B, C en D met een lengte van minder dan 24 meter is voorschrift\n                                                5 van hoofdstuk E, Bijlage I van richtlijn 2009/45/EG voor wat betreft de spreekverbindingen, niet overeenkomstig van toepassing.\n\n6. Ten aanzien van de bescherming tegen, de opsporing en de bestrijding van brand:\n\na. Brandbluspompen, hoofdbrandblusleidingen, brandkranen, brandslangen, straalp\u0133pen en\n                                                      directe beschikbaarheid van water:\n\n1\u00b0. Schepen van de klassen B, C en D met een lengte van minder dan 24 meter zijn uitgezonderd\n                                                            van de overeenkomstige toepassing van hoofdstuk II-2, voorschriften 3.2 tot en met\n                                                            3.6, 4, 5, 6, 7 en 8 van Bijlage I van richtlijn 2009/45/EG.\n\n2\u00b0. Schepen van de klasse C en D met een lengte van minder dan 24 meter voldoen aan de\n                                                            volgende eisen:\n\ni. Er is \u00e9\u00e9n onafhankel\u0133k aangedreven brandbluspomp aanwezig welke vanuit iedere brandkraan\n                                                                  voor brandblusdoeleinden ten minste \u00e9\u00e9n waterstraal kan leveren b\u0133 een druk als hieronder\n                                                                  aangegeven. De aldus geleverde waterhoeveelheid mag niet minder z\u0133n dan twee-derde\n                                                                  van de hoeveelheid die door de lenspompen, indien als zodanig in gebruik, moet kunnen\n                                                                  worden verwerkt. Dergel\u0133ke brandbluspompen zijn, b\u0133 gebruik van spuitopeningen met\n                                                                  een diameter van 12, 16 of 19 millimeter, in staat om b\u0133 iedere brandkraan ten minste\n                                                                  een druk in stand te houden zoals vereist b\u0133 schepen van klasse B;\n\nii. Elk schip dat meer dan 250 passagiers mag vervoeren, is van een tweede brandbluspomp\n                                                                  voorzien die te allen t\u0133de is aangesloten op de hoofdbrandblusleiding. Deze pomp is\n                                                                  elektrisch aangedreven. Pomp noch krachtbron mogen zich in dezelfde ruimte bevinden\n                                                                  als de in onderdeel 1\u00b0. voorgeschreven pomp, en de pomp is voorzien van een bl\u0133vende\n                                                                  zeewaterinlaat die zich buiten de ruimten voor machines bevindt. De pomp is in staat\n                                                                  om vanuit iedere willekeurige brandkraan op het schip ten minste \u00e9\u00e9n waterstraal te\n                                                                  leveren, waarb\u0133 een druk van ten minste 0,3 N/mm 2 gehandhaafd wordt;\n\niii. Sanitaire, ballast-, lens- of algemene dienstpompen mogen worden gebruikt als brandbluspomp;\n\niv. Elk schip is voorzien van een hoofdbrandblusleiding met een diameter die voldoende\n                                                                  is voor de doelmatige verwerking van de maximaal voorgeschreven wateropbrengst die\n                                                                  hierboven is vermeld. Het aantal en de plaatsing van de brandkranen is zodanig dat\n                                                                  elk deel van het schip ten minste door \u00e9\u00e9n waterstraal bereikt kan worden, waarb\u0133\n                                                                  voor iedere waterstraal \u00e9\u00e9n enkele slang wordt gebruikt met een maximumlengte van\n                                                                  niet meer dan 15 meter op het dek en in de bovenbouw, en tot 10 meter in machinekamers;\n\nv. Op elk schip is per brandkraan ten minste \u00e9\u00e9n brandslang aanwezig;\n\nvi. In schepen met een t\u0133del\u0133k onbemande ruimte voor machines of waar slechts \u00e9\u00e9n persoon\n                                                                  de wacht houdt, wordt onmiddell\u0133k vanaf de hoofdbrandblusleiding water onder voldoende\n                                                                  druk geleverd, hetz\u0133 door het aanzetten van \u00e9\u00e9n van de hoofdbrandbluspompen met afstandsbediening\n                                                                  vanaf de brug en het brandcontrolestation, indien aanwezig, hetz\u0133 door de hoofdbrandblusleiding\n                                                                  permanent onder druk te houden met \u00e9\u00e9n van de hoofdbrandbluspompen;\n\nvii. Op de persafsluiter van elke brandbluspomp is een terugslagklep aangebracht.\n\nb. Brandblusvoorzieningen in ruimten voor machines\n\n1\u00b0. Schepen van de klassen B, C en D met een lengte van minder dan 24 meter zijn uitgezonderd\n                                                            van de overeenkomstige toepassing van voorschriften 6.1 tot en met 6.3 en 6.8.1 tot\n                                                            en met 6.8.3 van hoofdstuk II-2, deel A van Bijlage I van richtlijn 2009/45/EG;\n\n2\u00b0. Schepen van de klassen B, C en D met een lengte van minder dan 24 meter voldoen overeenkomstig\n                                                            aan voorschriften 6.4 en 6.5 van hoofdstuk II-2, deel A, van Bijlage I van richtlijn 2009/45/EG.\n\nc. Brandweeruitrusting en ademhalingstoestellen\n\n1\u00b0. Schepen van de klassen B, C en D met een lengte van minder dan 24 meter zijn uitgezonderd\n                                                            van de overeenkomstige toepassing van voorschrift 11.1.3 van hoofdstuk II-2, deel\n                                                            A van Bijlage I van richtlijn 2009/45/EG;\n\n2\u00b0. Aan boord van schepen behoeft geen brandweeruitrusting en geen ademhalingstoestel\n                                                            aanwezig te zijn.\n\nd. Brandbeveiligingsplannen\n\nSchepen van de klassen B, C en D met een lengte van minder dan 24 meter zijn uitgezonderd\n                                                      van de overeenkomstige toepassing van voorschrift 13.2 van hoofdstuk II-2, deel A\n                                                      van Bijlage I van richtlijn 2009/45/EG.\n\n7. Ten aanzien van brandveiligheid:\n\na. Voorzieningen voor ontsnapping\n\n1\u00b0. Schepen van de klassen B, C en D met een lengte van minder dan 24 meter zijn uitgezonderd\n                                                            van de overeenkomstige toepassing van voorschriften 6.1.5 en 6.3.2 van hoofdstuk II-2,\n                                                            deel B van Bijlage I van richtlijn 2009/45/EG;\n\n2\u00b0. In ruimten voor machines is slechts \u00e9\u00e9n voorziening voor ontsnapping aangebracht,\n                                                            indien de afmetingen en de algemene inrichting van het bovenste gedeelte van de ruimte\n                                                            daartoe aanleiding geven.\n\nb. Vast aangebrachte brandontdekkings-en brandalarminstallaties. Automatische sprinkler-,\n                                                      brandontdekkings- en brandalarminstallaties\n\nSchepen van de klassen B, C en D met een lengte van minder dan 24 meter zijn uitgezonderd\n                                                van voorschrift 13.2.\n\n1. Deze bijlage is tevens van toepassing op vissersvaartuigen.\n\n2. Voor de toepassing van deze bijlage wordt met de kapitein van een schip gelijkgesteld\n                                          de schipper van een vissersvaartuig.\n\n1. Aan boord van een schip zijn de in de tabellen 1 en 2 voorgeschreven geneesmiddelen,\n                                          verpleeg- en verbandartikelen, handboeken en overige benodigdheden aanwezig. Voor\n                                          schepen waarmee gevaarlijke stoffen als bedoeld in hoofdstuk VII, deel A, van het\n                                          SOLAS-verdrag worden vervoerd en veerboten als bedoeld in artikel 3, tweede lid, van\n                                          richtlijn 92/29/EEG kunnen afwijkende hoeveelheden gelden. Deze afwijkende hoeveelheden staan tussen\n                                          haakjes vermeld.\n\n2. De in de kolommen A tot en met E voor een benodigdheid als bedoeld in het eerste lid\n                                          aangegeven minimumhoeveelheid geldt voor schepen met een gemonsterde bemanning tot\n                                          en met 15 personen. Bij een bemanningssterkte van meer dan 15 personen wordt die hoeveelheid\n                                          voor elke volgende groep van ten hoogste 15 personen steeds met honderd procent vermeerderd\n                                          tot maximaal de voor die benodigdheid in tabel 1of 2 aangegeven maximumhoeveelheid,\n                                          met dien verstande dat de maximumhoeveelheid voor een andere benodigdheid dan een\n                                          receptplichtig geneesmiddel mag worden overschreden.\n\n3. In afwijking van het tweede lid behoeft bij een bemanningssterkte van 15 tot en met\n                                          24 personen de in de kolommen A tot en met E voor een benodigdheid aangegeven hoeveelheid\n                                          slechts met vijftig procent te worden vermeerderd. Indien de in de tabellen aangegeven\n                                          hoeveelheid van een benodigdheid \u00e9\u00e9n bedraagt, behoeft deze hoeveelheid bij een bemanningssterkte\n                                          van 15 tot en met 24 personen niet te worden vermeerderd.\n\n1. De tot de uitrusting van reddingsboten, reddingsvlotten en hulpverleningsboten behorende\n                                          medicijnkisten bevatten de in kolom R van de tabellen 1 en 2 voorgeschreven benodigdheden.\n\n2. De in kolom R aangegeven hoeveelheden gelden per 50 personen, met uitzondering van\n                                          het middel tegen zeeziekte, waarvoor de per persoon benodigde hoeveelheden zijn vermeld.\n\n1. De in artikel 2 bedoelde medische uitrusting wordt in daarvoor geschikte kisten of\n                                          in daarvoor ingerichte kasten of ruimten bewaard.\n\n2. Onder de Opiumwet vallende preparaten die deel uitmaken van de medische uitrusting, worden bewaard\n                                          in een kluis, waarvan de sleutel berust bij de kapitein of bij de zeevarende aan wie\n                                          de kapitein het gebruik en beheer van de medische uitrusting heeft overgedragen.\n\n1. De geneesmiddelen en antidota worden afgenomen bij een apotheker, hetgeen moet blijken\n                                          uit een merk op de verpakking.\n\n2. Op de verpakking van de bestanddelen van de medische uitrusting is voor zover mogelijk,\n                                          het nummer aangebracht dat is vermeld in deze bijlage. Tevens is een afschrift van\n                                          de controlelijsten bevestigd op de in artikel 4, eerste lid, van deze bijlage bedoelde\n                                          kisten, kasten of ruimten.\n\n3. Op de etiketten, aanwezig op de verpakking van de benodigdheden zijn zo veel mogelijk\n                                          naast de Nederlandse, de Latijnse benamingen vermeld, overeenkomstig de nomenclatuur\n                                          van de Wereldgezondheidsorganisatie (WHO).\n\n1. De jaarlijkse inspectie van de medische uitrusting vindt plaats voorafgaand aan de\n                                          onderzoeken waaraan het schip wordt onderworpen in verband met de voor dat schip benodigde\n                                          certificaten. De inspectie heeft geen betrekking op de in artikel 3 bedoelde medische\n                                          uitrusting voor reddingsvlotten.\n\n2. De kapitein stelt bij de inspectie een controlelijst op met daarop de benamingen en\n                                          codes van alle geneesmiddelen, verplegingsartikelen en antidota die ingevolge deze\n                                          bijlage aan boord van het schip zijn vereist, en vermeldt daarbij zowel de voorgeschreven\n                                          hoeveelheden als de daadwerkelijk aan boord aanwezige hoeveelheden. In voorkomend\n                                          geval wordt tevens de houdbaarheidsdatum van die benodigdheden vermeld. De controlelijst\n                                          vermeldt voorts de naam, de vlag en de thuishaven van het schip.\n\n3. Indien de inspectie uitwijst dat de medische uitrusting van het schip in overeenstemming\n                                          is met deze bijlage, ondertekent de kapitein de controlelijst en biedt hij deze aan\n                                          de Inspectie Leefomgeving en Transport of, indien het onderzoek door een krachtens\n                                          artikel 23 van het besluit aangewezen rechtspersoon wordt verricht, aan die rechtspersoon ter visering aan.\n\nKolom A:\n\nvrachtschepen, zeilschepen en vissersvaartuigen met een onbeperkt vaargebied\n\nKolom B:\n\nvrachtschepen, zeilschepen en vissersvaartuigen met een vaargebied dat zich niet verder\n                                                   uitstrekt dan GMDSS-zeegebied A2 als bedoeld in voorschrift IV/2 van het SOLAS-verdrag\n                                                   en vrachtschepen gecertificeerd overeenkomstig de CCSS-Code\n\nKolom B1:\n\nvrachtschepen, zeilschepen en vissersvaartuigen met een vaargebied dat zich niet verder\n                                                   uitstrekt dan de Nederlandse Exclusieve Economische Zone en die niet langer dan 7\n                                                   aaneengesloten dagen buiten een Nederlandse haven zijn\n\nKolom C:\n\nvrachtschepen, zeilschepen en vissersvaartuigen met een vaargebied dat zich niet verder\n                                                   uitstrekt dan GMDSS-zeegebied A1 als bedoeld in voorschrift IV/2 van het SOLAS-verdrag\n                                                   tot 30\u00a0mijl uit de kust van een Europees land en vrachtschepen gecertificeerd overeenkomstig\n                                                   de SCV-Code waarmee reizen worden ondernomen in onbeschutte wateren (exposed waters)\n                                                   als bedoeld in voorschrift I/2.15 van die code\n\nKolom D:\n\npassagiersschepen, niet zijnde schepen waarmee korte internationale of nationale reizen\n                                                   als bedoeld in voorschrift III/3 van het SOLAS-verdrag worden gemaakt\n\nKolom E:\n\npassagiersschepen waarmee korte internationale of nationale reizen als bedoeld in\n                                                   voorschrift III/3 van het SOLAS-verdrag worden gemaakt en passagiersschepen gecertificeerd\n                                                   overeenkomstig de SCV-Code waarmee reizen worden ondernomen in onbeschutte wateren\n                                                   (exposed waters) als bedoeld in voorschrift I/2.15 van die code\n\nMax.:\n\nmaximumhoeveelheid\n\nKolom R\n\nreddingsboten, reddingsvlotten en hulpverleningsboten per 50 personen\n\nRMA\n\nhet middel dient in beginsel slechts op advies van de Radio Medische Dienst of van\n                                                   een arts te worden toegediend of toegepast\n\nf\n\nslechts voorgeschreven bij \u00e9\u00e9n of meer bemanningsleden van het vrouwelijk geslacht\n\nt\n\nslechts voorgeschreven op reizen in tropische wateren\n\nz\n\nslechts voorgeschreven voor zeilschepen\n\n[\u00a0]\n\nslechts voorgeschreven voor schepen die gevaarlijke stoffen vervoeren en veerboten\n                                                   als bedoeld in artikel 3, tweede lid, van richtlijn 92/29/EEG, indien hiervoor een afwijkende hoeveelheid is voorgeschreven\n\namp\n\nampul\n\ncap\n\ncapsule\n\nfla\n\nflacon\n\nopl\n\noplossing\n\ntabl\n\ntablet\n\nsmelttabl\n\nsmelttablet\n\ninj\n\ninjectie\n\nim\n\nintramusculair (in een spier)\n\niv\n\nintraveneus (in een ader)\n\nsc\n\nsubcutane (onderhuidse)\n\nCode\n\nAanv. code\n\nVereiste middelen\n\nA\n\nB\n\nB1\n\nC\n\nD\n\nE\n\nMax.\n\nR\n\nMiddelen tegen hart- en vaatziekten\n\n1.1.03\n\nRMA\n\nAdrenaline amp 1 mg/1 ml (voor im, iv en sc inj)\n\n6\n\n3\n\n3\n\n\u2013\n\n6\n\n6\n\n12\n\n\u2013\n\n1.2.03\n\nRMA\n\nIsosorbide-dinitraat tabl 5\u00a0mg\n\n20\n\n10\n\n5\n\n10\n\n20\n\n20\n\n60\n\n10\n\n1.4.03\n\nRMA\n\nFytomenadion amp 10\u00a0mg/1\u00a0ml (voor im inj)\n\n2z\n\n[10]\n\n2z\n\n[5]\n\n\u2013\n\n\u2013\n\n2\n\n2\n\n[5]\n\n4\n\n[15]\n\n\u2013\n\n1.4.04\n\nRMA\n\nOxytocine amp 5U/1 ml (voor im en iv inj)\n\n6f\n\n3f\n\n\u2013\n\n3f\n\n6\n\n3\n\n12\n\n\u2013\n\n1.5.03\n\nRMA\n\nMetoprolol tabl 50 mg\n\n30\n\n10\n\n5\n\n\u2013\n\n30\n\n10\n\n60\n\n\u2013\n\n1.6.03\n\nRMA\n\nCarbasalaatcalcium 100\u00a0mg of Acetylsalicylzuur tabl 80\u00a0mg\n\n120\n\n60\n\n30\n\n\u2013\n\n120\n\n60\n\n240\n\n\u2013\n\nGeneesmiddelen voor het maagdarmkanaal\n\n2.1.05\n\nAlgeldraat+magnesiumhydroxide susp 300\u00a0ml\n\n2\n\n1\n\n\u2013\n\n\u2013\n\n4\n\n2\n\n8\n\n\u2013\n\n2.1.06\n\nRMA\n\nOmeprazol tabl/caps 20\u00a0mg\n\n60\n\n30\n\n10\n\n\u2013\n\n60\n\n30\n\n150\n\n\u2013\n\n2.2.04\n\nRMA\n\nOndansetron smelttabl 4\u00a0mg\n\n18\n\n6\n\n3\n\n3\n\n18\n\n18\n\n36\n\n\u2013\n\n2.2.05\n\nRMA\n\nMetoclopramide amp 10\u00a0mg/2\u00a0ml (voor im inj)\n\n5\n\n[30]\n\n\u2013\n\n[10]\n\n\u2013\n\n\u2013\n\n5\n\n\u2013\n\n[10]\n\n10\n\n[60]\n\n\u2013\n\n2.3.03\n\nLactulose sir, flac 300\u00a0ml\n\n2\n\n1\n\n\u2013\n\n\u2013\n\n2\n\n1\n\n4\n\n\u2013\n\n2.3.04\n\nRMA\n\nNalaurylsulfoactaat /Sorbitol/Na-citraat microklysma\n\n12\n\n4\n\n2\n\n\u2013\n\n12\n\n12\n\n24\n\n\u2013\n\n2.4.02\n\nLoperamide caps 2\u00a0mg\n\n80\n\n40\n\n20\n\n40\n\n80\n\n40\n\n200\n\n40\n\n2.6.02\n\nVaseline/lidoca\u00efne cr\u00e8me 3%, tube 30\u00a0g\n\n2\n\n1\n\n1\n\n\u2013\n\n1\n\n5\n\n\u2013\n\nPijnstillende en krampwerende middelen\n\n3.1.04\n\nIbuprofen drag 400\u00a0mg\n\n40\n\n20\n\n10\n\n\u2013\n\n40\n\n20\n\n100\n\n\u2013\n\n3.1.05\n\nParacetamol tabl 500\u00a0mg\n\n80\n\n[200]\n\n40\n\n[100]\n\n20\n\n20\n\n80\n\n80\n\n[100]\n\n200\n\n[300]\n\n80\n\n3.2.05\n\nRMA\n\nMorfine HCL amp 10\u00a0mg/1\u00a0ml (voor im en sc inj)\n\n(IN KLUIS BEWAREN)\n\n10\n\n[40]\n\n5\n\n[10]\n\n2\n\n\u2013\n\n10\n\n10\n\n[20]\n\n30\n\n[40]\n\n\u2013\n\n3.2.06\n\nRMA\n\nTramadol caps 50\u00a0mg\n\n\u2013\n\n\u2013\n\n\u2013\n\n\u2013\n\n\u2013\n\n\u2013\n\n\u2013\n\n30\n\n3.3.03\n\nRMA\n\nDiclofenac supp 100\u00a0mg\n\n10\n\n5\n\n5\n\n5\n\n10\n\n5\n\n20\n\n\u2013\n\nGeneesmiddelen voor het zenuwstelsel\n\n4.1.03\n\nRMA\n\nDiazepam mikroclysma 10\u00a0mg/2,5\u00a0ml\n\n10\n\n[10]\n\n2\n\n[5]\n\n2\n\n\u2013\n\n10\n\n5\n\n[20]\n\n20\n\n[20]\n\n\u2013\n\n4.1.04\n\nRMA\n\nOxazepam tabl 10\u00a0mg\n\n20\n\n10\n\n5\n\n\u2013\n\n20\n\n10\n\n50\n\n\u2013\n\n4.2.03\n\nRMA\n\nHaloperidol tabl 1\u00a0mg\n\n20\n\n10\n\n5\n\n\u2013\n\n20\n\n10\n\n50\n\n\u2013\n\n4.2.04\n\nRMA\n\nHaloperidol amp 5\u00a0mg/1\u00a0ml (voor im en iv inj)\n\n10\n\n2\n\n2\n\n\u2013\n\n10\n\n5\n\n20\n\n\u2013\n\n4.3.04\n\nCyclizine supp 100\u00a0mg\n\n20\n\n10\n\n5\n\n\u2013\n\n20\n\n20\n\n100\n\n\u2013\n\n4.3.05\n\nCinnarizine tabl 25\u00a0mg\n\n50\n\n20\n\n10\n\n10\n\n50\n\n50\n\n200\n\n6 pp\n\n4.4.03\n\nRMA\n\nCarbamazepine tabl 200\u00a0mg\n\n20\n\n10\n\n5\n\n\u2013\n\n20\n\n20\n\n50\n\n\u2013\n\n4.5.02\n\nRMA\n\nTemazepam tabl/caps 10\u00a0mg\n\n20\n\n10\n\n5\n\n\u2013\n\n20\n\n20\n\n50\n\n\u2013\n\nAnti-allergische en anti-anafylactische middelen\n\n5.1.05\n\nRMA\n\nClemastine tabl 1\u00a0mg\n\n20\n\n10\n\n5\n\n\u2013\n\n20\n\n20\n\n50\n\n\u2013\n\n5.2.03\n\nRMA\n\nDexamethason amp 5\u00a0mg/1\u00a0ml (voor im en iv inj)\n\n5\n\n2\n\n2\n\n\u2013\n\n5\n\n2\n\n5\n\n\u2013\n\nGeneesmiddelen voor het ademhalingsstelsel\n\n6.1.05\n\nRMA\n\nSalbutamol 0,1 mg/ds, inhalator 200 ds\n\n2\n\n[5]\n\n1\n\n[5]\n\n1\n\n[5]\n\n\u2013\n\n2\n\n1\n\n[5]\n\n4\n\n[5]\n\n\u2013\n\n6.1.06\n\nRMA\n\nBeclomethasone 0,05\u00a0mg/ds, inhalator 200\u00a0ds\n\n\u2013\n\n[5]\n\n\u2013\n\n[5]\n\n\u2013\n\n[5]\n\n\u2013\n\n\u2013\n\n\u2013\n\n[5]\n\n\u2013\n\n[5]\n\n\u2013\n\n6.1.07\n\nRMA\n\nVoorzetkamer voor 6.1.02 en 6.1.03\n\n1\n\n[2]\n\n1\n\n[2]\n\n1\n\n[2]\n\n\u2013\n\n1\n\n1\n\n[2]\n\n1\n\n[2]\n\n\u2013\n\n6.2.02\n\nDextromethorfan sir, flac 200\u00a0ml\n\n3\n\n1\n\n1\n\n\u2013\n\n3\n\n1\n\n6\n\n\u2013\n\n6.3.02\n\nRMA\n\nXylometazoline neusdr. 0,1%, druppelflac 10\u00a0ml\n\n5\n\n3\n\n3\n\n\u2013\n\n5\n\n3\n\n10\n\n\u2013\n\nInfectiewerende middelen\n\n7.1.11\n\nRMA\n\nAmoxicilline met clavulaanzuur tabl 500/125\n\n60\n\n20\n\n10\n\n\u2013\n\n60\n\n20\n\n120\n\n\u2013\n\n7.1.12\n\nRMA\n\nDoxycycline tabl 100\u00a0mg\n\n20\n\n5\n\n5\n\n\u2013\n\n20\n\n5\n\n50\n\n\u2013\n\n7.1.13\n\nRMA\n\nCefuroxim amp 750\u00a0mg + 5\u00a0ml opl (voor im inj)\n\n15\n\n6\n\n6\n\n\u2013\n\n15\n\n6\n\n30\n\n\u2013\n\n7.2.03\n\nRMA\n\nCo-trimoxazol tabl 800+160 mg\n\n30\n\n10\n\n5\n\n\u2013\n\n30\n\n10\n\n60\n\n\u2013\n\n7.4.04\n\nRMA\n\nMetronidazol tabl 500\u00a0mg\n\n20\n\n10\n\n5\n\n\u2013\n\n20\n\n10\n\n50\n\n\u2013\n\n7.4.05\n\nRMA\n\nMetronidazol supp of ovule 500\u00a0mg1\n\n\u2013\n\n[10]\n\n\u2013\n\n\u2013\n\n\u2013\n\n\u2013\n\n\u2013\n\n\u2013\n\n[25]\n\n\u2013\n\n7.5.02\n\nRMA\n\nCiprofloxacine tabl 500\u00a0mg\n\n80\n\n40\n\n20\n\n\u2013\n\n80\n\n40\n\n200\n\n\u2013\n\n7.6.03\n\nRMA\n\nTetanusvaccin amp 0,5\u00a0ml (voor im inj)\n\n(KOEL BEWAREN)\n\n5\n\n2\n\n2\n\n\u2013\n\n5\n\n2\n\n5\n\n\u2013\n\n7.6.04\n\nRMA\n\nAnti-tetanus immunoglobuline amp 250\u00a0E/2\u00a0ml (voor im inj)\n\n(KOEL BEWAREN)\n\n3\n\n1\n\n1\n\n\u2013\n\n3\n\n1\n\n5\n\n\u2013\n\n7.7.04\n\n.t\n\nRMA\n\nAtovaquon/proguanil tabl 250/100\u00a0mg\n\n252\n\n124\n\n\u2013\n\n\u2013\n\n252\n\n124\n\n756\n\n\u2013\n\n7.7.05\n\n.t\n\nRMA\n\nArtemether/Lumefantrine tabl 20/120\u00a0mg\n\n120\n\n48\n\n\u2013\n\n\u2013\n\n120\n\n120\n\n312\n\n\u2013\n\n7.7.06\n\n.t\n\nRMA\n\nArtemether 80 mg/ml, 1\u00a0ml amp\n\n10\n\n5\n\n\u2013\n\n\u2013\n\n10\n\n5\n\n20\n\n\u2013\n\nPreparaten bestemd voor rehydratie en toevoer van calorie\u00ebn en plasmavervangmiddelen\n\n8.1.03\n\nRMA\n\nORS met samenstelling vlgs WHO standaard, zakje voor de bereiding van 1\u00a0liter rehydratie-vloeistof\n\n18\n\n6\n\n6\n\n\u2013\n\n18\n\n6\n\n36\n\n\u2013\n\n8.1.04\n\nRMA\n\nNaCl 0,9% infuusvloeistof, flac 500\u00a0ml\n\n2\n\n[10]\n\n1\n\n[6]\n\n\u2013\n\n\u2013\n\n4\n\n2\n\n[6]\n\n4\n\n[10]\n\n\u2013\n\n8.3.02\n\nRMA\n\nPlasmavervangmiddel naar keuze, flac 500\u00a0ml\n\n5\n\n3\n\n1\n\n\u2013\n\n5\n\n3\n\n10\n\n\u2013\n\nGeneesmiddelen voor dermatologisch gebruik\n\n9.1.23\n\nChloorhexidine 0,5%, flac 30\u00a0ml\n\n4\n\n2\n\n1\n\n1\n\n4\n\n2\n\n8\n\n1\n\n9.1.24\n\nChloorhexidine/Cetrimide opl, flac 250\u00a0ml\n\n3\n\n1\n\n\u2013\n\n\u2013\n\n3\n\n3\n\n5\n\n\u2013\n\n9.1.25\n\nHandalcohol 70%\n\n2\n\n1\n\n1\n\n\u2013\n\n2\n\n1\n\n4\n\n\u2013\n\n9.1.26\n\nFusidinezuur cr\u00e8me, tube 30\u00a0g\n\n3\n\n2\n\n1\n\n\u2013\n\n3\n\n2\n\n6\n\n\u2013\n\n9.1.27\n\nBetadine zalf, tube 30\u00a0g\n\n3\n\n2\n\n1\n\n1\n\n3\n\n2\n\n6\n\n\u2013\n\n9.1.28\n\nCapsicum compositum cr\u00e8me, tube 30\u00a0g\n\n3\n\n1\n\n1\n\n\u2013\n\n3\n\n1\n\n6\n\n\u2013\n\n9.1.29\n\nMiconazolnitraat cr\u00e8me 2%, tube 30\u00a0g\n\n4\n\n2\n\n1\n\n\u2013\n\n4\n\n2\n\n8\n\n\u2013\n\n9.1.30\n\nZilversulfadiazine cr\u00e8me 1%, tube 50\u00a0g\n\n(KOEL BEWAREN)\n\n5\n\n3\n\n\u2013\n\n\u2013\n\n5\n\n5\n\n8\n\n\u2013\n\n9.1.31\n\nLang houdbare antiseptische cr\u00e8me geschikt voor behandeling van brandwonden\n\n\u2013\n\n\u2013\n\n\u2013\n\n\u2013\n\n\u2013\n\n\u2013\n\n\u2013\n\n1\n\n9.1.32\n\nLanette/menthol cr\u00e8me 2%, tube 10\u00a0g\n\n2\n\n\u2013\n\n\u2013\n\n\u2013\n\n2\n\n1\n\n5\n\n\u2013\n\n9.1.33\n\nPermetrine lotion 10 mg/g, flac 59\u00a0ml\n\n3\n\n1\n\n\u2013\n\n\u2013\n\n3\n\n1\n\n5\n\n\u2013\n\n9.1.34\n\nRMA\n\nTriamcinolon 0.1%, tube 30\u00a0g\n\n2\n\n1\n\n\u2013\n\n\u2013\n\n2\n\n1\n\n4\n\n\u2013\n\n9.1.35\n\nAciclovir tabl 400 mg\n\n200\n\n100\n\n50\n\n\u2013\n\n200\n\n100\n\n400\n\n\u2013\n\nMiddelen voor oogheelkundig gebruik\n\n9.2.08\n\nRMA\n\nTetraca\u00efne oogdruppels 0,5%, unitdose\n\n(KOEL BEWAREN)\n\n20\n\n10\n\n5\n\n\u2013\n\n20\n\n10\n\n40\n\n\u2013\n\n9.2.09\n\nPilocarpine oogdruppels 2%, druppelflac 10\u00a0ml\n\n(KOEL BEWAREN)\n\n1\n\n1\n\n1\n\n\u2013\n\n1\n\n1\n\n2\n\n\u2013\n\n9.2.10\n\nFluoresce\u00efne strips 1%, verpakking van 10 stuks\n\n1\n\n1\n\n1\n\n\u2013\n\n1\n\n1\n\n2\n\n\u2013\n\n9.2.11\n\nTetracycline oogzalf 1%, tube 4g\n\n(KOEL BEWAREN)\n\n2\n\n[5]\n\n1\n\n[3]\n\n1\n\n[3]\n\n1\n\n2\n\n1\n\n[3]\n\n4\n\n[10]\n\n\u2013\n\n9.2.12\n\nFusidinezuur ooggel1%, unitdose 0,2\u00a0g\n\n(KOEL BEWAREN)\n\n24\n\n12\n\n6\n\n\u2013\n\n24\n\n12\n\n48\n\n\u2013\n\n9.2.13\n\nFysiologisch zout voor oogspoeling\n\n2\n\n1\n\n1\n\n1\n\n2\n\n1\n\n8\n\n1\n\nMiddelen voor oorheelkundig gebruik\n\n9.3.04\n\nPolymyxine-B bevattende oordruppels\n\n2\n\n1\n\n1\n\n\u2013\n\n2\n\n1\n\n4\n\n\u2013\n\nMiddelen tegen mond- en keelaandoeningen\n\n9.4.02\n\nChloorhexidine gorgeldrank 2%, flac 200\u00a0ml\n\n2\n\n1\n\n1\n\n\u2013\n\n2\n\n1\n\n4\n\n\u2013\n\nLokaal-anesthetica\n\n9.5.04\n\nLidoca\u00efne 2%, flac 20\u00a0ml zonder adrenaline (voor im en sc inj)\n\n2\n\n1\n\n1\n\n\u2013\n\n2\n\n1\n\n4\n\n\u2013\n\n9.5.05\n\nSpuitbus voor cryotherapie\n\n2\n\n1\n\n1\n\n\u2013\n\n2\n\n1\n\n4\n\n\u2013\n\nAanvullende antidota voor gevaarlijke stoffen\n\n10.1.01\n\nRMA\n\nCalciumgluconaat gel 2%, tube 25\u00a0g\n\n\u2013\n\n[5]\n\n\u2013\n\n[5]\n\n\u2013\n\n\u2013\n\n\u2013\n\n\u2013\n\n[10]\n\n\u2013\n\n[40]\n\n\u2013\n\n10.2.05\n\nRMA\n\nAtropinesulfaat amp 1 mg/1\u00a0ml (voor im en iv inj)\n\n\u2013\n\n[15]\n\n\u2013\n\n[15]\n\n\u2013\n\n\u2013\n\n\u2013\n\n\u2013\n\n[30]\n\n\u2013\n\n[100]\n\n\u2013\n\n10.2.06\n\nRMA\n\nCalciumgluconaat bruistabl 1\u00a0g\n\n\u2013\n\n[20]\n\n\u2013\n\n[20]\n\n\u2013\n\n\u2013\n\n\u2013\n\n\u2013\n\n[40]\n\n\u2013\n\n[100]\n\n\u2013\n\n10.2.09\n\nRMA\n\nGeactiveerde kool, poeder, flac 50\u00a0g\n\n\u2013\n\n[2]\n\n\u2013\n\n[2]\n\n\u2013\n\n\u2013\n\n\u2013\n\n\u2013\n\n[2]\n\n\u2013\n\n[2]\n\n\u2013\n\n10.2.10\n\nRMA\n\nAethylalcohol opl 95%, flac 500\u00a0ml\n\n\u2013\n\n[3]\n\n\u2013\n\n[1]\n\n\u2013\n\n\u2013\n\n\u2013\n\n\u2013\n\n[1]\n\n\u2013\n\n[3]\n\n\u2013\n\nDiversen\n\n12.1.02\n\nRMA\n\nGlucagon amp 1 mg + \u00a0ml opl (voor im en iv inj)\n\n(KOEL BEWAREN)\n\n2z\n\n2z\n\n\u2013\n\n2z\n\n4\n\n2\n\n4\n\n\u2013\n\n1 De bereiding en aflevering van Metronidazol zetpillen kan op praktische bezwaren\n                                    stuiten. Volgens informatie van de fabrikant is het mogelijk om vaginale ovules ook\n                                    rectaal te gebruiken. Ovules (Flagyl) zijn daarom een gelijkwaardig alternatief.\n\nCode\n\nVereiste middelen\n\nA\n\nB\n\nB1\n\nC\n\nD\n\nE\n\nMax.\n\nR\n\nReanimatiebenodigdheden\n\nII.1.11\n\nZuurstofkoffer draagbaar, compleet met gebruiksaanwijzingen, inclusief 1 gevulde medicinale\n                                                   zuurstoffles 2 l/200 bar, reduceerventiel met flowmeter en beademingsballon met groot,\n                                                   middelgroot en klein masker1\n\n1\n\n1\n\n1\n\n\u2013\n\n1\n\n1\n\n1\n\n\u2013\n\nII.1.12\n\nGevulde medicinale zuurstoffles (reserve) 2 l/200 bar, die aansluit bij II.1.11 en\n                                                   bij voorkeur daarbij op te bergen\n\n\u2013\n\n[1]\n\n\u2013\n\n[1]\n\n\u2013\n\n\u2013\n\n\u2013\n\n\u2013\n\n[3]\n\n\u2013\n\n[3]\n\n\u2013\n\nII.1.13\n\nZuurstoffles met zuurstof voor medische toepassing 40 l/200 bar of verdeeld over maximaal\n                                                   4 flessen die allen dezelfde kleurcodering, vuldruk en aansluiting hebben, klaar voor\n                                                   direct gebruik in het ziekenverblijf van het schip, met 2 flowmeters voor het toedienen\n                                                   van zuurstof aan 2 personen tegelijk1\n\n\u2013\n\n[1]\n\n\u2013\n\n[1]\n\n\u2013\n\n\u2013\n\n\u2013\n\n\u2013\n\n[1]\n\n\u2013\n\n[1]\n\n\u2013\n\nII.1.14\n\nAfzuigeenheid mechanisch om de bovenste luchtwegen vrij te maken\n\n1\n\n1\n\n1\n\n\u2013\n\n1\n\n1\n\n1\n\n\u2013\n\nII.I.15\n\nHulpmiddel voor mond op mond beademing\n\n1\n\n[2]\n\n1\n\n[2]\n\n1\n\n1\n\n2\n\n2\n\n4\n\n\u2013\n\nII.2.16\n\nGuedel (Mayo-tube) no 3\n\n\u2013\n\n[2]\n\n\u2013\n\n[2]\n\n\u2013\n\n\u2013\n\n\u2013\n\n\u2013\n\n[2]\n\n\u2013\n\n[4]\n\n\u2013\n\nII.2.17\n\nGuedel (Mayo-tube) no 4\n\n\u2013\n\n[2]\n\n\u2013\n\n[2]\n\n\u2013\n\n\u2013\n\n\u2013\n\n\u2013\n\n[2]\n\n\u2013\n\n[4]\n\n\u2013\n\nII.2.18\n\nZuurstofmaskers disposable (tot 60% zuurstof) met bijbehorende flexibele aansluitslangen\n\n2\n\n[10]\n\n2\n\n[10]\n\n2\n\n[10]\n\n\u2013\n\n2\n\n2\n\n[10]\n\n6\n\n[20]\n\n\u2013\n\nVerbandmiddelen en hechtingsmateriaal\n\nII.2.21\n\nStuwband\n\n1\n\n1\n\n1\n\n1\n\n1\n\n1\n\n4\n\n1\n\nII.2.22\n\nHechtingsset\n\n1\n\n1\n\n1\n\n1\n\n1\n\n1\n\n4\n\n\u2013\n\nII.2.23\n\nZelfklevend elastisch verband 4\u00a0m/6\u00a0cm\n\n1\n\n1\n\n1\n\n1\n\n2\n\n1\n\n2\n\n1\n\nII.2.24\n\nHydrolast windsel 4 m/6 cm\n\n30\n\n15\n\n8\n\n8\n\n60\n\n60\n\n120\n\n\u2013\n\nII.2.25\n\nTunnelverband voor vingers m applicator, rol 5\u00a0m\n\n4\n\n1\n\n1\n\n1\n\n4\n\n4\n\n12\n\n\u2013\n\nII.2.26\n\nHydrofiel gaas 5x5 cm steriel, verpakking van 16\n\n10\n\n5\n\n3\n\n1\n\n20\n\n20\n\n40\n\n\u2013\n\nII.2.27\n\nHydrofiel gaas 10x10 cm steriel, verpakking van 25\u00a0st\n\n3\n\n2\n\n2\n\n1\n\n3\n\n3\n\n10\n\n1\n\nII.2.28\n\nVaseline gaas steriel 10x10\u00a0cm\n\n20\n\n10\n\n10\n\n10\n\n20\n\n20\n\n40\n\n\u2013\n\nII.2.29\n\nHydrofiel watten, 100 g\n\n1\n\n1\n\n1\n\n1\n\n4\n\n4\n\n10\n\n\u2013\n\nII.2.30\n\nMetalline laken steriel 73x250\u00a0cm\n\n1\n\n1\n\n1\n\n\u2013\n\n2\n\n2\n\n2\n\n\u2013\n\nII.2.31\n\nDriekante doeken\n\n4\n\n4\n\n2\n\n2\n\n4\n\n4\n\n4\n\n4\n\nII.2.32\n\nHandschoenen niet steriel, per paar\n\n12\n\n6\n\n3\n\n3\n\n12\n\n12\n\n24\n\n3\n\nII.2.33\n\nHandschoenen steriel M, per paar\n\n3\n\n2\n\n1\n\n\u2013\n\n6\n\n12\n\n12\n\n\u2013\n\nII.2.34\n\nHandschoenen steriel L, per paar\n\n3\n\n2\n\n1\n\n\u2013\n\n6\n\n12\n\n12\n\n\u2013\n\nII.2.35\n\nPleisterverband waterbest 1\u00a0m/6\u00a0cm\n\n3\n\n2\n\n1\n\n1\n\n3\n\n2\n\n6\n\n1\n\nII.2.36\n\nSnelverband steriel nr 2 middel\n\n10\n\n4\n\n4\n\n2\n\n20\n\n20\n\n40\n\n4\n\nII.2.37\n\nHechtpleister waterbest 5 m/1\u00bc\u00a0cm\n\n2\n\n1\n\n1\n\n1\n\n2\n\n2\n\n5\n\n1\n\nII.2.38\n\nZwaluwstaart pleisters steriel\n\n20\n\n10\n\n5\n\n5\n\n20\n\n20\n\n40\n\n5\n\nII.2.39\n\nHechtingen atraumatisch vicryl 4-0\n\n10\n\n5\n\n5\n\n\u2013\n\n10\n\n10\n\n20\n\n\u2013\n\nII.2.40\n\nSynthetische watten 3 m/10\u00a0cm\n\n2\n\n1\n\n1\n\n\u2013\n\n2\n\n2\n\n4\n\n\u2013\n\nII.2.41\n\nOogklepje\n\n2\n\n1\n\n1\n\n\u2013\n\n3\n\n3\n\n3\n\n\u2013\n\nII.2.42\n\nOogcompressen, 5 stuks\n\n2\n\n1\n\n1\n\n\u2013\n\n3\n\n3\n\n3\n\n\u2013\n\nII.2.43\n\nVeiligheidsspelden (RVS), 12 st\n\n2\n\n1\n\n1\n\n1\n\n3\n\n3\n\n3\n\n1\n\nInstrumenten\n\nII.3.11\n\nScalpel steriel disposable\n\n3\n\n\u2013\n\n\u2013\n\n\u2013\n\n3\n\n\u2013\n\n6\n\n\u2013\n\nII.3.12\n\nInstrumentendoos (RVS) voor chirurgische instrumenten\n\n1\n\n1\n\n1\n\n\u2013\n\n1\n\n1\n\n2\n\n\u2013\n\nII.3.13\n\nSchaar chirurgisch (RVS)\n\n1\n\n1\n\n1\n\n\u2013\n\n1\n\n1\n\n2\n\n\u2013\n\nII.3.14\n\nVerbandschaar Lister 18 cm (RVS)\n\n1\n\n1\n\n1\n\n1\n\n1\n\n1\n\n3\n\n1\n\nII.3.15\n\nPincet anatomisch (RVS)\n\n1\n\n1\n\n1\n\n\u2013\n\n1\n\n1\n\n2\n\n\u2013\n\nII.3.16\n\nPincet chirurgisch (RVS)\n\n1\n\n1\n\n1\n\n\u2013\n\n1\n\n1\n\n2\n\n\u2013\n\nII.3.17\n\nArterieklem vlgs Kocher (RVS)\n\n1\n\n1\n\n1\n\n\u2013\n\n1\n\n1\n\n2\n\n\u2013\n\nII.3.18\n\nNaaldvoerder Mathieu 17 cm (RVS)\n\n1\n\n1\n\n1\n\n\u2013\n\n1\n\n1\n\n2\n\n\u2013\n\nII.3.19\n\nScheerapparaat disposable\n\n5\n\n2\n\n2\n\n\u2013\n\n5\n\n5\n\n10\n\n\u2013\n\nII.3.20\n\nSplinterpincet (RVS)\n\n1\n\n1\n\n1\n\n\u2013\n\n1\n\n1\n\n2\n\n\u2013\n\nMateriaal voor onderzoek en medische controle\n\nII.4.11\n\nTongspatels disposable\n\n50\n\n10\n\n5\n\n\u2013\n\n50\n\n50\n\n100\n\n\u2013\n\nII.4.12\n\nTeststrips voor urineanalyse: bloed/glucose/eiwit/nitriet/leucocyten, 50 strips\n\n1\n\n1\n\n1\n\n\u2013\n\n1\n\n1\n\n2\n\n\u2013\n\nII.4.13\n\nBladen voor registratie lichaamstemp en pols\n\n20\n\n5\n\n5\n\n\u2013\n\n20\n\n20\n\n40\n\n\u2013\n\nII.4.14\n\nMedische kaart voor informatie bij evacuatie\n\n4\n\n2\n\n2\n\n\u2013\n\n4\n\n4\n\n10\n\n\u2013\n\nII.4.15\n\nStethoscoop\n\n1\n\n1\n\n1\n\n\u2013\n\n1\n\n1\n\n1\n\n\u2013\n\nII.4.16\n\nBloeddrukmeter, bij voorkeur automatisch\n\n1\n\n1\n\n1\n\n\u2013\n\n1\n\n1\n\n1\n\n\u2013\n\nII.4.17\n\nThermometer voor koorts\n\n3\n\n2\n\n2\n\n\u2013\n\n3\n\n3\n\n6\n\n\u2013\n\nII.4.18\n\nThermometer voor hypothermie\n\n1\n\n1\n\n1\n\n\u2013\n\n1\n\n1\n\n1\n\n\u2013\n\nII.4.19\n\nPenlight ooglampje + blauw kapje\n\n2\n\n1\n\n1\n\n\u2013\n\n2\n\n2\n\n2\n\n\u2013\n\nII.4.20.t\n\nSnelle malariatest\n\n2\n\n2\n\n\u2013\n\n\u2013\n\n2\n\n2\n\n2\n\n\u2013\n\nMateriaal voor injecties, perfusie, puncties en catherisatie\n\nII.5.11\n\nUrinezak met aansluiting op condoom\n\n2\n\n\u2013\n\n\u2013\n\n\u2013\n\n2\n\n1\n\n2\n\n\u2013\n\nII.5.12\n\nUrinecatheter steriel Thieman zonder ballon nr\u00a012 en 16\n\n1\n\n\u2013\n\n\u2013\n\n\u2013\n\n1\n\n1\n\n2\n\n\u2013\n\nII.5.13\n\nCatheterglijmiddel lidoca\u00efne 2%/chloorhexidine 0,05%\n\n2\n\n\u2013\n\n\u2013\n\n\u2013\n\n2\n\n2\n\n4\n\n\u2013\n\nII.5.14\n\nInjectiespuiten steriel 2 ml disposable\n\n50\n\n[100]\n\n25\n\n[50]\n\n5\n\n5\n\n50\n\n40\n\n[50]\n\n100\n\n[200]\n\n\u2013\n\nII.5.15\n\nInjectiespuiten steriel 5 ml disposable\n\n10\n\n5\n\n[10]\n\n2\n\n\u2013\n\n10\n\n10\n\n20\n\n[20]\n\n\u2013\n\nII.5.16\n\nInjectienaalden steriel sc 16x\u00bd\u00a0mm, passend op 14 en 15\n\n25\n\n10\n\n5\n\n\u2013\n\n25\n\n10\n\n50\n\n\u2013\n\nII.5.17\n\nInjectienaalden steriel im 40x0,8\u00a0mm, passend op 14 en 15\n\n50\n\n[100]\n\n25\n\n[50]\n\n5\n\n5\n\n50\n\n25\n\n[50]\n\n100\n\n[200]\n\nII.5.18\n\nInfuusnaalden steriel 1,2 te gebruiken bij inbrengen infuus\n\n4\n\n[10]\n\n2\n\n[10]\n\n1\n\n\u2013\n\n8\n\n4\n\n[10]\n\n8\n\n[20]\n\n\u2013\n\nII.5.19\n\nInfuus systeem steriel\n\n4\n\n[10]\n\n2\n\n[10]\n\n1\n\n\u2013\n\n8\n\n4\n\n[10]\n\n8\n\n[20]\n\n\u2013\n\nII.5.20\n\nNierbekken\n\n2\n\n1\n\n1\n\n\u2013\n\n1\n\n1\n\n4\n\n\u2013\n\nVerplegingsartikelen\n\nII.6.11\n\nSet, persoonlijke beschermingsmiddelen: schort, beschermende bril en mondneusmasker\n\n4\n\n3\n\n3\n\n\u2013\n\n4\n\n3\n\n20\n\n\u2013\n\nII.6.12\n\nOndersteek\n\n1\n\n\u2013\n\n\u2013\n\n\u2013\n\n2\n\n2\n\n3\n\n\u2013\n\nII.6.13\n\nWarmwaterzak\n\n1\n\n1\n\n\u2013\n\n\u2013\n\n2\n\n1\n\n3\n\n\u2013\n\nII.6.14\n\nUrinaal\n\n1\n\n\u2013\n\n\u2013\n\n\u2013\n\n2\n\n2\n\n3\n\n\u2013\n\nII.6.15\n\nColdHotpack Maxi 20x30\u00a0cm\n\n(IN VRIEZER BEWAREN)\n\n1\n\n1\n\n1\n\n1\n\n1\n\n1\n\n2\n\n\u2013\n\nII.6.16\n\nReddingdeken aluminiumfolie\n\n1\n\n1\n\n1\n\n1\n\n2\n\n2\n\n4\n\n1\n\nImmobilisatiemateriaal\n\nII.7.11\n\nVervormbare spalk voor vingers/tenen\n\n2\n\n1\n\n1\n\n\u2013\n\n2\n\n2\n\n4\n\n\u2013\n\nII.7.12\n\nVervormbare spalk voor onderarm en hand, set van 6 stuks\n\n1\n\n1\n\n1\n\n\u2013\n\n1\n\n1\n\n2\n\n\u2013\n\nII.7.13\n\nVacu\u00fcm spalken (halve/hele arm, half/heel been) met handpomp of equivalent\n\n1\n\n1\n\n\u2013\n\n1\n\n2\n\n2\n\n3\n\n\u2013\n\nII.7.14\n\nNekkraag\n\n2\n\n2\n\n1\n\n\u2013\n\n2\n\n2\n\n4\n\n\u2013\n\nII.7.15\n\nVacu\u00fcmschelpmatras met voetpomp\n\n1\n\n\u2013\n\n\u2013\n\n\u2013\n\n1\n\n1\n\n1\n\n\u2013\n\nII.7.16\n\nWaar de voorgeschreven bemanning uit meer dan 3 personen bestaat een bij het schip\n                                                   en bedrijfshulpverleningsplan passend vervoermiddel voor een persoon\n\n1\n\n1\n\n\u2013\n\n1\n\n2\n\n2\n\n2\n\n\u2013\n\nDesinfectie, insectenverdelging, bescherming\n\nII.8.11\n\nDrinkwater desinfectiemiddel, geschikt voor menselijke consumptie, hoeveelheid voor\n                                                   1\u00a0keer de totale drinkwatervoorraad aan boord\n\n2\n\n1\n\n1\n\n\u2013\n\n2\n\n2\n\n5\n\n\u2013\n\nII.8.12\n\nDi\u00ebthyltoluamide (DEET) 50% insect repellent, flac 30\u00a0ml\n\n30\n\n15\n\n8\n\n\u2013\n\n30\n\n30\n\n60\n\n\u2013\n\nII.8.13\n\nSpuitbaar bestrijdingsmiddel tegen vliegend en kruipend ongedierte naar keuze, spuitflacon\n\n2\n\n1\n\n1\n\n\u2013\n\n2\n\n1\n\n10\n\n\u2013\n\nDiverse benodigdheden\n\nII.9.21\n\nBody bag\n\n1\n\n[2]\n\n\u2013\n\n\u2013\n\n\u2013\n\n2\n\n\u2013\n\n1\n\n[2]\n\n\u2013\n\nII.9.22\n\nGeneeskundig Handboek voor de Scheepvaart, laatste editie incl. aanvullingen\n\n1\n\n1\n\n1\n\n\u2013\n\n1\n\n1\n\n1\n\n\u2013\n\nII.9.23\n\nMFAG, laatste editie incl. aanvullingen als bedoeld in artikel 25 van de Regeling veiligheid zeeschepen\n\n[1]\n\n[1]\n\n[1]\n\n\u2013\n\n\u2013\n\n[1]\n\n[1]\n\n\u2013\n\nII.9.24\n\nEHBO-boekje Oranje Kruis, laatste editie\n\n\u2013\n\n\u2013\n\n\u2013\n\n1\n\n\u2013\n\n\u2013\n\n1\n\n\u2013\n\nII.9.25\n\nHersluitbare waterdichte medicijnkist of tas, bestemd voor alle artikelen uit kolom\n                                                   R met inhoudsopgave en behandelingsvoorschrift gedrukt op waterbestendig materiaal.\n\n\u2013\n\n\u2013\n\n\u2013\n\n\u2013\n\n\u2013\n\n\u2013\n\n\u2013\n\n1\n\n1 In verband met het explosiegevaar dat zuurstof onder druk kan opleveren, geschiedt\n                                    de berging van de zuurstoffles(sen) op een wijze die passend is, bij voorkeur in de\n                                    buitenlucht of in een geventileerde ruimte. Extra medicinale zuurstof als beschreven\n                                    onder II.1.12 is toegestaan en wordt geadviseerd voor alle schepen.\n\nEen Caribisch-Nederlands schip, als bedoeld in artikel 41b, eerste lid, voldoet aan de volgende eisen:\n\n1. De eigenaar van het schip draagt er zorg voor dat het schip en de inrichting in deugdelijke\n                                          staat is en dat het geschikt is voor de reizen die met dat schip worden ondernomen.\n                                          Dit houdt in dat luiken, patrijspoorten en andere openingen waterdicht, dan wel in\n                                          geval van openingen naar de machinekamer luchtdicht kunnen worden afgesloten; dat\n                                          er een goed bevestigde reling aanwezig is; dat de aanwezige brandblus- en lenspompen\n                                          operationeel zijn; dat er geen beschadigingen zijn die de veiligheid kunnen be\u00efnvloeden;\n                                          dat de voortstuwingsinstallatie bedrijfsvaardig is en voorzien van voldoende brandstof\n                                          en dat het schip niet meer personen vervoert dan is toegestaan volgens de voorschriften\n                                          van de fabrikant. De eigenaar van het schip draagt zorg dat onveilige situaties worden\n                                          voorkomen en dat passende maatregelen worden genomen om risico\u2019s te beheersen. Hij\n                                          draagt er tevens zorg voor dat alle opvarenden voor vertrek bekend zijn met de veiligheidsprocedures\n                                          bij noodsituaties.\n\n2. De eigenaar kan aantonen dat de constructie, uitwatering en stabiliteit van het schip\n                                          voldoen aan de eisen die door de bouwer, het klassenbureau, richtlijn 94/25/EG van\n                                          het Europees Parlement en de Raad van de Europese Unie van 16\u00a0juni 1994 inzake de\n                                          onderlinge aanpassing van de wettelijke en bestuursrechtelijke bepalingen van de Lid-Staten\n                                          met betrekking tot pleziervaartuigen (PbEG 1994, L 164) of het Hoofd van de Scheepvaartinspectie\n                                          zijn gesteld. Het maximum toegestaan aantal opvarenden is vast op de buitenkant van\n                                          het schip aangegeven.\n\n3. De eigenaar van het schip draagt er zorg voor dat de voortstuwingsinstallatie en de\n                                          aanwezige uitrusting in goede staat verkeert en wordt onderhouden of gekeurd conform\n                                          de instructies van de fabrikant. Motoren en voortstuwingsinstallaties ondergaan jaarlijks\n                                          een servicebeurt door een deskundige waarbij bijzondere aandacht aan de brandveiligheid\n                                          wordt besteed.\n\n4. Op het schip is de volgende uitrusting aanwezig:\n\n\u2013 ten minste \u00e9\u00e9n goedgekeurde poederblusser van 5 kg en \u00e9\u00e9n goedgekeurde CO2-brandblusser van 6 liter nabij de toegang tot de machinekamer of een schuimblusser\n                                                ingeval van een buitenboordmotor;\n\n\u2013 tenminste \u00e9\u00e9n brandslang met spuitstuk of indien geen brandbluspomp aanwezig is \u00e9\u00e9n\n                                                puts met lijn;\n\n\u2013 indien sprake is van een kombuis, tenminste een branddeken;\n\n\u2013 goedgekeurde reddingvesten voor alle opvarenden; in geval er kinderen aan boord zijn\n                                                worden deze voor alle kinderen aangevuld met reddingvesten geschikt voor gebruik door\n                                                kinderen;\n\n\u2013 ten minste \u00e9\u00e9n goedgekeurde reddingboei, voorzien van de naam van het schip en de\n                                                thuishaven; de boei is uitgerust met een drijvende lijn van 30 meter voorzien van\n                                                een werpring en, indien in het donker gevaren wordt, van een licht;\n\n\u2013 een trapje waarmee drenkelingen terug aan boord kunnen worden genomen;\n\n\u2013 een zaklantaarn waarmee seinen kunnen worden gegeven en een seinspiegel;\n\n\u2013 een set goedgekeurde noodsignalen bestaande uit tenminste twee handstakellichten en\n                                                twee valschermsignalen of lichtkogels;\n\n\u2013 een radarreflector inclusief voorzieningen om deze op een hoogte van tenminste een\n                                                meter boven de romp te bevestigen;\n\n\u2013 een voor het vaartuig geschikt anker met ankerkettingvoorloop en ankerlijn van voldoende\n                                                lengte;\n\n\u2013 een doelmatige lensmogelijkheid, bestaande uit tenminste \u00e9\u00e9n mechanische of handpomp\n                                                per compartiment; voor eenvoudige vaartuigen kan worden volstaan met een hoosvat of\n                                                emmer;\n\n\u2013 een goedgekeurde vast opgestelde VHF radio installatie voorzien van een elektrische\n                                                krachtbron om gedurende tenminste drie uur stroom te leveren;\n\n\u2013 voldoende drinkwater voor de duur van de reis voor alle opvarenden;\n\n\u2013 een lijst met reddingseinen en noodprocedures;\n\n\u2013 navigatieverlichting, middelen voor het geven van geluidssignalen en dagmerken in\n                                                overeenstemming met het Aanvaringsverdrag;\n\n\u2013 een deugdelijk kompas, geschikt voor maritiem gebruik;\n\n\u2013 tenminste twee meerlijnen van voldoende sterkte en lengte; en\n\n\u2013 een EHBO kist met de in bijlage 8 bij de SCV-Code voorgeschreven medische uitrusting\n                                                en de daarbij behorende handleiding.\n\n5. Benzine als brandstof is alleen toegestaan voor niet vast aangebrachte buitenboordmotoren.\n                                          Deze motoren moeten zijn voorzien van een deugdelijke en veilige aansluiting met de\n                                          benzinetank.\n\n6. Indien het schip is uitgerust met \u00e9\u00e9n enkel ingebouwd voortstuwingswerktuig is het\n                                          schip tevens voorzien van peddels of roeiriemen en een drijfanker met lijn. Indien\n                                          het schip is voorzien van \u00e9\u00e9n buitenboordmotor als voortstuwingswerktuig is er tevens\n                                          een reserve buitenboordmotor aanwezig.\n\n7. Opslag van benzine aan boord van een schip, dat gebruik maakt van een buitenboordmotor,\n                                          geschiedt in goedgekeurde opslagtanks aan dek.\n\nApplicable to yachts which are 24 metres and over in load line length, are in commercial\n                                    use for sport or pleasure, do not carry cargo and do not carry more than 12 passengers.\n\n1\n\nFOREWORD\n\n12\n\n2\n\nDEFINITIONS\n\n14\n\n3\n\nAPPLICATION AND INTERPRETATION\n\n20\n\n4\n\nCONSTRUCTION AND STRENGTH\n\n21\n\n5\n\nWEATHERTIGHT INTEGRITY\n\n23\n\n6\n\nWATER FREEING ARRANGEMENTS\n\n27\n\n7A\n\nMACHINERY \u2013 VESSELS OF LESS THAN 500GT\n\n28\n\n7B\n\nMACHINERY \u2013 VESSELS OF 500GT AND OVER\n\n29\n\n8A\n\nELECTRICAL INSTALLATIONS \u2013 VESSELS OF LESS THAN 500GT\n\n29\n\n8B\n\nELECTRICAL INSTALLATIONS \u2013 VESSELS OF 500GT AND OVER\n\n30\n\n9A\n\nSTEERING GEAR \u2013 VESSELS OF LESS THAN 500GT\n\n30\n\n9B\n\nSTEERING GEAR \u2013 VESSELS OF 500GT AND OVER\n\n30\n\n10A\n\nBILGE PUMPING \u2013 VESSELS OF LESS THAN 500GT\n\n30\n\n10B\n\nBILGE PUMPING \u2013 VESSELS OF 500GT AND OVER\n\n31\n\n11\n\nSTABILITY\n\n31\n\n12\n\nFREEBOARD\n\n37\n\n13\n\nLIFE SAVING APPLIANCES\n\n38\n\n14\n\nFIRE SAFETY\n\n42\n\n14A\n\nSTRUCTURAL FIRE PROTECTION \u2013 VESSELS OF LESS THAN 500GT\n\n44\n\n14B\n\nSTRUCTURAL FIRE PROTECTION \u2013 VESSELS OF 500GT AND OVER\n\n47\n\n15A\n\nFIRE APPLIANCES \u2013 VESSELS OF LESS THAN 500GT\n\n59\n\n15B\n\nFIRE APPLIANCES \u2013 VESSELS OF 500GT AND OVER\n\n61\n\n16\n\nRADIO\n\n61\n\n17\n\nNAVIGATION LIGHTS, SHAPES AND SOUND SIGNALS\n\n63\n\n18\n\nNAVIGATIONAL EQUIPMENT AND VISIBILITY FROM WHEELHOUSE\n\n63\n\n19\n\nMISCELLANEOUS EQUIPMENT\n\n65\n\n20\n\nANCHORS AND CABLES\n\n65\n\n21\n\nACCOMMODATION\n\n66\n\n21A\n\nACCOMMODATION AND RECREATIONAL FACILITIES \u2013 VESSELS OF LESS THAN 200GT CONSTRUCTED\n                                                   ON OR AFTER THE DATE OF ENTRY INTO FORCE OF MLC 2006\n\n68\n\n21B\n\nACCOMMODATION \u2013 VESSELS \u2265200GT CONSTRUCTED ON OR AFTER THE DATE OF ENTRY INTO FORCE\n                                                   OF MLC 2006\n\n71\n\n22\n\nPROTECTION OF PERSONNEL\n\n79\n\n23\n\nMEDICAL STORES\n\n80\n\n24\n\nSHORE-SHIP TRANSFER OF PERSONNEL\n\n80\n\n25\n\nCLEAN SEAS\n\n82\n\n26\n\nMANNING AND PERSONNEL CERTIFICATION\n\n82\n\n27\n\nPASSENGERS\n\n86\n\n28\n\nSURVEY, CERTIFICATION, INSPECTION AND MAINTENANCE\n\n87\n\n29\n\nCREW AGREEMENTS\n\n88\n\n30\n\nSAFETY MANAGEMENT\n\n88\n\n31\n\nINTERNATIONAL SHIP AND PORT FACILITY SECURITY CODE\n\n89\n\nANNEX 1\n\nMEMBER\u2019S OF THE STEERING COMMITTEE AND WORKING GROUP RESPONSIBLE FOR THE CODE\n\n89\n\nANNEX 2\n\nSAFETY MANAGEMENT SYSTEM FOR VESSELS UNDER 500GT\n\n89\n\nANNEX 3\n\nOPEN FLAME GAS INSTALLATIONS\n\n91\n\nANNEX 4\n\nLIST OF CERTIFICATES TO BE ISSUED\n\n93\n\nANNEX 5\n\nUNITED KINGDOM NATIONAL ANNEX\n\n94\n\nANNEX 6\n\nTECHNICAL STANDARDS FOR HELICOPTER LANDING AREAS\n\n98\n\nANNEX 7\n\nAMENDMENTS TO THE TEXT OF MSN 1792 LY2 EDITION 2\n\n98\n\nThis Code of Practice has been developed jointly by the United Kingdom, its relevant\n                                       overseas territories and crown dependencies3, and international industry representatives.\n\n1.1  Where \u2018Administration\u2019 is used in the Code, it means the Government of the State\n                                             whose flag the ship is entitled to fly.\n\n1.2 Vessels are required to comply with the various merchant shipping regulations of the\n                                             Administration which are relevant to the class of vessel to which they belong. Vessels\n                                             in commercial use for sport or pleasure, such as Large Yachts, do not fall naturally\n                                             into a single class and, in any case, prescribed merchant ship safety standards may\n                                             be incompatible with the safety needs particular to such vessels. Since its original\n                                             publication, the Large Yacht Code has made a significant impression on a maritime\n                                             sector which previously found great difficulty in embracing conventional regulation.\n                                             As a result the Code enjoys both national support and international recognition as\n                                             a standard, breaking new ground both in its inception and methodology.\n\n1.3  The Code applies to vessels in commercial use for sport or pleasure (being pleasure\n                                             vessels \u2018engaged in trade\u2019 for the purpose of Article 5 Exceptions \u2013 of the International\n                                             Convention on Load Lines, 1966 (ICLL)) which are 24 metres in load line length and\n                                             over or, if built before 21 July 1968, 150 gross tons and over according to the tonnage\n                                             measurement regulations applying at that date and which do not carry cargo and do\n                                             not carry more than 12 passengers. Sail training ships are included in this application.\n\n1.4  The United Kingdom has notified the International Maritime Organization of the Code\n                                             and its application to pleasure vessels engaged in trade as an equivalent arrangement\n                                             under the provisions of Article 8 of the International Convention on Load Lines, 1966,\n                                             Regulation I-5 of the International Convention on Safety of Life at Sea, and Article\n                                             9 of the International Convention on Standards of Training Certification and Watchkeeping\n                                             for Seafarers 1978 as amended. Reference can be made to IMO Circular Letter No. 2937,\n                                             dated 13 January 2009.\n\n1.5 The Code sets required standards of safety and pollution prevention which are appropriate\n                                             to the size of the vessel. The standards applied are either set by the relevant international\n                                             conventions or equivalent standards where it is not reasonable or practicable to comply.\n                                             Provision is made within the Code to add any specific national requirements within\n                                             a National Annex.\n\nAn Administration may consider a specific alternative equivalent standard to any standard\n                                             required by the Code. Applications which justify either an alternative or exemption\n                                             from a specific requirement of the Code can be made to the Administration.\n\n1.6 The Code has been developed by an industry wide group with the express intention of\n                                             setting pollution prevention and safety standards which identify with the specific\n                                             needs of vessels in commercial use for sport and pleasure. The Code was reviewed and\n                                             revised in 2012 to bring it up to date and reflect the needs of the industry. The\n                                             standards adopted are judged to be at least equivalent in their effect to those required\n                                             by the international conventions which apply to a particular vesse.\n\nThe membership of the industry wide groups that developed and revised the Code are\n                                             listed in Annex 1.\n\n1.7  Compliance with the standards required by the Code will entitle a vessel to be issued\n                                             with the certification required by the international conventions applicable to the\n                                             vessel, upon satisfactory completion of the corresponding surveys and inspections.\n\nThe certificates demanded by the international conventions which apply to the vessels\n                                             covered by the Code are summarised in Section 28.\n\n1.8 When equipment manufactured in accordance with a recognised British, European or International\n                                             standard is required by the Code, the Administration may accept existing equipment\n                                             which can be shown to be of an equivalent standard and which does not increase the\n                                             risk to the ship or its crew and passengers. When such equipment is replaced, the\n                                             replacement should conform to the standard required by the Code.\n\n1.9 For vessels entitled to fly the flag of a Member State of the European Union, the\n                                             Commission of the European Communities' general mutual recognition clause should be\n                                             accepted. The clause states:\n\nAny requirement for goods or materials to comply with a specified standard should\n                                             be satisfied by compliance with:\n\n.1  a relevant standard or code of practice of a national standards body or equivalent\n                                                   body of a Member State of the European Community; or\n\n.2  any relevant international standard recognised for use in any Member State of the\n                                                   European Community; or\n\n.3 a relevant specification acknowledged for use as a standard by a public authority\n                                                   of any Member State of the European Community; or\n\n.4  traditional procedures of manufacture of a Member State of the European Community,\n                                                   and Turkey, where these are the subject of a written technical description sufficiently\n                                                   detailed to permit assessment of the goods or materials for the use specified; or\n\n.5 a specification sufficiently detailed to permit assessment for goods or materials\n                                                   of an innovative nature (or subject to innovative processes of manufacture such that\n                                                   they cannot comply with a recognised standard or specification) and which fulfil the\n                                                   purpose provided by the specified standard;\n\nprovided that the proposed standard, code of practice, specification or technical\n                                             description provides, in use, equivalent levels of safety, suitability and fitness\n                                             for purpose. Due attention should be paid to the requirements of the Marine Equipment\n                                             Directive.\n\n1.10 It is recognised that the Code may be required to be revised in the light of experience\n                                             gained in its application. Section 3.5 makes provision for this.\n\n1.11 It is recommended that pleasure vessels comply with the standards of the Code.\n\n(Note \u2013 where a definition is not contained within this Code, guidance should be taken\n                                       from meanings given within the International Conventions)\n\n\u2018Administration\u2019 with regard to this Code means the Government of the State whose\n                                       flag the ship is entitled to fly.\n\n\u2018Aiming Circle\u2019 (Touchdown/positioning marking) The aiming point for a normal landing,\n                                       so designed that the pilot\u2019s seat can be placed directly above it in any direction\n                                       with assured main and tail rotor clearances.\n\n\u2018Approved\u2019 in respect to materials or equipment means approved by the Administration\n                                       or approved by an Administration or organisation which is formally recognised by the\n                                       Administration.\n\n\u2018Authorised surveyor\u2019 means a surveyor who by reason of professional qualifications,\n                                       practical experience and expertise is authorised by the Administration to carry out\n                                       the survey required for the vessel.\n\n\u2018Aviation Inspection Body\u2019 Body delegated the responsibility of inspecting helicopter\n                                       landing areas by the Administration. The verification process will include inspection,\n                                       certification and, where necessary, the application of appropriate operational limitations.\n\n\u2018Buoyant lifeline\u2019 means a line complying with the requirements of the IMO International\n                                       Life-Saving Appliances Code.\n\n\u2018Cargo\u2019 means an item(s) of value that is carried from one place and discharged at\n                                       another place and for which either a charge or no charge is made and is not for use\n                                       exclusively onboard the vessel.\n\n\u2018Commercial vessel\u2019 means a vessel which is not a pleasure vessel.\n\n\u2018Control stations\u2019 are those spaces in which the ship's radio or main navigating equipment\n                                       or the emergency source of power are located or where the fire recording or fire control\n                                       equipment is centralised.\n\n\u2018Design Waterline\u2019 Deepest loaded draught.\n\n\u2018D-Value\u2019 The largest overall dimension of the helicopter when rotors are turning.\n                                       This dimension will normally be measured from the most forward position of the main\n                                       rotor tip path plane to the most rearward position of the tail rotor tip path plane\n                                       (or the most rearward extension of the fuselage in the case of Fenestron or Notar\n                                       tails).\n\n\u2018D-Circle\u2019 A circle, usually imaginary unless the helicopter landing area itself is\n                                       circular, the diameter of which is the D-Value of the largest helicopter the landing\n                                       area is intended to serve. This will not be the case for landing areas of less than\n                                       1D width. For landing areas of less than 1D width, the edges of the imaginary D circle,\n                                       may extend beyond the edge of the load bearing area by up to 0.085D on either side\n                                       at the mid point.\n\n\u2018Efficient\u2019 in relation to a fitting, piece of equipment or material means that all\n                                       reasonable and practicable measures have been taken to ensure that it is suitable\n                                       for the purpose for which it is intended to be used.\n\n\u2018Embarkation ladder\u2019 means a ladder complying with the requirements of the IMO International\n                                       Life-Saving Appliances Code.\n\n\u2018Emergency source of electrical power\u2019 is a source of electrical power, intended to\n                                       supply the emergency switchboard in the event of failure of the supply from the main\n                                       source of electrical power.\n\n\u2018Emergency switchboard\u2019 is a switchboard which in the event of failure of the main\n                                       electrical power supply system is directly supplied by the emergency source of electrical\n                                       power or the transitional source of emergency power and is intended to distribute\n                                       electrical energy to the emergency services.\n\n\u2018EPIRB\u2019 means a satellite emergency position-indicating radio beacon, being an earth\n                                       station in the mobile-satellite service, the emissions of which are intended to facilitate\n                                       search and rescue operations, complying with performance standards adopted by the\n                                       IMO contained in either Resolution A.810(19) or Resolution A.812(19) and Resolution\n                                       A.662(16), or any Resolution amending or replacing these from time to time and which\n                                       is considered by the Administration to be relevant, and is capable of:\n\n(a) floating free and automatically activating if the ship sinks;\n\n(b) being manually activated; and\n\n(c) being carried by one person.\n\n\u2018Existing vessel\u2019 means any vessel, the keel of which was laid or was at a similar\n                                       stage of construction prior to the 1st October 2013 or the date of entry into force\n                                       of the Maritime Labour Convention 2006 if that be sooner.\n\n\u2018Float-free launching\u2019 means that method of launching a liferaft whereby the liferaft\n                                       is automatically released from a sinking ship and is ready for use, complying with\n                                       the requirements of the IMO International Life-Saving Appliances Code.\n\n\u2018FOD\u2019 Foreign Object Debris.\n\n\u2018Freeboard\u2019 has the meaning given in annex I of ICLL. The freeboard assigned is the\n                                       distance measured vertically downwards amidships from the upper edge of the deck line\n                                       to the upper edge of the related load line.\n\n\u2018Freeboard deck\u2019 has the meaning given in annex I of ICLL. The freeboard deck is normally\n                                       the uppermost complete deck exposed to the weather and sea, which has permanent means\n                                       of closing all openings in the weather part thereof, and below which all openings\n                                       in the sides of the ship are fitted with permanent means of watertight closing.\n\nIn a ship having a discontinuous freeboard deck, the lowest line of the exposed deck\n                                       and the continuation of that line parallel to the upper part of the deck is taken\n                                       as the freeboard deck.\n\nAt the option of the owner and subject to the approval of the Administration, a lower\n                                       deck may be designated as the freeboard deck provided it is a complete and permanent\n                                       deck continuous in a fore and aft direction at least between the machinery space and\n                                       peak bulkheads and continuous athwart ships.\n\nWhen a lower deck is designated as the freeboard deck, that part of the hull which\n                                       extends above the freeboard deck is treated as a superstructure so far as concerns\n                                       the application of the conditions of assignment and the calculation of freeboard.\n                                       It is from this deck that the freeboard is calculated.\n\n\u2018Garbage\u2019 means all kinds of victual, domestic and operational waste excluding fresh\n                                       fish and parts thereof, generated during the normal operation of the vessel and liable\n                                       to be disposed of continuously or periodically, except sewage originating from vessels.\n\n\u2018Hazardous space\u2019 means a space or compartment in which combustible or explosive gases\n                                       or vapours are liable to accumulate in dangerous concentrations.\n\n\u2018ICAO\u2019 International Civil Aviation Organization.\n\n\u2018ICLL\u2019 means the International Convention on Load Lines, 1966, as amended.\n\n\u2018IMO\u2019 means the International Maritime Organization, a specialised agency of the United\n                                       Nations devoted to maritime affairs.\n\n\u2018Inflatable lifejacket\u2019 means a lifejacket complying with the requirements of the\n                                       IMO International Life-Saving Appliances Code.\n\n\u2018Jet A1 Fuel\u2019 also known as kerosene. It is used as a fuel for modern jet and turboprop\n                                       engines. It consists primarily of hydrocarbon compounds, but other additives are present\n                                       to increase safety. International regulations stipulate uniform standards for the\n                                       quality and composition of kerosene.\n\n\u2018Landing Area\u2019 A generic term referring to any area primarily intended for the landing\n                                       or take-off of aircraft.\n\n\u2018Instructions for on-board maintenance\u2019 means the instructions complying with the\n                                       requirements of SOLAS III/Part B \u2013 Life Saving Appliances and Arrangements, Regulation\n                                       36.\n\n\u2018Launching appliance\u2019 means a provision complying with the requirements of the IMO\n                                       International Life-Saving Appliances Code for safely transferring a lifeboat, rescue\n                                       boat, or liferaft respectively, from its stowed position to the water and recovery\n                                       where applicable.\n\n\u2018Length\u2019 means 96% of the total length on a waterline of a ship at 85% of the least\n                                       moulded depth measured from the top of the keel, or the length from the fore-side\n                                       of the stem to the axis of the rudder stock on that waterline, if that be greater.\n                                       In ships designed with a rake of keel the waterline on which this is measured should\n                                       be parallel to the designed waterline.4\n\n\u2018Lifeboat\u2019 means a lifeboat complying with the requirements of the IMO International\n                                       Life-Saving Appliances Code.\n\n\u2018Lifebuoy\u2019 means a lifebuoy complying with the requirements of the IMO International\n                                       Life-Saving Appliances Code.\n\n\u2018Lifejacket\u2019 means a lifejacket complying with the requirements of the IMO International\n                                       Life-Saving Appliances Cod.\n\n\u2018Liferaft\u2019 means a liferaft complying with the requirements of the IMO International\n                                       Life-Saving Appliances Code.\n\n\u2018Line throwing appliance\u2019 means an appliance complying with the requirements of the\n                                       IMO International Life-Saving Appliances Code.\n\n\u2018LOS\u2019 Limited Obstacle Sector. The 150\u00b0 sector within which obstacles may be permitted,\n                                       provided the height of the obstacles is limited.\n\n\u2018Low flame spread\u2019 means that the surface thus described will adequately restrict\n                                       the spread of flame, this being determined to the satisfaction of the Administration\n                                       by an established procedure.\n\n\u2018Machinery spaces\u2019 are all machinery spaces of category A and all other spaces containing\n                                       propelling machinery, boilers, oil fuel units, steam and internal combustion engines,\n                                       generators and major electrical machinery, oil filling stations, refrigerating, stabilizing,\n                                       ventilation and air conditioning machinery, and similar spaces, and trunks to such\n                                       spaces.\n\n\u2018Machinery spaces of category A\u2019 are those spaces and trunks to such spaces which\n                                       contain:\n\n(a) internal combustion machinery used for main propulsion; or\n\n(b) internal combustion machinery used for purposes other than main propulsion where such\n                                             machinery has in the aggregate a total power output of not less then 375Kw; or\n\n(c) any oil-fired boiler or oil fuel unit.\n\n\u2018Main source of electrical power\u2019 is a source intended to supply electrical power\n                                       to the main switchboard for distribution to all services necessary for maintaining\n                                       the ship in normal operation and habitable condition.\n\n\u2018Main switchboard\u2019 is a switchboard which is directly supplied by the main source\n                                       of electrical power and is intended to distribute electrical energy to the ship's\n                                       services.\n\n\u2018Main vertical zone\u2019 means those sections into which the hull, superstructure and\n                                       deckhouses are divided by A class divisions, the mean length of which on any deck\n                                       does not normally exceed 40 metres.\n\n\u2018MARPOL\u2019 means the International Convention for the Prevention of Pollution from Ships,\n                                       1973, as amended.\n\n\u2018Major conversion\u2019 means a conversion of a vessel:\n\n(a) that substantially alters the dimensions of a vessel;\n\n(b) which changes the type of the vessel;\n\n(c) the intent of which in the opinion of the Administration is substantially to prolong\n                                             its life;\n\n(d) which otherwise so alters the ship that, if it were a new vessel, it would become\n                                             subject to relevant provisions of the present code not applicable to it as an existing\n                                             vessel.\n\n\u2018Maritime & Coastguard Agency\u2019 (MCA) means the Maritime & Coastguard Agency, an executive\n                                       agency of the United Kingdom Department for Transport.\n\n\u2018Merchant Shipping Notice\u2019 (MSN) means a Notice described as such and issued by the\n                                       MCA and reference to a specific Merchant Shipping Notice includes reference to any\n                                       Merchant Shipping Notice amending or replacing that Notice which is considered by\n                                       the Secretary of State to be relevant from time to time and is specified in a Merchant\n                                       Shipping Notice.\n\n\u2018Mile\u2019 means a nautical mile of 1852 metres.\n\n\u2018Motor vessel\u2019 means a vessel which is described in the register and on the certificate\n                                       of registry as such, and which has a sole means of propulsion either one or more power\n                                       units.\n\n\u2018Multihull vessel\u2019 means any vessel which in any normally achievable operating trim\n                                       or heel angle, has a rigid hull structure which penetrates the surface of the sea\n                                       over more than one separate or discrete area.\n\n\u2018New vessel\u2019 means a vessel to which this Code applies, the keel of which was laid\n                                       or was at a similar stage of construction on or after the 1st October 2013 or the\n                                       date of entry into force of the Maritime Labour Convention 2006 if that be sooner.\n\n\u2018Not readily ignitable\u2019 means that the surface thus described will not continue to\n                                       burn for more than 20 seconds after removal of a suitable impinging test flame.\n\n\u2018Officer\u2019 means\n\n(a) any seafarer who is required to be qualified under the International Convention on\n                                             Standards of Training, Certification and Watchkeeping for Seafarers, 1978, as amended\n                                             (STCW Convention); or\n\n(b) any other seafarer considered by the owner/managing agent to be an officer.\n\n\u2018OFS\u2019 Obstacle-Free Sector. The 210\u00b0 sector, extending outwards to a distance that\n                                       will allow for an unobstructed departure path appropriate to the helicopter that the\n                                       landing area is intended to serve, within which no obstacles above helideck level\n                                       are permitted.\n\n\u2018Owner(s)/managing agent(s)\u2019 means the registered owner(s) or the owner(s) or the\n                                       managing agent(s) of the registered owner(s) or the owner(s) or owner(s) ipso facto,\n                                       as the case may be.\n\n\u2018Passenger\u2019 means any person carried in a ship except:\n\n(a) a person employed or engaged in any capacity on board the ship on the business of\n                                             the ship;\n\n(b) a person on board the ship either in pursuance of the obligation laid upon the master\n                                             to carry shipwrecked, distressed or other persons, or by reason of any circumstances\n                                             that neither the master nor the owner nor the charterer (if any) could have prevented;\n                                             and\n\n(c) a child under one year of age.\n\n\u2018Passenger ship\u2019 means a ship carrying more than 12 passengers. \u2018Person\u2019 means a person\n                                       over the age of one year.\n\n\u2018Pleasure vessel\u2019 means a vessel so defined by the Administration (see National Annex).\n\n\u2018Position 1\u2019 means upon exposed freeboard and raised quarter decks, and upon exposed\n                                       superstructure decks situated forward of a point located a quarter of the ship's length\n                                       from the forward perpendicular.\n\n\u2018Position 2\u2019 means upon exposed superstructure decks situated abaft a quarter of the\n                                       ship\u2019s length from the forward perpendicular.\n\n\u2018Radar transponder\u2019 means a radar transponder for use in survival craft to facilitate\n                                       location of survival craft in search and rescue operations.\n\n\u2018Recess\u2019 means an indentation or depression in a deck and which is surrounded by the\n                                       deck and has no boundary common with the shell of the vessel.\n\n\u2018Rescue boat\u2019 means a boat complying with the requirements of the IMO International\n                                       Life-Saving Appliances Code and designed to rescue persons in distress and for marshalling\n                                       liferafts.\n\n\u2018Retro-reflective material\u2019 means a material which reflects in the opposite direction\n                                       a beam of light directed on it.\n\n\u2018Rocket parachute flare\u2019 means a pyrotechnic signal complying with the requirements\n                                       of the IMO International Life-Saving Appliances Code.\n\n\u2018Safe haven\u2019 means a harbour or shelter of any kind which affords entry, subject to\n                                       prudence in the weather conditions prevailing, and protection from the force of the\n                                       weather.\n\n\u2018Sailing vessel\u2019 means a vessel designed to carry sail, whether as a sole means of\n                                       propulsion or as a supplementary means.\n\n\u2018Sail training vessel\u2019 means a sailing vessel which, at the time, is being used either:\n\na) to provide instruction in the principles of responsibility, resourcefulness, loyalty\n                                             and team endeavour and to advance education in the art of seamanship; or\n\nb) to provide instruction in navigation and seamanship for yachtsmen;\n\n\u2018Seafarer\u2019 means any person who is employed or engaged or works in any capacity on\n                                       board a ship. (See National Annex for interpretation)\n\n\u2018Self-activating smoke signal\u2019 means a signal complying with the requirements of the\n                                       IMO International Life-Saving Appliances Code.\n\n\u2018Self-igniting light\u2019 means a light complying with the requirements of the IMO International\n                                       Life-Saving Appliances Code.\n\n\u2018Short Range Yacht\u2019 means a vessel under 500GT the keel of which was laid or was at\n                                       a similar stage of construction prior to the 1st August 2005 or a new vessel constructed\n                                       on or after that date under 300GT:\n\n\u2022 restricted to operating in forecast or actual wind of a maximum Beaufort Force 4,\n                                             for a motor yacht, and Beaufort Force 6 for a sailing yacht;\n\n\u2022 within 60 nautical miles of a safe haven. (The Administration may permit operation\n                                             on specified routes up to 90 nautical miles from a safe haven as appropriate).\n\n\u2018Similar stage of construction\u2019 means at a stage which:\n\n(a) construction identifiable with a specific vessel begins; and\n\n(b) assembly of that vessel, comprising at least 1% of the estimated mass of all structural\n                                             material has commenced.\n\nIn the case of vessels constructed of FRP or GRP this will be considered as the date\n                                       when more than 5% of the hull resin and reinforcement has been laid.\n\n\u2018SLA\u2019 Safe Landing Area. The area bounded by the perimeter line and perimeter lighting.\n                                       The construction of the OFS and LOS segments (see below) should ensure that the main\n                                       rotor will not risk conflict with obstacles when the nose of the helicopter is butted-up\n                                       to, but not projecting over, the perimeter line. Thus the pilot, when landing in unusual\n                                       circumstances, has confidence that he can touch down provided that all wheels are\n                                       within the SLA and the nose of the helicopter is not projecting over the nearest perimeter\n                                       line ahead. However, only correct positioning over the aiming circle (see \u2018Aiming\n                                       Circle\u2019 above) will ensure proper clearance with respect to physical obstacles, provision\n                                       of ground effect, and provision of adequate passenger access/egress.\n\n\u2018SOLAS\u2019 means the International Convention of Safety of Life at Sea, 1974, as amended.\n\n\u2018SOLAS A pack\u2019 means a liferaft emergency pack complying with the requirements of\n                                       the IMO International Life-Saving Appliances Code.\n\n\u2018SOLAS B pack\u2019 means a liferaft emergency pack complying with the requirements of\n                                       the IMO International Life-Saving Appliances Code.\n\n\u2018Standard fire test\u2019 means a test in which specimens of the relevant bulkheads, decks\n                                       or other constructions are exposed in a test furnace by a specified test method in\n                                       accordance with the IMO Fire Test Procedures Code.\n\n\u2018Submersible Craft\u2019 means any description of manned mobile submersible apparatus which\n                                       is designed to maintain some or all of its occupants at or near atmospheric pressure\n                                       including free, self-propelled, tethered, towed or bottom contact propelled apparatus\n                                       and atmospheric diving suits. A diving bell is not a submersible craft for the purposes\n                                       of these Regulations; and \u2018diving bell\u2019 means any compression chamber which is capable\n                                       of being manned and is used or designed for use under the surface of water in supporting\n                                       human life being a chamber in which any occupant is or may be subjected to a pressure\n                                       of more than 300 millibars above atmospheric pressure during normal operation;\n\n\u2018Superstructure\u2019 has the meaning given in annex I to ICLL.\n\n\u2018Survival craft\u2019 means a craft capable of sustaining the lives of persons in distress\n                                       from the time of abandoning the ship.\n\n\u2018Trainee\u2019\n\nA trainee SHOULD:\n\n1. Be engaged for the sole purpose of:\n\n(a) obtaining instruction in the principles of responsibility, resourcefulness, loyalty\n                                                   and team endeavour; and/or\n\n(b) instruction in navigation and seamanship, marine engineering or other shipboard related\n                                                   skills.\n\n2. Be considered to form part of a \u2018trainee voyage crew'; and\n\n3. Participate in the operation of the vessel to the best of his or her ability. A trainee\n                                             SHOULD NOT:\n\n1. be part of the crew for the purpose of safe manning or have any safety critical duties;\n\n2. have any employment contract or any employment relationship with the owner or operator\n                                                   of the vessel;\n\n3. receive any remuneration for his/her activities on board;\n\n4. be considered to be a seaman or seafarer; and\n\n5. be considered as a passenger*.\n\n*Note - the fact that a trainee(s) may contribute towards the cost of their welfare whilst\n                                       on board should not imply that they are passengers.\n\nThe Minimum age of trainees should be an issue for the National Marine Administration\n                                       and requirements should be as indicated in the National Annex.\n\nTraining organisations wishing to operate training vessels carrying more than 12 trainees\n                                       should comply with the requirements of the National Marine Administration as indicated\n                                       in the National Annex.\n\n\u2018Training manual\u2019 with regard to life-saving appliances means a manual complying with\n                                       the requirements of SOLAS III/Part B \u2013 Life Saving Appliances and Arrangements, Regulation\n                                       35.\n\n\u2018Training Vessel\u2019 Training Vessel which may be either a sailing or motor vessel, means\n                                       a vessel which is operated to provide:\n\na) instruction in the principles of responsibility, resourcefulness, loyalty and team\n                                             endeavour; and/or\n\nb) instruction in navigation and seamanship, marine engineering or other shipboard related\n                                             skills.\n\nThe vessel must be properly and safely manned at all times, both at sea and if necessary\n                                       in port, by a sufficient number of experienced and competent personnel to ensure that\n                                       trainees are adequately supervised giving particular consideration to the number,\n                                       age and sex of the trainees.\n\nAll training should be properly organised with clearly detailed objectives and outcomes.\n\n\u2018Two-way VHF radiotelephone set\u2019 means a portable or a fixed VHF installation for\n                                       survival craft complying with the performance standards adopted by the IMO contained\n                                       in A.762(18) or any Resolution amending or replacing it which is considered by the\n                                       Administration to be relevant from time to time.\n\n\u2018Voyage\u2019 includes an excursion.\n\n\u2018Watertight\u2019 means capable of preventing the passage of water in any direction.\n\n\u2018Weather deck\u2019 means the uppermost complete weather tight deck fitted as an integral\n                                       part of the vessel's structure and which is exposed to the sea and weather.\n\n\u2018Weathertight\u2019 has the meaning given in annex I of ICLL. Weathertight means that in\n                                       any sea conditions water will not penetrate into the ship.\n\n\u2018Wheelhouse\u2019 means the control position occupied by the officer of the watch who is\n                                       responsible for the safe navigation of the vessel.\n\n\u2018Window\u2019 means a ship's window, being any window, regardless of shape, suitable for\n                                       installation aboard ships.\n\n3.1.1 The Code applies to a motor or sailing vessel of 24 metres in load line length and\n                                                over or, if built before 21 July 1968, which is of 150 tons5 gross tonnage and over and which, at the time, is in commercial use for sport or\n                                                pleasure and carries no cargo and no more than 12 passengers. Sail training vessels\n                                                are included in this application.\n\n3.1.2 The Administration may establish alternative standards for yachts operating under\n                                                International Sailing Federation (ISAF) or Union Internationale Motonautique (UIM)\n                                                racing rules.\n\n3.1.3 Any provision of the Code expressed in the conditional (i.e. \u2018should\u2019) shall be a\n                                                requirement.\n\n3.2.1 In general, requirements given within the Code are based on unrestricted geographical\n                                                operation outside Polar Regions, however, where considered appropriate, standards\n                                                for vessels operating as Short Range Yachts have been included.\n\n3.2.2 Yachts which intend to operate in Polar Regions must meet requirements of one of the\n                                                recognised Classification Societies listed in the National Annex appropriate to the\n                                                intended area of operation. Stability conditions should include those for icing. Reference\n                                                to be made to the IMO Guidelines for Polar Regions, Resolution A.1024(26) as amended\n                                                or replaced by IMO for yachts intended to operate inside polar regions.\n\nProposals for the application of alternative standards considered to be at least equivalent\n                                             to the requirements of the Code should be submitted to the Administration for approval.\n                                             Equivalence may be achieved by incorporating increased requirements to balance deficiencies\n                                             and thereby achieve the overall safety standard.\n\nExemptions should be granted only by the Administration.\n\nApplications for exemption should be made to the Administration and be supported by\n                                             justification for the exemption.\n\nThe granting of exemptions will be limited by the extent to which international conventions\n                                             allow and should be regarded as exceptiona\n\n3.3.3.1 In the case of an existing vessel which does not comply fully with the Code safety\n                                                   standards but for which the Code standards are reasonable and practicable, the Administration\n                                                   should give consideration to a proposal from the owner(s)/managing agent(s) to phase\n                                                   in requirements within an agreed time scale not exceeding 18 months.\n\n3.3.3.2 When an existing vessel does not meet the Code safety standard for a particular feature\n                                                   and it can be demonstrated that compliance is neither reasonable nor practicable,\n                                                   proposals for alternative arrangements should be submitted to the Administration for\n                                                   approval. In considering individual cases, the Administration should take into account\n                                                   the vessel's service history and any other factors which are judged to be relevant\n                                                   to the safety standard which can be achieved.\n\n3.3.3.3 Generally, repairs, alterations and refurbishments should comply with the standards\n                                                   applicable to a new vessel.\n\n3.3.3.4 Vessels the keels of which were laid or were at a similar stage of construction before\n                                                   the 1st October 2013 or the date of entry into force of the Maritime Labour Convention\n                                                   2006 if that be sooner and which have and have been or are currently under survey\n                                                   to LY1 or LY2 may continue to be considered under the standards in force at the time\n                                                   of initial survey with the exception of the following which must comply with this\n                                                   version of the code:\n\n(a) Section 13.2.4 Lifejackets;\n\n(b) Section 16.3.1 (Radio equipment);\n\n(c) Section 18.1.8 Vessels of 300GT and over have LRIT fitted;\n\n(d) Section 18.1.9 Vessels of 150GT and over have BNWAS fitted;\n\n(e) Section 26 Manning and Personnel Certification;\n\n(f) Section 29 Crew Agreements;\n\n(g) Section 30.2 Vessels under 500GT, Safety Management;\n\n(h) Existing sailing yachts may take advantage of the definition of a \u2018Short range yacht\u2019\n                                                         in this version of the Code.\n\n3.3.3.5 All other vessels should be surveyed under this version of the Code.\n\nWhere a question of interpretation of any part of this Code arises which cannot be\n                                          resolved by a delegated authority and the owner(s)/managing agent(s) for a vessel,\n                                          a decision on the interpretation may be obtained on written application to the Administration.\n\nThe requirements of the Code will be reviewed and, if necessary revised, by the Administration\n                                          in consultation with the working group.\n\nObjective: The purpose of this section is to ensure that all vessels are constructed\n                                                      to a consistent standard in respect of strength and watertight integrity. New Vessels\n                                                      are to be built to the requirements of one of the recognised Classification Societies\n                                                      listed in the National Annex and issued with a commercial Certificate of Classification.\n                                                      Existing Vessels which do not have a Certificate of Classification issued by a Classification\n                                                      Society listed in the National Annex should obtain such a certificate. For vessels\n                                                      under 500GT alternative arrangements for Short Range operation may be agreed by the\n                                                      Administration. The extent of the watertight bulkheads defined in Section 4.3 is to\n                                                      ensure that sufficient buoyancy is maintained by the vessel to meet the damaged stability\n                                                      requirements of Section 11.\n\n4.1.1 All vessels should have a freeboard deck.\n\n4.1.2 All vessels should be fitted with a weather deck throughout the length of the vessel\n                                                and be of adequate strength to withstand the sea and weather conditions likely to\n                                                be encountered in the declared area(s) of operation.\n\n4.1.3 The declared area(s) of operation and any other conditions which restrict the use\n                                                of the vessel at sea should be recorded on the load line certificate issued to the\n                                                vessel.\n\n4.1.4 The choice of hull construction material affects fire protection requirements, for\n                                                which reference should be made to section 14A and 14B.\n\n4.1.5 Where a considerable risk of lightning strike is identified vessels should have lightning\n                                                strike protection.\n\n4.2.1 All vessels must be constructed in accordance with the requirements of a recognised\n                                                Classification Society listed in the National Annex.\n\n4.2.2 Attention should be paid to local or global hull strength requirements for the provision\n                                                of ballast.\n\nSection 11 of the Code deals with subdivision and damage stability requirements which\n                                          will determine the number and positioning of watertight bulkheads defined below.\n\n4.3.1 Watertight bulkheads should be fitted in accordance with the following requirement:\n\n.1 The strength of watertight bulkheads and their penetrations, and watertight integrity\n                                                      of the division should be in accordance with the requirements of one of the Classification\n                                                      Societies referred to in the National Annex.\n\n.2 Generally, openings in watertight bulkheads should comply with the standards required\n                                                      for passenger vessels, as defined in SOLAS Chapter II-1. Hand operation from above\n                                                      the bulkhead deck and a hydraulic accumulator may be omitted if each door has it\u2019s\n                                                      own individual power- pack electrically driven via the emergency switchboard, and\n                                                      control voltage from emergency battery, and each door can be operated manually at\n                                                      the door. Edge strips which stop the door closing on contact are not permitted.\n\n.3 Approved hinged doors may be provided for infrequently used openings in watertight\n                                                      compartments, where a crew member will be in immediate attendance when the door is\n                                                      open at sea. Audible and visual alarms should be provided in the wheelhouse.\n\n.4 Unless otherwise required by section 4.4, watertight doors in yachts under 500GT may\n                                                      be approved hinged doors provided that there is an audible and visual alarm on the\n                                                      Bridge indicating when the door is open. The doors are to be kept closed at sea and\n                                                      marked accordingly. A time delay for the alarm is acceptable.\n\n.5 Procedures for the operation of watertight doors should be agreed with the Administration\n                                                      and posted in suitable locations. Watertight doors should be normally closed, with\n                                                      the exception of sliding watertight doors providing the normal access to frequently\n                                                      used living and working spaces. Additionally when an access is unlikely to be used\n                                                      for lengthy periods, the door should also be closed. All watertight doors should be\n                                                      operationally tested before a ship sails and once a week.\n\n4.4.1 Compartment(s) below the freeboard deck, provided for recreational purposes, oil fuelling/fresh\n                                                water reception or other purposes to do with the business of the vessel and having\n                                                access openings in the hull, should be bounded by watertight divisions without any\n                                                opening (i.e. doors, manholes, ventilation ducts or any other opening) separating\n                                                the compartment(s) from any other compartment below the freeboard deck, unless provided\n                                                with sliding watertight doors complying with 4.3.1, or for vessels under 500GT, hinged\n                                                doors complying with 4.4.2.\n\n4.4.2 For vessels under 500GT, openings from any other compartment below the freeboard deck\n                                                may be fitted with hinged watertight doors provided:\n\n.1 after flooding through the shell opening of the space containing the shell opening,\n                                                      the resultant waterline is below the sills of the internal openings in that space;\n                                                      or\n\n.2\n\n(a) bilge alarms are fitted in the compartment containing the shell opening, with a visual\n                                                            and audible warning on the bridge; and\n\n(b) any hinged door opens into the compartment containing the shell opening; and\n\n(c) \u2018open\u2019 door alarms, both visual and audible fitted on the bridge; and\n\n(d) the door is to be fitted with a single closing mechanism; and\n\n(e) sill height of the internal door should be higher above the deepest loaded waterline\n                                                            than the sill height of the shell opening.\n\n4.4.3 Openings in the hull should comply with SOLAS regulation II-1/15-1 \u2013 External openings\n                                                in cargo ships. Provision should be made to ensure that doors may be manually closed\n                                                and locked in the event of power or hydraulic failure. Openings are generally to be\n                                                fitted with a sill not less than 600mm above the Design Waterline.\n\n4.4.3.1 Openings in the hull with a sill height below, or less than 600mm above the Design\n                                                Waterline may be specially considered by the Administration. This consideration may\n                                                include but is not limited to:\n\n.1 doors from the space providing internal access are to have a sill height at least\n                                                      600mm above the Design Waterline;\n\n.2 the effect of flooding on stability is considered;\n\n.3 operational controls and limitations on when and where opening may be use.\n\n4.5.1.1 The condition of the rig should be monitored in accordance with a Maintenance Manual\n                                                   and a planned maintenance schedule. The schedule should include, in particular, regular\n                                                   monitoring of all the gear associated with safe work aloft and on the bowsprit (see\n                                                   22.3).\n\n4.5.2.1 Dimensions and construction materials of masts and spars and dimensions of standing\n                                                   rigging including connection to chain plates should be in accordance with the requirements\n                                                   or recommendations of one of the Classification Societies referred to in 4.3.1.1 or\n                                                   a recognised national or international standard.\n\n4.5.2.2 The associated structure for masts and spars (including chainplates, fittings, decks\n                                                   and floors) should be constructed to effectively carry and transmit the forces involved.\n\n4.5.2.3 Compliance with 4.5.2.1 and 4.5.2.2 should be confirmed by a design review and approval\n                                                   by one of the Classification Societies (e.g. Rig Design Certificate) which is assigned\n                                                   with the review of the rig.\n\n4.5.2.4 The Maintenance Manual provided by the mast manufacturer should be reviewed and approved\n                                                   by the Classification Society which is assigned to review the rig design.\n\n4.5.2.5 A physical survey on the rig stepping procedure and the rig behaviour during sea trials\n                                                   is to be carried out by or on behalf of the Classification Society that is involved\n                                                   with the classification of the vessel\u2019s hull.\n\n4.5.2.1 Annual surveys on the vessel should include reviewing records and history of rig maintenance\n                                                   measures against the specifications provided by the maintenance manual.\n\nThe strength of all blocks, shackles, rigging screws, cleats and associated fittings\n                                             and attachment points should exceed the breaking strain of the associated running\n                                             or standing rigging.\n\n4.5.4.1 Adequate means of reefing or shortening sail should be provided.\n\n4.5.4.2 Sailing vessels operating as Short Range Yachts need not carry storm canvas.\n\n4.5.4.3 All other vessels should either be provided with separate storm sails or have specific\n                                                   sails designated and constructed to act as storm canvas.\n\nObjective: This section is intended to outline standards to be achieved for weathertight\n                                                      integrity. As far as is practicable, the standards of the 1966 ICLL are to be adhered\n                                                      to. However, due consideration may be given to arrangements that provide an equivalent\n                                                      level of safety in respect of the risks of down flooding and green sea loading.\n\nVirtual Freeboard Deck\n\nFor the purposes of this section only, where actual freeboard to the weather deck\n                                       exceeds that required by ICLL 66 by at least one standard superstructure height, openings\n                                       on that deck, abaft of the forward quarter, may be assumed to be in position 2. This\n                                       is to be taken, unless otherwise stated, as defined in ICLL 66.\n\nFor vessels up to 75m load line length, a standard superstructure height is to be\n                                       taken as 1.8m. For vessels over 125m load line length, this is to be taken as 2.3m.\n                                       Superstructure heights for vessels of intermediate lengths should be obtained by interpolation.\n\n5.1.1.1 All openings leading to spaces below the weather deck not capable of being closed\n                                                weathertight, must be enclosed within either an enclosed superstructure or a weathertight\n                                                deckhouse of adequate strength meeting with the requirements of the Load Line Assigning\n                                                Authority.\n\n5.1.1.2 All exposed hatchways which give access from position 1 and position 2 are to be of\n                                                substantial weathertight construction and provided with efficient means of closure.\n                                                Weathertight hatch covers should be permanently attached to the vessel and provided\n                                                with adequate arrangements for securing the hatch closed.\n\n5.1.1.3 Hatches which are designated for escape purposes should be provided with covers which\n                                                are to be openable from either side and in the direction of escape they are to be\n                                                openable without a key. All handles on the inside are to be non removable. An escape\n                                                hatch should be readily identified and easy and safe to use, having due regard to\n                                                its position.\n\nIn general, hatches should be kept closed at sea. However, hatchways which may be\n                                          kept open for access at sea are to be as small as practicable (a maximum of 1 square\n                                          metre in clear area), and fitted with coamings of at least 300mm in height in positions\n                                          1 and 2 Hatchways should be as near to the centreline as practicable, especially on\n                                          sailing vessels. Covers of hatchways are to be permanently attached to the hatch coamings\n                                          and, where hinged, the hinges are to be located on the forward side.\n\n5.2.1.1 External doors in deckhouses and superstructures that give access to spaces below\n                                                the weather deck are to be weathertight and door openings should have coaming heights\n                                                of at least:\n\nLocation\n\nUnrestricted Yachts\n\nShort Range Yachts\n\nA\n\n600mm\n\n300mm\n\nB\n\n300mm\n\n150mm\n\nC\n\n150mm\n\n75mm\n\nLocation A The door is in the forward quarter length of the vessel and is used when\n                                                the vessel is at sea.\n\nLocation B The door is in an exposed forward facing location aft of the forward quarter\n                                                length.\n\nLocation C The door is in a protected location aft of the forward quarter length,\n                                                or an unprotected door on the first tier deck above the weather deck.\n\n5.2.1.2 Weathertight doors should be arranged to open outwards and when located in a houseside,\n                                                be hinged at the forward edge. Alternative closing arrangements will be considered\n                                                providing it can be demonstrated that the efficiency of the closing arrangements and\n                                                their ability to prevent the ingress of water will not impair the safety of the vessel.\n\n5.2.1.3 An access door leading directly to the engine room from the weather deck should be\n                                                fitted with a coaming of height of at least:\n\nLocation\n\nUnrestricted Yachts\n\nShort Range Yachts\n\nPosition 1\n\n600mm\n\n450mm\n\nPosition 2\n\n380mm\n\n200mm\n\n5.2.1.4 Coaming height, construction and securing standards for weathertight doors which are\n                                                provided for use only when the vessel is in port or at anchor in calm sheltered waters\n                                                and are locked closed when the vessel is at sea, may be considered individually.\n\n5.2.2.1 Companionway hatch openings which give access to spaces below the weather deck should\n                                                be fitted with a coaming, the top of which is at least 300mm above the deck, or 150mm\n                                                in the case of Short Range Yachts.\n\n5.2.2.2 Washboards may be used to close the vertical opening. When washboards are used, they\n                                                should be so arranged and fitted that they will not be dislodged readily. Whilst stowed,\n                                                provisions are to be made to ensure that they are retained in a secure location.\n\n5.2.2.3 The maximum breadth of an opening in a companion hatch should not exceed 1 metre.\n\n5.3.1 All skylights should be of efficient weathertight construction and should be located\n                                                on or as near to the centreline of the vessel as practicable.\n\n5.3.2 If they are of the opening type they should be provided with efficient means whereby\n                                                they can be secured in the closed position.\n\n5.3.3 Skylights which are designated for escape purposes should be openable from either\n                                                side, and in the direction of escape they are to be openable without a key. All handles\n                                                on the inside are to be non-removable. An escape skylight should be readily identified\n                                                and easy and safe to use, having due regard to its position.\n\n5.3.4 The skylight glazing material and its method of securing within the frame should meet\n                                                an appropriate national or international standard. Recognised Classification Society\n                                                rules for \u2018ships\u2019 are considered to meet these requirements. Where a recognised Classification\n                                                Society produces alternative rules for \u2018pleasure vessels\u2019 or \u2018yachts\u2019, these are considered\n                                                appropriate for Short Range Yachts.\n\nA minimum of one portable cover for each size of glazed opening should be provided\n                                                which can be accessed rapidly and efficiently secured in the event of a breakage of\n                                                the skylight.\n\n5.4.1 Portlights should be of strength appropriate to location in the vessel and meet an\n                                                appropriate national or international standard. Recognised Classification Society\n                                                rules for \u2018ships\u2019 are considered to meet these requirements. Where a recognised Classification\n                                                Society produces alternative rules for \u2018pleasure vessels\u2019 or \u2018yachts\u2019, these are considered\n                                                appropriate for Short Range Yachts. With regard to structural fire protection, the\n                                                requirements for the construction of certain portlights should meet the requirements\n                                                of Section 14A and 14B.\n\n5.4.2 In general, all portlights fitted in locations protecting openings to spaces below\n                                                the weather deck or fitted in the hull of the vessel should be provided with a permanently\n                                                attached deadlight which is to be capable of securing the opening watertight in the\n                                                event of a breakage of the portlight glazing. Proposals to fit portable deadlights\n                                                will be subject to special consideration and approval by the Administration, having\n                                                regard for the location of the portlights and the ready availability of deadlights.\n                                                Consideration should be given to the provision of operational instructions to the\n                                                Master as to when deadlights must be applied to portlights.\n\n5.4.3 Portlights fitted in the hull of the vessel below the level of the freeboard deck\n                                                should be either non-opening or of a non-readily openable type and be in accordance\n                                                with a standard recognised by the Administration. The lower edge of the portlights\n                                                should be at least 500mm or 2.5% of the breadth of the vessel, whichever is the greater,\n                                                above the all-seasons load line assigned to the vessel. Portlights of the non-readily\n                                                opening type must be secured closed when the vessel is in navigation and indication\n                                                provided on the bridge that they are closed.\n\n5.4.4 Proposals to fit large portlights (i.e. greater than 0.16 M2) in the main hull below the level of the freeboard deck will be subject to special\n                                                consideration and approval by the Administration, having regard for their location\n                                                and strength and their supporting structure and, the availability of strong protective\n                                                covers for them. One item of the special consideration should be operational instructions\n                                                to the Master as to when the strong protective covers must be fitted.\n\n5.3.4 Portlights should not be fitted in the hull in the way of the machinery space.\n\n5.5.1 Windows should be of strength appropriate to their location in the vessel and meet\n                                                the requirements of BSMA 25 or equivalent international standard. Recognised Classification\n                                                Society rules for \u2018ships\u2019 are considered to meet these requirements.\n\nWhere a recognised Classification Society produces alternative rules for \u2018pleasure\n                                                vessels\u2019 or \u2018yachts\u2019, these are considered appropriate for Short Range Yachts. With\n                                                regard to structural fire protection, the requirements for the construction of certain\n                                                windows should meet the requirements of 14A and 14B.\n\n5.5.2 For all vessels where the glazing material, glazing thickness, or fixing of the windows\n                                                does not meet the requirements of a recognised standard, windows may be tested, to\n                                                the satisfaction of the Administration, at a minimum of 4 times the required design\n                                                pressure derived from an appropriate national or international standard. Additionally,\n                                                as a minimum, calculated thicknesses should meet Classification Society requirements\n                                                for pleasure vessels or yachts. For Short Range Yachts, test pressures may be reduced\n                                                to 2.5 times the derived design pressure.\n\n5.5.3 When using BSMA 25 or equivalent, the following minimum design heads may be assumed\n                                                when determining design head pressure:\n\nFirst tier unprotected fronts 4.5 + L/100metres\n\nSecond tier unprotected fronts 3.5 metres\n\nElsewhere 1.5 metres\n\n5.5.4 In general, windows fitted in superstructures or weathertight deckhouses are to be\n                                                substantially framed and efficiently secured to the structure. The glass is to be\n                                                of the toughened safety glass type.\n\n5.5.5 Where chemically toughened safety glass is used, windows are to be of the laminated\n                                                type, the minimum depth of chemical toughening to be 30 microns on exposed faces.\n                                                Regular inspections of the windows, with particular reference to the surface condition,\n                                                should form part of the operational procedures and annual survey by a Classification\n                                                Society.\n\n5.5.6 Windows should not be fitted in the main hull below the level of the freeboard deck.\n\n5.5.7 For all vessels, other than Short Range Yachts, storm shutters (strong protective\n                                                covers with fittings) are required for all windows in the front and sides of first\n                                                tier and front windows of the second tier of superstructures or weathertight deckhouses\n                                                above the freeboard deck.\n\n5.5.7.1 Where windows are of laminated construction and their equivalent toughened safety\n                                                glass thickness exceeds the requirements of the applied standard specified in 5.5.1\n                                                by a minimum of 30%, storm shutters need not be carried, but a blanking plate(s) is\n                                                to be provided (a plate capable of being fixed over a broken window) so that any window\n                                                opening may be sealed in the event of glass failure. For windows subject to test in\n                                                accordance with 5.5.2 only blanking plates are required.\n\nWhen storm shutters are interchangeable port and starboard, a minimum of 50% of each\n                                                size should be provided.\n\n5.5.8 Side and front windows to the navigating position should not be constructed of polarised\n                                                or tinted glass. (See Section 18.2.3)\n\n5.6.1 Adequate ventilation is to be provided throughout the vessel. The accommodation is\n                                                to be protected from the entry of gas and/or vapour fumes from machinery, exhaust\n                                                and fuel systems, where machinery exhaust systems pass though accommodation they should\n                                                be fitted in a gas tight trunk or each space should be fitted with a carbon monoxide\n                                                detector, having an alarm provided locally and at a continuously manned station.\n\n5.6.2 Ventilators are to be of efficient construction and provided with permanently attached\n                                                means of weathertight closure. Generally, ventilators serving any space below the\n                                                freeboard deck or an enclosed superstructure should have a coaming of minimum height\n                                                of:\n\nLocation\n\nUnrestricted Yachts\n\nShort Range Yachts\n\nForward quarter length\n\n900mm\n\n450mm\n\nElsewhere\n\n760mm\n\n380mm\n\n5.6.3 Ventilators should be kept as far inboard as practicable and the height above the\n                                                deck of the ventilator opening should be sufficient to prevent the ingress of water\n                                                when the vessel heels.\n\n5.6.4 The ventilation of spaces such as the machinery space, which must remain open, requires\n                                                special attention with regard to the location and height of the ventilation openings\n                                                above the deck, taking into account the effect of down flooding angle on stability\n                                                standard. (See section 11).\n\nThe means of closure of ventilators serving the machinery space should be selected\n                                                with regard to the fire protection and extinguishing arrangements provided in the\n                                                machinery space.\n\n5.6.5 Engine exhaust outlets which penetrate the hull below the freeboard deck should be\n                                                provided with means to prevent back flooding into the hull through a damaged exhaust\n                                                system. For vessels operating on unrestricted service a positive means of closure\n                                                should be provided. The system should be of equivalent construction to the hull on\n                                                the outboard side of the closure. For Short Range Yachts, where the fitting of a positive\n                                                closure is not practicable, the exhaust should be looped up above the waterline on\n                                                the outboard side of the system, to a minimum height of 1000mm, and be of equivalent\n                                                construction to the hull.\n\n5.7.1 Air pipes serving fuel and other tanks should be of efficient construction and provided\n                                                with permanently attached means of weathertight closure. Means of closure may be omitted\n                                                if it can be shown that the open end of an air pipe is afforded adequate protection\n                                                by other structure(s) which will prevent the ingress of water.\n\n5.7.2 Where located on the weather deck, air pipes should be kept as far inboard as practicable\n                                                and be fitted with a coaming of sufficient height to prevent inadvertent flooding.\n                                                Generally, air pipes to tanks should have a minimum coaming height of:\n\nLocation\n\nUnrestricted Yachts\n\nShort Range Yachts\n\nOn weather deck\n\n760mm\n\n380mm\n\nElsewhere\n\n450mm\n\n225mm\n\n5.7.3 Air pipes to fuel tanks should terminate at a height of not less than 760mm above\n                                                either, the top of the filler pipe for a gravity filling tank or, the top of the overflow\n                                                tank for a pressure filling tank.\n\n5.8.1 The standards of ICLL should be applied to every discharge led through the shell of\n                                                the vessel as far as it is reasonable and practicable to do so, and in any case, all\n                                                sea inlet and overboard discharges should be provided with efficient shut-off valves\n                                                arranged in positions where they are readily accessible at all times.\n\n5.8.2 Underwater lights and associated penetrations fitted in the hull should be approved\n                                                by the Classification Society.\n\n5.9.1 Valves which are fitted below the waterline should be of steel, bronze or other material\n                                                having a similar resistance to impact, fire and corrosion. Non metallic valves will\n                                                not normally be considered equivalent.\n\n5.9.2 The associated piping should, in areas as indicated above, be of steel, bronze, copper\n                                                or other equivalent material. Non metallic piping will not normally be considered\n                                                equivalent.\n\n5.9.3 Where the use of plastic piping is proposed, it will be considered and full details\n                                                of the type of piping, its intended location, and use, should be submitted for approval;\n                                                with regard to watertight integrity, any plastic piping should be above the waterline.\n                                                Due regard should be paid to the IMO Fire Test Procedures Code, and 14A.2.3.4 or 14B.2.11.6.\n\n5.9.4 The use of flexible piping in any location should be kept to a minimum compatible\n                                                with the essential reason for its use. Flexible piping and the means of joining it\n                                                to its associated hard piping system should be approved as fit for the purpose.\n\nWhere vessels cannot fully comply with the requirements of this section, equivalent\n                                          arrangements may be considered by the Administration. Such proposals should take into\n                                          account the following, although this should not be considered as an exhaustive list:\n\n\u2022 Openings to be kept closed at sea\n\n\u2022 Enhanced Bilge Pumping capacity and additional bilge alarms\n\n\u2022 Compliance with damage stability if not already a requirement (see Section 11)\n\n\u2022 Provision of dorade boxes or baffle systems to prevent direct ingress of water\n\n\u2022 Alternative ventilation for use in bad weather\n\n\u2022 Consideration of downflooding angle and reduced risk of green sea loads,\n\n\u2022 i.e. protected position\n\n\u2022 Enhanced survey inspection regime\n\n\u2022 Operational Limitations\n\nObjective: This section provides for consideration of the risks of green water being\n                                                      shipped aboard and the resulting consequences with respect to the vessels stability\n                                                      and safety of personnel on deck.\n\nIn any case the intention should be to achieve a standard of safety which is at least\n                                          equivalent to the standard of ICLL.\n\nAdditionally, where a well is created on each side of the vessel between a superstructure\n                                          or deckhouse, and the bulwark in way of that superstructure or deck house, the following\n                                          formula may be used to determine the required freeing port areas on each side of the\n                                          vessel for the well concerned:\n\nFPREQ = 0.28 x Aw/ B\n\nWhere;\n\nFPREQ = Freeing port area required\n\nAw = Area of well in way of superstructure or deckhouse B = Full beam at deck,\n\nOn sailing vessels, where the solid bulwark height does not exceed 150mm, specific\n                                          freeing ports, as defined above, are not required.\n\nFor Short Range Yachts it is considered that the requirement for freeing port area\n                                          for a forward or after well may be reduced by a form factor equal to the ratio of\n                                          (actual area well) divided by (length of well x breadth of well). Dimensions should\n                                          be taken at half height of the bulwark. This may be reduced by 50% providing it can\n                                          be shown that the intact stability of the yacht remains acceptable if the well is\n                                          flooded to any level up to the bulwark height and that area provided will allow the\n                                          well to drain in less than 3 minutes.\n\nIn considering an individual case, the Administration will take into account the vessels\n                                          past performance in service and the declared area(s) of operation and any other conditions\n                                          which restrict the use of the vessel at sea which will be recorded on the load line\n                                          certificate issued to the vessel. (See section 4.1.3.)\n\n6.3.1 Any recess in the weather deck should be of weathertight construction and should be\n                                                self draining under all normal conditions of heel and trim of the vessel.\n\nA swimming pool or spa bath, open to the elements, should be treated as a recess.\n\n6.3.2 The means of drainage provided should be capable of efficient operation when the vessel\n                                                is heeled to an angle of 10\u00b0 in the case of a motor vessel (see 10A.2), and 30\u00b0 in\n                                                the case of a sailing vessel.\n\nThe drainage arrangements should have the capability of draining the recess (when\n                                                fully charged with water) within 3 minutes when the vessel is upright and at the load\n                                                line draught. Means should be provided to prevent the backflow of sea water into the\n                                                recess.\n\n6.3.3 When it is not practical to provide drainage which meets the requirements of 6.3.2,\n                                                alternative safety measures may be proposed for approval by the Administration. Where\n                                                the above requirements for quick drainage cannot be met, the effect on intact and\n                                                damage stability should be considered taking into account the mass of water and its\n                                                free surface effect.\n\nObjective: This section outlines the minimum requirements for machinery, which are\n                                                      to be in accordance with the requirements of one of the Classification Societies defined\n                                                      in the National Annex and should cover the minimum aspects defined below, even if\n                                                      the machinery is not considered the primary means of propulsion. Existing Vessels\n                                                      which are not already Classed should be taken into Class, however alternative arrangements\n                                                      for Short Range operation may be agreed by the Administration.\n\n7A.1.1 The machinery and its installation should, in general, meet with the requirements\n                                                of one of the Classification Societies named in the National Annex. The Class Survey\n                                                or Notation should include, as a minimum, propulsion and electrical generation machinery\n                                                and shafting. For existing and new vessels which operate with periodically unattended\n                                                machinery spaces, the machinery and it\u2019s installation should meet the standards of\n                                                SOLAS Chapter II-1/Part E \u2013 \u2018Additional requirements for periodically unattended machinery\n                                                spaces, so far as is reasonable and practicable to do so\u2019.\n\nPlastic piping may be accepted where the piping and the arrangements for its use meet\n                                                the requirements of the IMO Fire Test Procedures Code.\n\n7A.1.2 The requirements for main propulsion are based upon the installation of diesel powered\n                                                units. When other types of main propulsion are proposed, the arrangements and installation\n                                                should be specially considered. Where gas turbines are to be fitted, attention should\n                                                be paid to the guidance contained within the IMO High Speed Craft Code, and installation\n                                                is to be to the satisfaction of the Administration.\n\n7A.1.3 Notwithstanding the requirements of paragraph 7A.1.1, in a fuel supply system to an\n                                                engine unit, where a flexible section of piping is provided, connections should be\n                                                of a screw type or equivalent approved type. Flexible pipes should be fire resistant/metal\n                                                reinforced. Materials and fittings should be of a suitable recognised national or\n                                                international standard.\n\n7A.2.1 Notwithstanding the requirements referred to in 7A.1, the machinery, fuel tanks and\n                                                associated piping systems and fittings should be of a design and construction adequate\n                                                for the service for which they are intended, and should be so installed and protected\n                                                as to reduce to a minimum any danger to persons during normal movement about the vessel,\n                                                with due regard being made to moving parts, hot surfaces, and other hazards.\n\n7A.2.2 Means should be provided to isolate any source of fuel which may feed a fire in an\n                                                engine space. A fuel shut-off valve(s) should be provided which is capable of being\n                                                closed from a position outside the engine space. The valve(s) should be fitted as\n                                                close as possible to the fuel tank(s).\n\n7A.2.3 All external high-pressure fuel delivery lines between the high pressure fuel pumps\n                                                and fuel nozzles should be protected with a jacketed tubing system capable of containing\n                                                fuel resulting from a high-pressure line failure. The jacketed tubing system should\n                                                include means for collection of leakage and arrangements should be provided for an\n                                                alarm to be given in the event of a fuel line failure.\n\n7A.2.4 When a glass fuel level gauge is fitted it should be of the \u2018flat glass\u2019 type with\n                                                self closing valves between the gauge and the tank.\n\nObjective: This section outlines the minimum requirements for machinery, which are\n                                                      to be in accordance with the requirements of one of the Classification Societies defined\n                                                      in the National Annex. The Class Notation should cover the minimum aspects defined\n                                                      within this chapter even if the machinery is not considered the primary means of propulsion.\n\n7B.1 For existing and new vessels the machinery and its installation should meet the requirements\n                                             of one of the Classification Societies and of SOLAS Chapters II- 1/Part C Machinery\n                                             installations and II-1/Part E \u2013 Additional requirements for periodically unattended\n                                             machinery spaces, so far as is reasonable and practicable to do so.\n\n7B.2 In any case the intention should be to achieve a standard of safety which is at least\n                                             equivalent to the standard of SOLAS. Equivalence may be achieved by incorporating\n                                             increased requirements to balance deficiencies and thereby achieve the required overall\n                                             standard.\n\n7B.3 Where gas turbines are to be fitted, attention should be paid to the guidance contained\n                                             within the IMO High-speed Craft Code, and installation is to be to the satisfaction\n                                             of the Administration.\n\nObjective: This section outlines the minimum requirements for electrical installations,\n                                                      which are to be in accordance with the requirements of one of the Classification Societies\n                                                      defined in the National Annex, and should cover the minimum aspects defined below.\n                                                      For sailing vessels, this should also cover the elements necessary to ensure safety\n                                                      of the vessel including control of the sails, where appropriate. Existing Vessels\n                                                      which are not already Classed should be taken into Class, however alternative arrangements\n                                                      for Short Range operation may be agreed by the Administration.\n\n8A.1.1 Particular attention should be paid to the provision of overload and short circuit\n                                                protection of all circuits, except engine starting circuits supplied from batteries.\n\n8A.1.2 Electrical devices working in potentially hazardous areas, into which petroleum vapour\n                                                or other hydrocarbon gas may leak, should be of a type certified safe for the hazard.\n\n8A.2.1 Lighting circuits, including those for emergency lighting, should be distributed through\n                                                the spaces so that a total blackout cannot occur due to failure of a single protective\n                                                device.\n\n8A.2.2 An emergency source of lighting should be provided which should be independent of\n                                                the general lighting system. This source should be sufficient for up to 3 hours duration\n                                                and should include navigation light supplies. The lighting is to provide sufficient\n                                                lighting for personnel to escape from the accommodation or working spaces to their\n                                                muster station, and launch and board survival craft. Additionally, this light, supplemented\n                                                by torches, should be sufficient to permit emergency repairs to machinery etc.\n\nBatteries of a type suitable for marine use and not liable to leakage should be used.\n                                          Areas in which batteries are stowed should be provided with appropriate ventilation\n                                          to prevent an accumulation of gas which is emitted from batteries of all types.\n\nEmergency power should be readily available to supply the required emergency lighting,\n                                          radio installation and navigation aids for a minimum of 3 hours. As a minimum, the\n                                          navigation aids to be supplied by emergency power to include GPS, echo sounder and\n                                          AIS. The emergency power supply should be adequate to also supply any electrical emergency\n                                          equipment fitted, such as fire pumps, bilge pumps, watertight doors, and rescue boat\n                                          davit.\n\nThe emergency source of power should be independent of the main power supply, external\n                                          to the engine room, and with separate distribution.\n\nObjective: This section outlines the minimum requirements for electrical, installations\n                                                      which are to be in accordance with the requirements of one of the Classification Societies\n                                                      defined in the National Annex, and should cover the minimum aspects defined below.\n                                                      For sailing vessels, this should also cover the elements necessary to ensure safety\n                                                      of the vessel including control of the sails, where appropriate.\n\n8B.1 The electrical equipment and it\u2019s installation should meet the standards of SOLAS\n                                             Chapter II-1/Part D \u2013 Electrical installations and II-1/Part E \u2013 Additional requirements\n                                             for periodically unattended machinery spaces, where appropriate, so far as it is reasonable\n                                             and practicable to do so.\n\n8B.2 The emergency generator, if fitted, should be located above the uppermost continuous\n                                             deck but may be located below this deck provided it is protected from the effects\n                                             of fire and flooding. In all cases, the emergency generator should be separated from\n                                             main generators and main switchboard by a division capable of ensuring its continued\n                                             operation. The emergency generator should be self contained (independent of a sea\n                                             water suction) and readily accessible from the open deck.\n\n8B.3 Cables and wiring serving essential or emergency power, lighting, internal communications\n                                             or signals should be routed clear of galleys, machinery places of Category A and their\n                                             casings, spaces for storage of petrol, and other high risk fire areas.\n\nObjective: This section outlines the minimum requirements for electrical, installations\n                                                      which are to be in accordance with the requirements of one of the Classification Societies\n                                                      defined in the National Annex, and should cover the minimum aspects defined below.\n                                                      For sailing vessels, this should also cover the elements necessary to ensure safety\n                                                      of the vessel including control of the sails, where appropriate.\n\n9A.1 General Requirements\n\nThe steering gear and its installation should, in general, meet with the requirements\n                                             of one of the Classification Societies named in the National Annex.\n\nIn the event that the above requirements cannot be met on an existing vessel, the\n                                             Administration may be requested to consider and approve alternative arrangements to\n                                             achieve adequate safety standards.\n\n9A.2 Vessels should be provided with means for directional control of adequate strength\n                                             and suitable design to enable the heading and direction of travel to be effectively\n                                             controlled at all operating speeds. When appropriate to the safe steering of the vessel,\n                                             the steering gear should be power operated in accordance with the requirements of\n                                             the Administration.\n\n9A.3 When the steering gear is fitted with remote control, arrangements should be made\n                                             for emergency steering in the event of a failure of such control.\n\nObjective: This section outlines the minimum requirements for steering gear, which\n                                                      are to be in accordance with the requirements of a recognised Classification Society.\n                                                      The Class Notation or Survey should cover the minimum aspects defined within this\n                                                      chapter. Due regard is to be paid to the requirements for emergency steering.\n\n9B.1 For existing and new vessels, the steering gear and its installation should meet the\n                                             standards of SOLAS Chapter II-1/Part C \u2013 Machinery installations, so far as it is\n                                             reasonable and practicable to do so.\n\n9B.2 In any case, the intention should be to achieve a standard of safety which is at least\n                                             equivalent to the standard of SOLAS. Equivalence may be achieved by incorporating\n                                             increased requirements to balance deficiencies and thereby achieve the required overall\n                                             standard.\n\nObjective: This section outlines the minimum requirements for bilge pumping, which\n                                                      are to be in accordance with the requirements of a recognised Classification Society.\n                                                      The Class Notation should cover the minimum aspects defined within this chapter. The\n                                                      principle objective of this section is that in the event of one compartment being\n                                                      flooded, which may or not be the engine room, there is an ability to control any leakage\n                                                      to adjacent compartments.\n\n10A.1 General Requirements\n\nThe bilge pumping equipment and its installation should, in general, meet with the\n                                             requirements of a recognised Classification Society. Either the vessel should be in\n                                             class or a statement of compliance issued by one of the Societies should be provided\n                                             to the Administration.\n\nIn the event that the above requirements cannot be met on an existing vessel, the\n                                             Administration may be requested to consider alternative arrangements to achieve adequate\n                                             safety standards.\n\n10A.2 All vessels should be provided with at least two fixed and independently powered bilge\n                                             pumps, with suction pipes so arranged that any compartment can be effectively drained\n                                             when the vessel is heeled to an angle of 10\u00b0. For Short Range Yachts, the second pump\n                                             and suction pipes may be portable.\n\n10A.3 The location of pumps required by 10A.2, their individual power supplies and controls,\n                                             including those for bilge valves should be such that, in the event of any one compartment\n                                             being flooded at least one of those pumps is capable of removing water from the flooded\n                                             space and adjacent compartments and discharging this via a dedicated discharge overboard.\n\n10A.4 Each bilge pump suction line should be fitted with an efficient strum box.\n\n10A.5  In the case of a vessel where the propulsion machinery space may be unmanned at any\n                                             time, a bilge level alarm should be fitted. The alarm should provide an audible and\n                                             visual warning in the Master's cabin and in the wheelhouse. The audible and visual\n                                             alarm may be accepted elsewhere if it is considered that such a location may be more\n                                             appropriate.\n\n10A.6 Pumping and piping arrangements for bilges into which fuel or other oils of similar\n                                             or higher fire risk could collect, under either normal or fault conditions, should\n                                             be kept clear of accommodation spaces and separate from accommodation bilge systems.\n                                             Bilge level alarms meeting the requirements of 10A.5 should be fitted to all such\n                                             bilges.\n\nObjective: This section outlines the minimum requirements for bilge pumping, which\n                                                      are to be in accordance with the requirements of one of the Classification Societies\n                                                      defined in section 3. The Class Notation should cover the minimum aspects defined\n                                                      within this chapter. The principle objective of this section is that in the event\n                                                      of one compartment being flooded, which may or not be the engine room, there is an\n                                                      ability to control any leakage to adjacent compartments.\n\n10B.1 For all vessels, the bilge pumping and its installation should as a minimum meet the\n                                             cargo vessel standards of SOLAS Chapter II-1/Part B \u2013 Subdivision and stability Regulation\n                                             21.\n\n10B.2 In any case, the intention should be to achieve a standard of safety which is at least\n                                             equivalent to the standard of SOLAS. Equivalence may be achieved by incorporating\n                                             increased requirements to balance deficiencies and thereby achieve the required overall\n                                             standard.\n\n10B.3 A minimum of two bilge pumps should be provided. The capacity of the pumps and the\n                                             size of the bilge main and branches should meet the capacity requirements for passenger\n                                             ships contained in SOLAS.\n\n10B.4 In addition the minimum requirements for vessels of less than 500GT contained at section\n                                             10A, should also be met.\n\n11.1.1 This section deals with the standards for both intact and damage stability.\n\n11.1.2 An intact stability standard proposed for assessment of a vessel type not covered\n                                                by the standards defined in the Code should be submitted to the Administration for\n                                                approval at the earliest opportunity.\n\n11.1.3 If used, permanent ballast should be located in accordance with a plan approved by\n                                                the Administration and in a manner that prevents shifting of position. Permanent ballast\n                                                should not be removed from the ship or relocated within the ship without the approval\n                                                of the Administration. Permanent ballast particulars should be noted in the ship\u2019s\n                                                stability booklet. Attention should be paid to local or global hull strength requirements\n                                                from the point of view of the fitting of additional ballast.\n\nThe curves of statical stability for seagoing conditions should meet the following\n                                                criteria:\n\n.1 the area under the righting lever curve (GZ curve) should not be less than 0.055 metre-radians\n                                                      up to 30\u00b0 angle of heel and not less than 0.09 metre- radians up to 40\u00b0 angle of heel,\n                                                      or the angle of downflooding, if this angle is less;\n\n.2 the area under the GZ curve between the angles of heel of 30\u00b0 and 40\u00b0 or between 30\u00b0\n                                                      and the angle of downflooding if this is less than 40\u00b0, should not be less than 0.03\n                                                      metre-radians;\n\n.3 the righting lever (GZ) should be at least 0.20 metres at an angle of heel equal to\n                                                      or greater than 30\u00b0;\n\n.4 the maximum GZ should occur at an angle of heel of preferably exceeding 30\u00b0 but not\n                                                      less than 25\u00b0;\n\n.5 after correction for free surface effects, the initial metacentric height (GM) should\n                                                      not be less than 0.15 metres; and\n\n.6 in the event that the vessels intact stability standard fails to comply with the criteria\n                                                      defined in .1 to .5 the Administration may be consulted for the purpose of specifying\n                                                      alternative but equivalent criteria.\n\nWhere Short Range Yachts are unable to meet the criteria above, the following criteria\n                                                may be used:\n\n.1 the area under the righting lever curve (GZ curve) should not be less than 0.07 metreradians\n                                                      up to 15\u00b0 angle of heel, when maximum GZ occurs at 15\u00b0, and 0.055 metre-radians up\n                                                      to 30\u00b0 angle of heel, when maximum GZ occurs at 30\u00b0 or above. Where the maximum GZ\n                                                      occurs at angles of between 15\u00b0 and 30\u00b0, the corresponding area under the GZ curve,\n                                                      Areq should be taken as follows:-\n\nAreq = 0.055 +0.001(30\u00b0 -\u03b8max) metre.radians\n\nwhere \u03b8max is the angle of heel, in degrees, where the GZ curve reaches its maximum;\n\n.2 the area under the GZ curve between the angles of heel of 30\u00b0 and 40\u00b0 or between 30\u00b0\n                                                      and the angle of downflooding if this is less than 40\u00b0, should not be less than 0.03\n                                                      metre-radians;\n\n.3 the righting lever (GZ) should be at least 0.20 metres at an angle of heel equal to\n                                                      or greater than 30\u00b0;\n\n.4 the maximum GZ should occur at an angle of heel not less than 15\u00b0;\n\n.5 after correction for free surface effects, the initial metacentric height (GM) should\n                                                      not be less than 0.15 metres.\n\nThe curves of statical stability for seagoing conditions should meet the following\n                                                criteria:\n\n.1 the area under the righting lever curve (GZ curve) should not be less than 0.075 metre-radians\n                                                      up to an angle of 20\u00b0 when the maximum righting lever (GZ) occurs at 20\u00b0 and, not\n                                                      less than 0.055 metre-radians up to an angle of 30\u00b0 when the maximum righting lever\n                                                      (GZ) occurs at 30\u00b0 or above. When the maximum GZ occurs at angles between 20\u00b0 and\n                                                      30\u00b0 the corresponding area under the GZ curve, Areq should be taken as follows:-\n\nAreq = 0.055 + 0.002(30\u00b0 -\u03b8max) metre.radians;\n\nwhere \u03b8max is the angle of heel in degrees where the GZ curve reaches its maximum;\n\n.2 the area under the GZ curve between the angles of heel of 30\u00b0 and 40\u00b0, or between\n                                                      30\u00b0 and the angle of downflooding if this is less than 40\u00b0, should not be less than\n                                                      0.03 metre-radians;\n\n.3 the righting lever (GZ) should be at least 0.20 metres at an angle of heel where it\n                                                      reaches its maximum;\n\n.4 the maximum GZ should occur at an angle of heel not less than 20\u00b0;\n\n.5 after correction for free surface effects, the initial metacentric height (GM) should\n                                                      not be less than 0.15 metres; and\n\n.6 if the maximum righting lever (GZ) occurs at an angle of less than 20\u00b0 approval of\n                                                      the stability should be considered by the Administration as a special case.\n\nFor the purpose of assessing whether the stability criteria are met, GZ curves should\n                                                be produced for the loading conditions applicable to the operation of the vessel.\n\n11.2.1.5.1 The buoyancy of enclosed superstructures complying with regulation 3(10)(b) of the\n                                                      ICLL may be taken into account when producing GZ curves.\n\n11.2.1.5.2 Superstructures, the doors of which do not comply with the requirements of regulation\n                                                      12 of ICLL, should not be taken into account.\n\nIn addition to the criteria above designers and builders should address the following\n                                                hazards which are known to affect vessels operating in planing modes or those achieving\n                                                relatively high speeds:\n\n.1 directional instability, often coupled to roll and pitch instabilities;\n\n.2 bow diving of planing vessels due to dynamic loss of longitudinal stability in calm\n                                                      seas;\n\n.3 reduction in transverse stability with increasing speed in monohulls;\n\n.4 porpoising of planing monohulls being coupled with pitch and heave oscillations;\n\n.5 generation of capsizing moments due to immersion of chines in planing monohulls (chine\n                                                      tripping).\n\n.1 Curves of statical stability (GZ curves) for at least the Loaded Departure with 100%\n                                                   consumables and the Loaded Arrival with 10% consumables should be produced.\n\n.2 The GZ curves required by .1 should have a positive range of not less than 90\u00b0.For\n                                                   vessels of more than 45m, a range of less than 90\u00b0 may be considered but may be subject\n                                                   to agreed operational criteria.\n\n.3 In addition to the requirements of .2, the angle of steady heel should be greater\n                                                   than 15 degrees (see figure). The angle of steady heel is obtained from the intersection\n                                                   of a \u2018derived wind heeling lever\u2019 curve with the GZ curve required by .1.\n\nNoting that:\n\nWLO= is the magnitude of the actual wind heeling lever at 0\u00b0 which would cause the\n                                                   vessel to heel to the 'down flooding angle' \u03b8f or 60\u00b0 whichever is least.\n\nGZf = is the lever of the vessel's GZ at the down flooding angle (\u03b8f) or 60\u00b0 whichever is least.\n\n\u03b8d = is the angle at which the 'derived wind heeling' curve intersects the GZ curve.\n                                                   (If \u03b8d is less than 15\u00b0 the vessel will be considered as having insufficient stability for\n                                                   the purpose of the Code).\n\n\u03b8f = the 'down-flooding angle' is the angle of heel causing immersion of the lower edge\n                                                   of openings having an aggregate area, in square metres, greater than:-\n\nAll regularly used openings for access and for ventilation should be considered when\n                                             determining the downflooding angle. No opening regardless of size which may lead to\n                                             progressive flooding should be immersed at an angle of heel of less than 40\u00b0. Air\n                                             pipes to tanks can, however, be disregarded.\n\nIf, as a result of immersion of openings in a superstructure, a vessel cannot meet\n                                             the required standard, those superstructure openings may be ignored and the openings\n                                             in the weather deck used instead to determine \u03b8f. In such cases the GZ curve should be derived without the benefit of the buoyancy\n                                             of the superstructure.\n\nIt might be noted that provided the vessel complies with the requirements of 11.2.2.1.1,\n                                             11.2.2.1.2 and 11.2.2.1.3 and is sailed with an angle of heel which is no greater\n                                             than the\u2019 derived angle of heel', it should be capable of withstanding a wind gust\n                                             equal to 1.4 times the actual wind velocity (i.e. twice the actual wind pressure)\n                                             without immersing the\u2019 down-flooding openings', or heeling to an angle greater than\n                                             60\u00b0.\n\n.1 Curves of statical stability in both roll and pitch should be prepared for at least\n                                                   the Loaded Arrival with 10% consumables. The VCG should be obtained by one of the\n                                                   three methods listed below:\n\n.1 inclining of complete craft in air on load cells, the VCG being calculated from the\n                                                         moments generated by the measured forces; or\n\n.2 separate determination of weights of hull and rig (comprising masts and all running\n                                                         and standing rigging), and subsequent calculation assuming that the hull VCG is 75%\n                                                         of the hull depth above the bottom of the canoe body, and that the VCG of the rig\n                                                         is at half the length of the mast (or a weighted mean of the lengths of more than\n                                                         one mast); or\n\n.3 a detailed calculation of the weight and CG position of all components of the vessel,\n                                                         plus a 15% margin of the resulting VCG height above the underside of canoe body.\n\n.2 If naval architecture software is used to obtain a curve of pitch restoring moments,\n                                                   then the trim angle must be found for a series of longitudinal centre of gravity (LCG)\n                                                   positions forward of that necessary for the Design Waterline. The curve can then be\n                                                   derived as follows:\n\nGZ in pitch = CG\u2019 x cos (trim angle)\n\ntrim angle = tan\n\nwhere: CG\u2019= shift of\n\nLCG forward of that required for design trim, measured parallel to baseline\n\nTFP= draught at forward perpendicular\n\nTAP= draught at aft perpendicular\n\nLBP= length between perpendiculars\n\nApproximations to maximum roll or pitch moments are not acceptable.\n\n.3 Data should be provided to the user showing the maximum advised mean apparent wind\n                                                   speed appropriate to each combination of sails, such wind speeds being calculated\n                                                   as the lesser of the following:\n\nor\n\nwhere\n\nv\nW = maximum advised apparent wind speed (knots)\n\nLMR = maximum restoring moment in roll (N.m)\n\nLMP = limiting restoring moment in pitch (N.m), defined as the pitch restoring moment\n                                                   at the least angle of the following:\n\na) angle of maximum pitch restoring moment, or\n\nb) angle at which foredeck is immersed\n\nc) 10\u00b0 from design trim\n\nA\u2019\nS = area of sails set including mast and boom (square metres)\n\nh = height of combined centre of effort of sails and spars above the waterline \u03c6R= heel angle at maximum roll righting moment (in conjunction with LMR)\n\n\u03c6P= limiting pitch angle used when calculating LMP (in conjunction with LMP)\n\nA\nD = plan area of the hulls and deck (square metres)\n\nb = distance from centroid of ADto the centreline of the leeward hull This data should be accompanied by the note:\n\nIn following winds, the tabulated safe wind speed for each sail combination should\n                                                      be reduced by the boat speed.\n\n.4 If the maximum safe wind speed under full fore-and-aft sail is less than 27 knots,\n                                                   it should be demonstrated by calculation using annex D of ISO 12217-2 (2002) that,\n                                                   when inverted and/or fully flooded, the volume of buoyancy, expressed in cubic metres\n                                                   (m3 ), in the hull, fittings and\n\nequipment is greater than:\n\n1.2 x (fully loaded mass in tonnes)\n\nthus ensuring that it is sufficient to support the mass of the fully loaded vessel\n                                                   by a margin. Allowance for trapped bubbles of air (apart from dedicated air tanks\n                                                   and watertight compartments) should not be included.\n\n.5 The maximum safe wind speed with no sails set calculated in accordance with .3 above\n                                                   should exceed 36 knots. For Short Range Yachts this wind speed should exceed 32 knots.\n\n.6 Trimarans used for unrestricted operations should have sidehulls each having a total\n                                                   buoyant volume of at least 150% of the displacement volume in the fully loaded condition.\n\n.7 The stability information booklet should include information and guidance on:\n\n.1 the stability hazards to which these craft are vulnerable, including the risk of capsize\n                                                         in roll and/or pitch;\n\n.2 the importance of complying with the maximum advised apparent wind speed information\n                                                         supplied;\n\n.3 the need to reduce the tabulated safe wind speeds by the vessel speed in following\n                                                         winds;\n\n.4 the choice of sails to be set with respect to the prevailing wind strength, relative\n                                                         wind direction, and sea state;\n\n.5 the precautions to be taken when altering course from a following to a beam wind.\n\n.8 In vessels required to demonstrate the ability to float after inversion (according\n                                                   to .3 above), an emergency escape hatch should be fitted to each main inhabited watertight\n                                                   compartment such that it is above both upright and inverted waterlines.\n\nThe following requirements are applicable to all vessels, other than those operating\n                                          as Short Range Yachts. Whilst Short Range Yachts are not required to meet the damage\n                                          stability criteria defined above, ultimate survivability after minor damage or flooding\n                                          is recommended.\n\nIt should be noted that compliance with the damage stability criteria is not required\n                                          for vessels that obtain full compliance with the ICLL conditions of assignment.\n\n11.3.1 The watertight bulkheads of the vessel should be so arranged that minor hull damage\n                                                that results in the free flooding of any one compartment, will cause the vessel to\n                                                float at a waterline which, at any point, is not less than 75mm below the weather\n                                                deck, freeboard deck, or bulkhead deck if not concurrent.\n\n11.3.2 Minor damage should be assumed to occur anywhere in the length of the vessel, but\n                                                not on a watertight bulkhead.\n\n11.3.3 Standard permeabilities should be used in this assessment, as follows:\n\nSpace\n\nPercentage Permeability\n\nStores\n\n60\n\nStores but not a substantial quantity thereof\n\n95\n\nAccommodation\n\n95\n\nMachinery\n\n85\n\n11.3.4 In the damaged condition, considered in 11.3.1, the residual stability should be such\n                                                that any angle of equilibrium does not exceed 7\u00b0 from the upright, the resulting righting\n                                                lever curve has a range to the downflooding angle of at least 15\u00b0 beyond any angle\n                                                of equilibrium, the maximum righting lever within that range is not less than 100mm\n                                                and the area under the curve is not less than 0.015 metre radians.\n\n11.3.5 A vessel of 85 metres length and above should meet a SOLAS 90 passenger ship one-compartment\n                                                standard of subdivision, calculated using the deterministic damage stability methodology.\n\n11.4.1 Unless otherwise specified, the lightship weight, vertical centre of gravity (KG)\n                                                and longitudinal centre of gravity (LCG) of a vessel should be determined from the\n                                                results of an inclining experiment.\n\n11.4.2 An inclining experiment should be conducted in accordance with a detailed standard\n                                                which is approved by the Administration and, in the presence of an authorised surveyor.\n\n11.4.3 The report of the inclining experiment and the lightship particulars derived should\n                                                be approved by the Administration prior to its use in stability calculations.\n\nAt the discretion of the owner(s)/managing agent(s) and prior to approval of the lightship\n                                                particulars by the Administration, a margin for safety may be applied to the lightship\n                                                weight and KG calculated after the inclining experiment. Such a margin should be clearly\n                                                identified and recorded in the stability booklet.\n\nA formal record should be kept in the stability booklet of alterations or modifications\n                                                to the vessel for which the effects on lightship weight and vertical centres of gravity\n                                                are offset against the margin.\n\n11.4.4 When sister vessels are built at the same shipyard, the Administration may accept\n                                                a lightweight check on subsequent vessels to corroborate the results of the inclining\n                                                experiment conducted on the lead vessel of the class.\n\n11.5.1 A vessel should be provided with a stability information booklet for the Master, that\n                                                is to be approved by the Administration.\n\n11.5.2 The content, form and presentation of information contained in the stability information\n                                                booklet should be based on the model booklet for the vessel type (motor or sailing)\n                                                published by/for the Administration.\n\n11.5.3 A vessel with previously approved stability information which undergoes a major conversion\n                                                or alterations should be subjected to a complete reassessment of stability and provided\n                                                with newly approved stability information.\n\nA major refit or major alteration is one which results in either a change in the lightship\n                                                weight of 2% and above and/or the longitudinal centre of gravity of 1% and above (measured\n                                                from the aft perpendicular) and/or the calculated vertical centre of gravity rises\n                                                by 0.25% and above (measured from the keel).\n\nAdditionally, unless it can be clearly demonstrated that no major change has occurred,\n                                                a lightweight check should be carried out at the renewal survey required by 28.4.1.\n\n11.5.4 Sailing vessels should have, readily available, a copy of the \u2018Curves of Maximum Steady\n                                                Heel Angle to Prevent Downflooding in Squalls\u2019, or in the case of a multihull, the\n                                                values of maximum advised mean apparent wind speed, for the reference of the watchkeeper.\n                                                This should be a direct copy taken from that contained in the approved stability booklet.\n\n11.5.5 The overall sail area and spar weights and dimensions should be as documented in the\n                                                vessel\u2019s stability information booklet. Any rigging modifications that increase the\n                                                overall sail area, or the weight/dimensions of the rig aloft, must be accompanied\n                                                by an approved updating of the stability information booklet.\n\n11.5.6 For Short Range Yachts, where the damage stability has not been assessed, the following\n                                                note should be added to the approved stability booklet;\n\n\u2018This vessel has not been assessed for damage stability, and therefore might not remain\n                                                afloat in the event of damage or flooding.\u2019\n\nObjective: The purpose of this section is to ensure that all vessels are assigned\n                                                      a freeboard in accordance with ICLL 1966. This section also outlines the requirements\n                                                      for draught marks to enable trim to be readily calculated.\n\n12.1.1 The freeboard for the vessel and its marking should be approved by the Assigning Authority\n                                                for the assignment of freeboard and issue of the International Load Line Certificate\n                                                (1966).\n\n12.1.2 Vessels should comply with ICLL for the assignment of a freeboard mark which corresponds\n                                                to the deepest loading condition included in the stability information booklet for\n                                                the vessel.\n\n12.1.3 The freeboard assigned should be compatible with the strength of hull structure, intact\n                                                and damage stability requirements for the vessel, and should ensure that minimum bow\n                                                height requirements are met.\n\n12.1.4 The Assigning Authority should provide the owner(s)/managing agent(s) of the vessel\n                                                with a copy of the particulars of the freeboard assigned and a copy of the record\n                                                of particulars relating to the conditions of assignment.\n\n12.2.1 The freeboard mark applied should be positioned port and starboard at amidships on\n                                                the load line length and may be an all-seasons mark. The mark should be a permanent\n                                                disc and be of contrasting colour to the hull of the vessel in way of the mark.\n\n12.2.2 The fresh water freeboard allowance should be obtained by deducting from the all-seasons\n                                                freeboard assigned, the quantity\n\nwhere:-\n\n\u2206 = displacement in salt water in tonnes at the all-seasons draught\n\nT = tonnes per centimetres immersion at the all seasons load waterline\n\nAlternatively the deduction may be taken as 1/48th of the all-seasons draught of the\n                                                ship at amidships.\n\n12.2.3 A vessel should not operate in any condition which will result in its appropriate\n                                                freeboard marks being submerged when it is at rest and upright in calm water.\n\n12.3.1 Datum draught marks should be provided at the bow and stern, port and starboard, and\n                                                be adequate for assessing the condition and trim of the vessel. Such draught marks\n                                                maybe single datum lines.\n\n12.3.2 The marks should be permanent and easily read but need not be of contrasting colour\n                                                to the hull. The marks need not indicate more than one draught at each position and\n                                                should be above, but within 1000mm, of the deepest load waterline.\n\n12.3.3 The draught to which marks relate should be indicated either above the mark on the\n                                                hull and/or in the stability information booklet for the vessel. The position of the\n                                                marks should be verified at initial placement by the Administration or the vessel\u2019s\n                                                Assigning Authority.\n\nObjective: The purpose of this section is to ensure that all vessels are equipped\n                                                      with the minimum essential LSA equipment appropriate to yacht operations. The basic\n                                                      provision is for the principles of SOLAS to be met, however, some sections have been\n                                                      identified where alternative standards can be accepted, where appropriate.\n\n13.1.1 Life-Saving Appliances should be provided in accordance with Table 1 \u2013 Life- Saving\n                                                Appliances.\n\n13.1.2 All equipment fitted should be of a type which has been accepted by the Administration\n                                                as complying with IMO Life-Saving Appliances Code and IMO Resolution MSC.81(70).\n\n13.1.3 Additional life-saving equipment which is provided should meet the requirements of\n                                                13.1.2.\n\nWhen personal safety equipment is provided for use in water sports activities, arrangements\n                                                for its stowage should ensure that it will not be used mistakenly as lifesaving equipment\n                                                in an emergency situation.\n\n13.1.4 All life-saving equipment carried should be fitted with retro-reflective material\n                                                in accordance with the recommendations of IMO Resolution A.658(16) as amended.\n\n13.1.5 Liferaft embarkation arrangements should comply with the following:\n\n.1  Where the distance between the embarkation deck and the top of the liferaft buoyancy\n                                                      tube exceeds 1 metre with the vessel in its lightest condition, an embarkation ladder\n                                                      is to be provided. A means for fastening is to be provided and ladders are to be readily\n                                                      available for use at all times.\n\n.2  Where the distance between the embarkation deck and the top of the liferaft buoyancy\n                                                      tube exceeds 4.5 metres with the vessel in its lightest condition, davit launched\n                                                      liferafts and at least one launching appliance for launching are to be provided on\n                                                      each side of the vessel.\n\n13.1.6 Falls for launching devices are to comply with IMO Life-Saving Appliances Code. When\n                                                falls are of stainless steel, they should be renewed at intervals not exceeding the\n                                                service life recommended by the manufacturer, or where no service life is stated be\n                                                treated as galvanised steel falls. Falls of alternative materials may be considered\n                                                by the Administration.\n\n13.1.7 Every inflatable or rigid inflatable rescue boat, inflatable lifejacket, inflatable\n                                                liferaft and hydrostatic release unit other than a disposable hydro static release\n                                                unit should be serviced, at intervals not exceeding 12 months unless extended service\n                                                intervals have been approved by the Administration; at a manufacturers approved service\n                                                station.\n\n13.1.8 All repairs and maintenance of permanently inflated rescue boats should be carried\n                                                out in accordance with the manufacturers\u2019 instructions; emergency repairs may be carried\n                                                out onboard; however, permanent repairs should be effected at an approved servicing\n                                                station.\n\n13.1.9 Maintenance of equipment should be carried out in accordance with the instructions\n                                                for onboard maintenance.\n\n13.1.10 The stowage and installation of all life-saving appliances is to be to the satisfaction\n                                                of the Administration.\n\n13.1.11 All life-saving appliances should be in working order and be ready for immediate use\n                                                at the commencement of, and at all times during, the voyage.\n\n13.1.12 For a vessel equipped with stabiliser fins or having other projections at the sides\n                                                of the hull, special consideration should be given, and provisions made, as necessary\n                                                to avoid possible interference with the safe evacuation of the vessel in an emergency.\n\n13.1.13 Means should be provided to prevent overboard discharge of water into survival craft.\n\nVESSEL SIZE\n\nShort Range Yacht\n\n\u2265 24m\n\n\u2265 500GT\n\n\u2265 85m\n\nLIFEBOATS\n\n(see 13.2.1)\n\n\u2013\n\n\u2013\n\n\u2013\n\nYES\n\nLIFERAFTS\n\n(see 13.2.2)\n\nYES\n\nYES\n\nYES\n\nYES\n\nMANOVERBOARD RECOVERY SYSTEM (see 13.2.3.3)\n\nYES\n\n\u2013\n\n\u2013\n\n\u2013\n\nRESCUE BOAT\n\n(see 13.2.3)\n\n\u2013\n\nYES\n\nYES\n\nYES\n\nLIFEJACKETS\n\n(see 13.2.4)\n\nYES\n\nYES\n\nYES\n\nYES\n\nIMMERSION SUITS\n\n(see 13.2.5)\n\nYES\n\nYES\n\nYES\n\nYES/2/0\n\nLIFEBUOYS (TOTAL)\n\n4\n\n4\n\n8\n\n8\n\nLIFEBUOYS WITH LIGHT AND SMOKE\n\n(see 13.2.6.1)\n\n2\n\n2\n\n2\n\n2\n\nLIFEBUOYS WITH LIGHT\n\n\u2013\n\n\u2013\n\n2\n\n2\n\nLIFEBUOYS WITH BUOYANT (see 13.2.9.2) LIFELINE\n\n2\n\n2\n\n2\n\n2\n\nSET OF LINE THROWING APPLIANCES\n\n(4 lines plus 4 charges)\n\n1\n\n1\n\n1\n\n1\n\nROCKET PARACHUTE FLARES\n\n6\n\n6\n\n12\n\n12\n\nTWO-WAY RADIOTELEPHONE SETS\n\n2\n\n2\n\n2\n\n3\n\nEPIRB\n\n(see 13.2.7)\n\n1\n\n1\n\n1\n\n1\n\nSART\n\n(see 13.2.8)\n\n1\n\n1\n\n2\n\n2\n\nGENERAL ALARM\n\n(see 13.2.9)\n\nYES\n\nYES\n\nYES\n\nYES\n\nLIGHTING\n\n(see13.2.10)\n\nYES\n\nYES\n\nYES\n\nYES\n\nPOSTERS AND SIGNS SHOWING SURVIVAL CRAFT AND EQUIPMENT OPERATING INSTRUCTIONS YES\n\nYES\n\nYES\n\nYES\n\nYES\n\nTRAINING MANUAL\n\nYES\n\nYES\n\nYES\n\nYES\n\nINSTRUCTIONS FOR ONBOARD MAINTENANCE\n\nYES\n\nYES\n\nYES\n\nYES\n\nLIFESAVING SIGNALS AND (see 13.2.11) RESCUE POSTER \u2013 SOLAS No 1 IN WHEELHOUSE\n\nYES\n\nYES\n\nYES\n\nYES\n\n13.2.1.1 When lifeboats are required to be carried their acceptance is conditional upon the\n                                                   provision of suitable stowage and launching arrangements.\n\n13.2.1.2 When lifeboats are provided on each side of the vessel, the lifeboat(s) on each side\n                                                   should be of capacity to accommodate the total number of persons onboard.\n\n13.2.1.3 Alternative arrangements to the carriage of lifeboats may be considered as indicated\n                                                   below:\n\n.1 substitution of lifeboats by liferafts where the vessel complies with a SOLAS 2 compartment\n                                                         subdivision standard; or\n\n.2 substitution of lifeboats by a sufficient number of davit launched liferafts such\n                                                         that in the event of any one liferaft being lost or rendered unserviceable, sufficient\n                                                         aggregate capacity remains on either side of the vessel for all persons on board.\n                                                         Additionally one approved rescue boat should be provided on each side of the vessel.\n\n13.2.1.4 A lifeboat will also be acceptable as a rescue boat provided it also meets the requirements\n                                                   of the IMO Life-Saving Appliances Code as a rescue boat.\n\n13.2.2.1 The liferafts carried are to be stowed in GRP containers and must contain the necessary\n                                                   \u2018emergency pack\u2019. For Short Range Yachts, or vessels operating within 60 miles from\n                                                   a safehaven, liferafts provided may be equipped with a \u2018SOLAS B PACK\u2019. For all other\n                                                   vessels, liferafts should be equipped with a \u2018SOLAS A PACK\u2019.\n\n13.2.2.2 Liferaft approval includes approval of their stowage, launching and float-free arrangements.\n\n13.2.2.3 For vessels of less than 85m in length, or those complying with 13.2.1.3, a sufficient\n                                                   number of liferafts should be provided so that in the event of any one liferaft being\n                                                   lost or rendered unserviceable, sufficient aggregate capacity remains on either side\n                                                   of the vessel for all persons on board. This may be achieved by transferring liferafts\n                                                   from one side to the other. Where liferafts are transferable, this requirement may\n                                                   be met by the ability of the rafts to be transferred within 5 minutes, as below:-\n\nLiferafts of 6 \u2013 15 persons capacity to be carried by 2 persons Liferafts of more\n                                                   than 15 persons capacity to be carried by 4 persons.\n\n13.2.2.4 When lifeboats are provided in accordance with 13.2.1.2, sufficient liferafts are\n                                                   to be provided such that in the event of any one lifeboat being lost or rendered unserviceable,\n                                                   sufficient aggregate liferaft capacity remains on either side of the vessel for all\n                                                   persons onboard. Where liferafts are transferable, this requirement may be met by\n                                                   the ability of the rafts to be transferred within 5 minutes, as detailed in 13.2.2.3.\n\n13.2.2.5 GRP containers containing liferafts should be stowed on the weather deck or in an\n                                                   open space and fitted with hydrostatic release units so that the liferafts will float\n                                                   free of the vessel and automatically inflate.\n\n13.2.2.6 Liferafts may form part of an approved Marine Evacuation System (MES). A sufficient\n                                                   number of systems should be provided, such that in the event of any one entire system\n                                                   being lost or rendered unserviceable, sufficient aggregate capacity remains on either\n                                                   side of the vessel for all persons on board.\n\n13.2.2.7 For vessels operating with reduced personnel aboard, attention is drawn to the dangers\n                                                   associated with the use of large capacity liferafts with small numbers of persons\n                                                   embarked.\n\n13.2.3(a) Means should be provided for the recovery of a person from the sea to the vessel and\n                                                   it should be assumed that the person is unconscious or unable to assist in the rescue.\n                                                   This requirement is satisfied by the following sections as appropriate to the size\n                                                   of the vessel. If an overside boarding ladder or scrambling net is provided the ladder\n                                                   or net should extend from the weather deck to at least 600mm below the lowest operational\n                                                   waterline.\n\n13.2.3(b) All rescue boats covered within this section are to be equipped to the requirements\n                                                   of the IMO Lifesaving Appliance Code Ch V/5.1.2. Additionally, rescue boats need not\n                                                   be capable of being launched from both sides, and means to lower the boat from within\n                                                   the boat is not required.\n\n13.2.3(c) Launching stations should be in such positions as to ensure safe launching having\n                                                   particular regard to clearance from the propeller and steeply overhanging portions\n                                                   of the hull and so that, as far as possible, the rescue boat can be launched down\n                                                   the straight side of the ship whilst maintaining minimum speed to keep a course.\n\n13.2.3(d) If stowed forward the launching appliance and rescue boat should be entirely located\n                                                   in a sheltered position abaft the vertical extension of the aft most portion of the\n                                                   collision bulkhead.\n\n13.2.3.1.1 All vessels of 500GT and over should be provided with a rescue boat meeting SOLAS\n                                                      requirements in all respects, except for the colour where white will also be considered\n                                                      acceptable.\n\n13.2.3.1.1 The launching appliances should comply and be approved in accordance with the IMO\n                                                      Lifesaving Appliance Code except that when a power operated crane is fitted, it should\n                                                      be capable of operation either by hand or by an emergency source of power in the event\n                                                      of a main power failure. The routing of the emergency source of power should be considered\n                                                      in respect of damaged waterlines and fire.\n\n13.2.3.2.1 Vessels under 500GT should be provided with a rescue boat either meeting the requirements\n                                                      of 13.2.3.1 or the following:\n\n13.2.3.2.2 A boat which is not SOLAS approved but which is suitable for rescue purposes. The\n                                                      boat may be rigid, rigid inflated, or inflated, and should have a capacity for not\n                                                      less than 4 persons, one of which should be assumed to be lying down. Tubes of rigid\n                                                      inflatable or inflatable boats should have a minimum of 3 buoyancy compartments. The\n                                                      boat is to be capable of displaying a highly visible colour. If the equipment as required\n                                                      is stowed in a grab bag, it may be stowed in the boat or in an easily accessible location\n                                                      close to the rescue boat.\n\n13.2.3.2.3 Launching appliances should be either of an approved type or comply with the following\n                                                      requirements:\n\n13.2.3.2.4 The appliance should be able to launch the boat within 5 minutes. When a power operated\n                                                      device is fitted, it should be capable of operation either by hand or by an emergency\n                                                      source of power in the event of a main power failure. The routing of the emergency\n                                                      source of power should be considered in respect of damaged waterlines and fire.\n\n13.2.3.2.5 The launching appliance and its attachments should be constructed to withstand a static\n                                                      proof load on test of not less than 2.2 times the maximum working load. Acceptable\n                                                      factors of safety are 6 for wires, hooks and sheaves, and 4.5 for the remainder of\n                                                      the launching appliance. The appliance and its attachments should also be tested dynamically\n                                                      to 1.1 times the working load. It should be noted that there is no requirement to\n                                                      recover the rescue boat provided that the casualty and the boat\u2019s crew can be recovered\n                                                      on board from the boat in the water.\n\nThe design of the falls and winch system should take account of the principles of\n                                                      IMO Lifesaving Appliances Code Ch VI/6.1.2\n\n13.2.3.2.6 Where it is proposed to use the running rigging on sailing vessels, the above requirements\n                                                      should also be met.\n\n13.2.3.3.1 Vessels operating as Short Range Yachts should either comply with requirements of\n                                                      13.2.3.1 or 13.2.3.2, or the following:\n\n13.2.3.3.2 The vessel should have sufficient mobility and manoeuvrability in a seaway to enable\n                                                      persons to be retrieved from the water. For assessing this ability it is not considered\n                                                      acceptable to retrieve persons over the stern of the vessel or adjacent to the propeller(s).\n                                                      The recovery location should be visible from the conning position at all times during\n                                                      the recovery, although this may be achieved by the use of remote controls where necessary.\n\n13.2.3.3.3 The vessel should be provided with suitable equipment and/or arrangements to enable\n                                                      the person(s) to be recovered without further persons entering the water.\n\n13.2.4.1 One adult SOLAS approved lifejacket should be provided for each person onboard plus\n                                                   spare adult lifejackets sufficient for at least 10% of the total number of persons\n                                                   onboard or two, whichever is the greater. Each lifejacket should be fitted with a\n                                                   light and whistle.\n\n13.2.4.2 If the adult lifejackets provided are not designed to fit persons weighing up to 140kg\n                                                   and with a chest girth of up to 1,750 mm, a sufficient number of suitable accessories\n                                                   as may be required to provide a lifejacket for each such person should be available\n                                                   on board to allow them to be secured to such persons.\n\n13.2.4.3 Included in the above number of lifejackets, there should be at least two SOLAS approved\n                                                   inflatable lifejackets for use of the crew of any rescue boat or inflatable boat carried\n                                                   onboard.\n\n13.2.4.4 One SOLAS approved child lifejacket or infant lifejacket should be provided for each\n                                                   child or infant onboard.\n\n13.2.5.1 One approved immersion suit should be provided for each person onboard, these may\n                                                   be of the non-insulated type.\n\n13.2.5.2 Due consideration should be given to the provision of appropriate immersion/ thermal\n                                                   protection for children and infants carried on board.\n\n13.2.5.3 For cold water areas of operation, the insulated type should be carried. Reference\n                                                   to Resolution IMO MSC Circular 1046 should be made for assessment of thermal protection.\n\n13.2.6.1 Lifebuoys port and starboard provided with combined self-igniting light and self-\n                                                   activating smoke signals should be capable of quick deployment from the navigating\n                                                   bridge.\n\n13.2.6.2 The attached buoyant lifeline required on each of two of the lifebuoys is to have\n                                                   a minimum length of 30 metres.\n\n13.2.6.3 Each lifebuoy should be marked with the vessel\u2019s name and Port of Registry.\n\nAn approved EPIRB should be installed in an easily accessible position ready to be\n                                             manually released, capable of being placed in a survival craft and floating free if\n                                             the vessel sinks. All EPIRBs should be registered with the Administration. EPIRBS\n                                             are to be tested annually and serviced at not more than five yearly intervals by an\n                                             approved shore based maintainer.\n\nThe SART is to be stowed in an easily accessible position so that it can rapidly be\n                                             placed in any survival craft. Means should be provided in order that it can be mounted\n                                             in the survival craft at a height of at least 1 metre above sea level.\n\n13.2.9.1 For a vessel of less than 500GT this alarm may consist of the ship's whistle or siren\n                                                   providing it can be heard in all parts of the vessel.\n\n13.2.9.2 For a vessel of 500GT and above the requirement of 13.2.9.1 is to be supplemented\n                                                   by an electrically operated bell or Klaxon system, which is to be powered from the\n                                                   vessel's main supply and also the emergency source of power (see section 8).\n\n13.2.9.3 For a vessel of 85m in length and above, in addition to the requirements of 13.2.9.2,\n                                                   a public address system or other suitable means of communication should be provided.\n\n13.2.10.1 Alleyways, internal and external stairways, and exits giving access to, and including,\n                                                   the muster and embarkation stations should be adequately lit. (See also section 8).\n\n13.2.10.2 Adequate lighting is to be provided in the vicinity of survival craft, launching appliance(s)\n                                                   (when provided) and the overside area of sea in way of the launching position(s).\n                                                   The lighting should be supplied from the emergency source of power.\n\nWhen display space in the wheelhouse is restricted, the 2 sides of a SOLAS No.2 poster\n                                             (as contained in liferaft equipment packs) may be displayed in lieu of a SOLAS No.\n                                             1 poster.\n\n14.1.1 Special consideration should be given to safe conditions of carriage of petrol and\n                                                other highly flammable liquids either in hand portable containers/tanks or in the\n                                                tanks of vehicles (such as personal water craft, motor cars and helicopters) which\n                                                may be transported. This is not considered applicable to diesel stowage.\n\n14.1.2 The quantity of petrol and/or other highly flammable liquids carried should be kept\n                                                to a minimum, generally up to 150 litres maximum. Greater quantities may be specially\n                                                considered by the Administration on receipt of a reasoned case made by the master.\n\n14.1.3 Containers used for the carriage of flammable liquids should be constructed to a recognised\n                                                standard appropriate to the contents and each container clearly marked to indicate\n                                                its contents.\n\n14.1.4 Small lockers on open deck for the stowage of hand portable containers of petrol should\n                                                be located away from high risk areas, have no electrical fittings, and be provided\n                                                with the following:\n\n1 Natural ventilation openings top and bottom.\n\n2 Drainage leading overboard.\n\n3 Means of securing the fuel containers.\n\n4 A facility to boundary cool the locker.\n\n14.1.5 Enclosed spaces, and larger lockers on open deck, designated for the safe carriage\n                                                of petrol or similar fuel or vehicles with fuel in their tanks should be fitted with:\n\n.1 A manual water spray system giving a coverage of 3.5 ltr/m /minute over the total\n                                                      area of deck, which may be taken from the fire main with the isolating valve located\n                                                      outside the garage. An equivalent arrangement may be considered. Adequate provision\n                                                      should be made for drainage of water introduced to the space. This should not lead\n                                                      to machinery or other spaces where a source of ignition may exist.\n\n.2 A fixed fire detection and fire alarm system complying with the requirements of SOLAS\n                                                      Chapter II-2/Part A / Fire Safety Systems Code Chapter IX. The system within the space\n                                                      should also comply with 14.1.5.5.\n\n.3 Ducted mechanical exhaust ventilation, which is isolated from other ventilated spaces,\n                                                      should provide at least 6 air changes per hour (based on the empty space) and for\n                                                      which reduction of the airflow should be signalled by an audible and visual alarm\n                                                      on the navigating bridge and at the \u2018in port\u2019 control station(s). Exhaust ducting\n                                                      should be arranged to extract from the area low over the bilge. If the fan motors\n                                                      are located in the space or in the ventilation duct they should be certified safe\n                                                      to the correct designation for the flammable vapour/liquid. The ventilation fans should\n                                                      be of a non-sparking type and the ventilation system should be capable of rapid shut\n                                                      down and effective closure in event of fire.\n\n.4 A suitable gas detection system is to be provided, with audible and visual alarm in\n                                                      the wheelhouse and where it may always be observed by the crew.\n\n.5 All electrical equipment located up to 450mm above the deck should be certified safe\n                                                      for petrol vapours.\n\n.6 Electrical equipment located higher than 450mm above the deck should either:\n\n(a) be to [IP55] standard of construction (IEC Publication 529 -\n\nClassification of Degree of protection Provided by Enclosures); or\n\n(b) provided with easily accessible means of isolation (on all poles) located outside\n                                                            the space. These isolators should be grouped together as far as practicable and be\n                                                            clearly marked. This option should not be used for safety systems such as steering\n                                                            motors, rudder indicators, etc.\n\n.7 Regardless of the height of installation, it is considered that the following equipment\n                                                      located within the space should be certified safe for the flammable vapours:\n\n(a) gas detection system\n\n(b) bilge alarm\n\n(c) fire detection system\n\n(d) at least one light fitting (on a dedicated circuit, possibly emergency)\n\nIt should be noted that electrical equipment includes starters, distribution boxes,\n                                                etc.\n\n14.2.1.1 All boundaries of the sauna should be of \u2018A\u2019 class divisions, and may include changing\n                                                   rooms, showers and toilets. The sauna should be insulated to A-60 for vessels of 500GT\n                                                   and over, A-30 for vessels under 500GT, and B-15 for Short Range Yachts, against other\n                                                   spaces except those inside of the perimeter.\n\n14.2.1.2 Bathrooms with direct access to saunas may be considered as part of them. In such\n                                                   cases, the door between sauna and the bathroom need not comply with fire safety requirements.\n\n14.2.1.3 Wooden linings on bulkheads and ceilings are permitted. The ceiling above the oven\n                                                   should be lined with a non-combustible plate with an air gap of at least 30mm. The\n                                                   distance from the hot surfaces to combustible materials should be at least 500mm or\n                                                   the combustible materials should be protected (e.g. non- combustible plate with an\n                                                   air gap of at least 30mm).\n\n14.2.1.4 Wooden benches are permitted.\n\n14.2.1.5 The sauna door should open outwards by pushing.\n\n14.2.1.6 Electrically heated ovens should be provided with a timer.\n\n14.2.1.7 All spaces within the perimeter of the sauna are to be protected by a fire detection\n                                                   and alarm system and an automatic sprinkler system.\n\n14.2.2.1 The perimeter of the steam room may include changing rooms, showers and toilets.\n\n14.2.2.2 Bathrooms with direct access to suite may be considered as part of it. In such cases,\n                                                   the door between suite and the bathroom need not comply with fire safety requirements.\n\n14.2.2.3 If a steam generator of more than 5 kW is contained within the perimeter, the suite\n                                                   boundary should be constructed to an A-0 standard, or B-0 for Short Range Yachts.\n                                                   If a steam generator of more than 5 kW is not contained within the perimeter the steam\n                                                   generator should be protected by A-0 standard divisions, or B-0 for Short Range Yachts\n                                                   and pipes leading to the discharge nozzles should be lagged.\n\n14.2.2.4 If a suite arrangement contains a sauna then the requirements contained in 14.2.1\n                                                   are applicable, regardless of the steam generator location.\n\n14.2.2.5 All spaces within the perimeter are to be protected by a fire detection and alarm\n                                                   system.\n\nAttention is drawn to the requirements in SOLAS II-2/10.6.4 for fire extinguishing\n                                             systems for deep fat cooking equipment.\n\nFor fryers of up to 15 litres cooking oil capacity, the provision of a suitably sized\n                                             Class F extinguisher (BS7937:2000) together with manual isolation of the electrical\n                                             power supply is acceptable.\n\n14.3.1 A fire control (general arrangement) plan(s) should be permanently exhibited for the\n                                                guidance of the Master and crew of the vessel. The content of the plan(s) should adequately\n                                                show and describe the principal fire prevention and protection equipment and materials.\n                                                As far as practical, symbols used on the plans should comply with a recognised international\n                                                standard. The fire control plan may be a combined Fire & Safety Plan, which should\n                                                show the positions of stowage of the life-saving and fire appliances.\n\n14.3.2 For each deck, the plan(s) should show the position of control stations; sections\n                                                of the vessel which are enclosed respectively by \u2018A\u2019 class divisions and \u2018B\u2019 class\n                                                divisions; location of flammable liquid storage (see 14.1.); particulars of and locations\n                                                of fire alarms, fire detection systems, sprinkler installations, fixed and portable\n                                                fire extinguishing appliances; fireman's outfit(s); means of access and emergency\n                                                escapes for compartments and decks; locations and means of control of systems and\n                                                openings which should be closed down in a fire emergency.\n\n14.3.3 The plan(s) required by 14.3.1 should be kept up to date. Up-dating alterations should\n                                                be applied to all copies of the plan(s) without delay. Each plan should include a\n                                                list of alterations and the date on which each alteration was applied.\n\n14.3.4 A duplicate set of the plan(s) should be permanently stored in a prominently marked\n                                                weathertight enclosure readily accessible to assist non-vessel fire- fighting personnel\n                                                who may board the vessel in a fire emergency.\n\n14.3.5 Instructions valid to the maintenance and operation of all the equipment and installations\n                                                onboard for the fighting and containment of fire should be kept in one document holder,\n                                                readily available in an accessible location. For yachts over 500GT, a Fire Training\n                                                Manual, as required by SOLAS Chapter II-2/15 should be provided.\n\nObjective: The purpose of this section is to ensure a consistent level of structural\n                                                      fire protection. The section is primarily concerned with protecting high risk spaces\n                                                      such as the engine room and galley. It also makes provision for restricting the quantity\n                                                      of combustible materials and sets out the principles for detection of fire and effective\n                                                      escape.\n\n14A.1.1 Terms used in this section should have the same meaning as defined in SOLAS.\n\nTable 14A.1.1 is a guide to the major requirements of this Section. The Table is intended\n                                                as a quick reference to the requirements and is not to be used in isolation when designing\n                                                the fire safety arrangements.\n\nPassive fire protection (see 14A.2).\n\nCategory \u2018A\u2019 machinery spaces: \u2018A-30\u2019,\n\n(B-15 for short range yachts);\n\nGalleys: B-15 (for yachts not being Short Range Yachts)\u2019.\n\nMeans of escape (see 14A.3):\n\n\u2022 Category \u2018A\u2019 machinery spaces.\n\n\u2022 Accommodation and other spaces\n\nTwo (2).\n\nTwo (2).\n\nFixed fire detection system (see 14A.7).\n\n\u2022 Fitted in machinery spaces.\n\n\u2022 Fitted in service spaces, control stations and accommodation spaces.\n\nAutomatic sprinkler system or equivalent\n\nFitted in yachts that do not meet restrictions on combustible materials (14A.2.3.6\n                                                               & 14A.2.3.8).\n\nPurpose\n\nThe purpose of this section is to contain a fire in the space of origin. For this\n                                          purpose, the following functional requirements should be met:\n\n\u2022 the engine room and galley should be contained within boundaries required by this\n                                                section;\n\n\u2022 the fire integrity of the divisions should be maintained at openings and penetrations.\n\n14A.2.1.1 Fire divisions required by 14A.2.2 are to be constructed in accordance with the remaining\n                                                   paragraphs of this sub-Section.\n\n14A.2.1.2 Fire divisions using steel equivalent, or alternative forms of construction may be\n                                                   accepted if it can be demonstrated that the material by itself, or due to non- combustible\n                                                   insulation provided, has the fire resistance properties equivalent to those divisions\n                                                   required by 14A.2.2.1.\n\n14A.2.1.3 Insulation required by 14A.2.1.2 is to be such that the temperature of the structural\n                                                   core does not rise above the point at which the structure would begin to lose its\n                                                   strength at anytime during the applicable exposure to the standard fire test as referenced\n                                                   in the IMO FTP Code. For 'A' Class divisions, the applicable exposure is 60 minutes,\n                                                   and for 'B' Class divisions, the applicable exposure is 30 minutes.\n\n14A.2.1.3.1 For aluminium alloy structures, the insulation is to be such that the temperature\n                                                   of the structural core does not rise more than 200\u00b0C above the ambient temperature\n                                                   at any time during the applicable fire exposure.\n\n14A.2.1.3.2 For composite structures, the insulation is to be such that the temperature of the\n                                                   laminate does not rise more than the minimum temperature of deflection under load\n                                                   of the resin at any time during the applicable fire exposure. The temperature of deflection\n                                                   under load is to be determined in accordance with a recognised international standard.\n\n14A.2.1.3.3 Insulation need only be applied on the side that is exposed to the greatest fire risk,\n                                                   ie inside the engine room, a division between two such spaces should however be insulated\n                                                   on both sides unless it is a steel division.\n\n14A.2.1.3.4 Special attention is to be given to the fixing of fire door frames in bulkheads constructed\n                                                   of materials other than steel. Measures are to be taken to ensure that the temperature\n                                                   of the fixings when exposed to fire does not exceed the temperature at which the bulkhead\n                                                   itself loses strength.\n\n14.A.2.2.1\n\n(a) Machinery spaces of category \u2018A\u2019, are to be enclosed by \u2018A-30\u2019 Class boundaries. For\n                                                         Short Range Yachts, such machinery spaces are to be enclosed by \u2018B-15\u2019 Class boundaries;\n\n(b) Yachts which are not Short Range Yachts the keels of which are laid or are at a similar\n                                                         stage of construction on or after 1 January 2015 are to have galleys enclosed by \u2018B-15\u2019\n                                                         Boundaries. It is recommended that vessels constructed before this date also comply\n                                                         with this requirement.\n\n14A.2.2.2 Openings in 'A' and 'B' Class divisions are to be provided with permanently attached\n                                                   means of closing that are to be at least as effective for resisting fires as the divisions\n                                                   in which they are fitted. Generally, windows should not be fitted in machinery space\n                                                   boundaries.\n\n14A.2.2.3 Where 'A' Class divisions are penetrated for the passage of electric cables, pipes,\n                                                   trunks, ducts, etc., or for girders, beams or other structural members, arrangements\n                                                   are to be made to ensure that the fire resistance is not impaired.\n\n14A.2.2.4 Where 'B' Class divisions are penetrated for the passage of electric cables, pipes,\n                                                   trunks, ducts, etc., or for the fitting of ventilation terminals, lighting fixtures\n                                                   and similar devices, arrangements are to be made to ensure that the fire resistance\n                                                   is not impaired.\n\n14A.2.2.5 Where the structure or 'A' Class divisions are required to be insulated, it is to\n                                                   be ensured that the heat from a fire is not transmitted through the intersections\n                                                   and terminal points of the divisions or penetrations to uninsulated boundaries. Where\n                                                   the insulation installed does not achieve this, arrangements are to be made to prevent\n                                                   this heat transmission by insulating the horizontal and vertical boundaries or penetrations\n                                                   for a distance of 450 mm.\n\n14A.2.3.1 Except in refrigerated compartments of service spaces, all insulation (e.g. thermal\n                                                   and acoustic) is to be of not readily-ignitable materials.\n\n14A.2.3.2 Pipes penetrating 'A' or 'B' Class divisions are to be of approved materials having\n                                                   regard to the temperature such divisions are required to withstand.\n\n14A.2.3.3 Pipes conveying oil or other combustible liquids through accommodation and service\n                                                   spaces are to be of approved materials having regard to the fire risk.\n\n14A.2.3.4 Materials readily rendered ineffective by heat are not to be used for overboard scuppers,\n                                                   sanitary discharges, and other outlets which are close to the waterline and where\n                                                   the failure of the material in the event of fire would give rise to danger of flooding.\n                                                   Due regard should be paid to the IMO Fire Test Procedures Code.\n\n14A.2.3.5 Vapour barriers and adhesives used in conjunction with insulation, as well as insulation\n                                                   of pipe fittings for cold service system need not be non-combustible, but they are\n                                                   to be kept to the minimum quantity practicable and their exposed surfaces are to have\n                                                   low flame spread characteristics.\n\n14A.2.3.6 Upholstery composites (fabric in association with any backing or padding material)\n                                                   used throughout the vessel including open decks should be approved in accordance with\n                                                   the IMO FTP Code, Annex 1, Part 8, or equivalent. This does not apply to spaces fitted\n                                                   with sprinklers or equivalent fixed fire extinguishing systems.\n\n14A.2.3.7 Organic foams used in upholstered furniture and mattresses should be of the combustion\n                                                   modified type.\n\n14A.2.3.8 Suspended textile materials such as curtains or drapes should be approved in accordance\n                                                   with the IMO FTP Code, Annex 1, Part 7, or equivalent. This does not apply to spaces\n                                                   fitted with sprinklers or equivalent fixed fire extinguishing systems.\n\nIn spaces where penetration of oil products is possible, the surface of insulation\n                                             is to be impervious to oil or oil vapours. Insulation boundaries are to be arranged\n                                             to avoid immersion in oil spillages.\n\n14A.2.5.1 Arrangements for the storage, distribution and utilisation of oil fuel are to be such\n                                                   as to minimise the risk of fire or explosion.\n\n14A.2.5.2 Oil fuel tanks situated within, or adjacent to, the boundaries of Category 'A' machinery\n                                                   spaces are not to contain oil fuel having a flashpoint of less than 60\u00b0C.\n\n14A.2.5.3 Oil fuel, lubricating oil and other flammable oils are not to be carried in fore-peak\n                                                   tanks.\n\n14A.2.5.4 Every oil fuel pipe, which, if damaged, would allow oil to escape from a storage,\n                                                   settling or daily service tank situated above the double bottom, should be fitted\n                                                   with a cock or valve directly on the tank capable of being closed from a safe position\n                                                   outside the space concerned in the event of a fire occurring in the space in which\n                                                   such tanks are situated.\n\n14A.2.5.5 Means are to be provided to stop fuel transfer pumps, oil fired boilers and separators\n                                                   from outside the machinery space.\n\n14A.2.5.6 Fuel filter bowls should be of metal construction.\n\nThe purpose of this section is to provide means of escape so that persons onboard\n                                             can safely and swiftly escape to the liferaft embarkation deck. For this purpose,\n                                             the following functional requirements should be met:\n\n\u2022 safe escape routes should be provided;\n\n\u2022 escape routes should be maintained in a safe condition, clear of obstacles; and\n\n\u2022 additional aids for escape should be provided as necessary to ensure accessibility,\n                                                   clear marking, and adequate design for emergency situations.\n\n14A.3.2.1 Stairways, ladders and corridors serving all spaces normally accessible are to be\n                                                   arranged so as to provide ready means of escape to a deck from which embarkation into\n                                                   survival craft may be effected.\n\n14A.3.2.2 The arrangement of the vessel should be such that all compartments are provided with\n                                                   a satisfactory means of escape. In the case of the accommodation, two means of escape\n                                                   from every restricted space or group of spaces should be provided. Concealed escapes\n                                                   and escape routes are to be clearly marked to ensure ready exit.\n\nCategory \u2018A\u2019 machinery spaces on motor vessels should also be provided with a minimum\n                                                   of two means of escape. Other machinery spaces should also have at least two means\n                                                   of escape as widely separated as possible, except where the small size of the machinery\n                                                   space makes it impracticable.\n\n(a) The normal means of access to the accommodation and service spaces below the open\n                                                         deck is to be arranged so that it is possible to reach the open deck without passing\n                                                         through a galley, engine room or other space with a high fire risk, wherever practicable.\n\n(b) Where accommodation arrangements are such that access to compartments is through another\n                                                         compartment, the second escape route is to be as remote as possible from the main\n                                                         escape route. This may be through hatches of adequate size, leading to the open deck\n                                                         or separate space to the main escape route.\n\n(c) In exceptional circumstances a single means of escape may be accepted for spaces,\n                                                         other than accommodation spaces, that are entered only occasionally, if the escape\n                                                         route does not pass through a galley, machinery space or watertight door.\n\n(d) No escape route should be obstructed by furniture or fittings. Additionally, furniture\n                                                         along escape routes should be secured in place to prevent shifting if the yacht rolls\n                                                         or lists.\n\n(e) All doors in escape routes are to be openable from either side. In the direction of\n                                                         escape they are all to be openable without a key. All handles on the inside of weathertight\n                                                         doors and hatches are to be non removable. Where doors are lockable measures to ensure\n                                                         access from outside the space are to be provided for rescue purposes.\n\n14A.3.2.3 Lifts are not considered as forming a means of escape.\n\n14A.4.1 Ventilation fans for machinery spaces and enclosed galleys are to be capable of being\n                                                   stopped, and main inlets and outlets of ventilation systems closed, from outside the\n                                                   spaces being served. This position should not be readily cut off in the event of a\n                                                   fire in the spaces served.\n\n14A.4.2 Ventilation ducts for Category 'A' machinery spaces, galleys, spaces containing vehicles\n                                                   or craft with fuel in their tanks, or lockers storing such fuels, are generally not\n                                                   to pass through accommodation spaces, service spaces or control stations. Where this\n                                                   is unavoidable, the trunking should be constructed of steel at least 3mm thick or\n                                                   equivalent to the satisfaction of the Administration. The ducting within the accommodation\n                                                   should be fitted with:\n\n.1 fire insulation to A-30 (B-15 on Short Range Yachts) standard to a point at least\n                                                         5 metres from the boundary of the machinery space or galley; and\n\n.2 automatic fire dampers located in the deck or bulkhead within the accommodation where\n                                                         the trunking passes from the machinery space or galley into the accommodation. These\n                                                         automatic fire dampers are also to be manually closable from outside the galley or\n                                                         machinery space; and\n\n.3 fixed means for extinguishing a fire within the galley exhaust duct.\n\n14A.4.3 Ventilation ducts for accommodation spaces, service spaces or control stations are\n                                                   not to pass through Category 'A' machinery spaces, galleys, spaces containing vehicles\n                                                   or craft with fuel in their tanks, or lockers storing such fuels, unless the ducts\n                                                   are constructed of steel and arranged to preserve the integrity of the division.\n\n14A.4.4 Store-rooms containing highly flammable products are to be provided with ventilation\n                                                   arrangements that are separate from other ventilation systems. Ventilation is to be\n                                                   arranged to prevent the build up of flammable vapours at high and low levels. The\n                                                   inlets and outlets of ventilators are to be positioned so that they do not draw from\n                                                   or vent into an area which would cause undue hazard, and are to be fitted with spark\n                                                   arresters.\n\n14A.4.5 Ventilation systems serving Category 'A' machinery spaces are to be independent of\n                                                   systems serving other spaces.\n\n14A.4.6 All enclosed spaces containing free standing fuel tanks are to be ventilated independently\n                                                   of systems serving other spaces.\n\n14A.4.7 Ventilation is to be provided to prevent the accumulation of dangerous concentrations\n                                                   of flammable gas which may be emitted from batteries.\n\n14A.4.8 Ducts provided for tumble driers are to be fitted with suitably located cleaning and\n                                                   inspection openings.\n\n14A.5.1 Where gaseous fuel is used for domestic purposes, the arrangements for the storage,\n                                                   distribution and utilisation of the fuel is to be such that, having regard to the\n                                                   hazards of fire and explosion which the use of such fuel may entail, the safety of\n                                                   the yacht and the persons onboard is preserved. The installation is to be in accordance\n                                                   with recognised National or International Standards. Hydrocarbon gas detectors and\n                                                   carbon monoxide detectors should be provided.\n\n14A.5.2 Gas cylinders, regulators and safety devices should be stowed on the open deck (where\n                                                   leakage will not accumulate) or in a compartment that is vapour-tight to the vessels\n                                                   interior, and fitted with a vent and drain, so that any gas which may leak can disperse\n                                                   overboard.\n\n14A.5.3 An open flame gas appliance provided for cooking, heating or any other purpose should\n                                                   comply with the requirements of EC Directive 90/396/EEC or equivalent.\n\nThe installation of an open flame gas appliance should comply with the appropriate\n                                                   provisions of Annex 3.\n\nSpace heaters, if used, are to be fixed in position and so constructed as to reduce\n                                             fire risks to a minimum. The design and location of these units is to be such that\n                                             clothing, curtains or other similar materials cannot be scorched or set on fire by\n                                             heat from the unit.\n\n14A.7.1 The purpose of this section is to detect a fire in the space of origin and to provide\n                                                   for an alarm for safe escape and fire-fighting activity.\n\n14A.7.2 A fixed fire detection and fire alarm system is to be fitted in all enclosed spaces\n                                                   except those containing no significant fire risk (toilets, bathrooms, void spaces,\n                                                   etc). Manually operated call points should be placed effectively to ensure a readily\n                                                   accessible means of notification. The fixed fire detection and fire-alarm system is\n                                                   to be installed in accordance with the requirements of SOLAS II-2/7 and the IMO Fire\n                                                   Safety Systems Code, Chapter 9, and should be audible externally.\n\nWhere a fixed fire-extinguishing system not required by this Chapter, is installed,\n                                             the arrangement is to be to the satisfaction of the Administration.\n\nObjective: The purpose of this section is to ensure a consistent level of structural\n                                                      fire protection. The principles of the section aim to achieve a level of fire protection\n                                                      compatible with the requirements of SOLAS for passenger ships carrying up to 36 passengers.\n                                                      These have been adapted where appropriate to fit the general yacht design philosophy.\n                                                      Much emphasis is placed on the provision of sprinkler/mist systems as trade off for\n                                                      certain aspects.\n\nTerms used in this section should have the same meaning as defined in SOLAS, except\n                                          as defined in Section 14.1 and as follows:\n\n\u2018Not readily ignitable\u2019 means that the surface thus described will not continue to\n                                          burn for more than 20 seconds after removal of a suitable impinging test flame.\n\nTable 14B.2\n\nAll vessels should comply with the following:\n\nForm of construction (see 14B.2.1)\n\nSteel or equivalent, or alternative forms of construction may be accepted subject\n                                                         to requirements.\n\nPassive fire protection (see 14B.2.1 to 14B.2.7)\n\nSee Tables 1 and 2\n\nMeans of escape (see 14B.2.12)\n\n\u2022 Category \u2018A\u2019 machinery spaces\n\n\u2022 Accommodation, etc.\n\n2 (two)\n\n2 (two)\n\nFixed fire detection system (see 14B.2.14)\n\n\u2022 Fitted in machinery spaces\n\n\u2022 Fitted in service spaces, control stations and accommodation spaces\n\nFire extinguishing arrangements in Category \u2018A\u2019 machinery spaces (see 15B)\n\n\u2022 As per SOLAS II-2/10.5\n\nAutomatic sprinkler system or equivalent(see14B.2.14)\n\nFitted in all vessels\n\nPurpose\n\nThe purpose of this section is to contain a fire in the space of origin. For this\n                                          purpose, the following functional requirements should be met:\n\n\u2022 the ship should be subdivided by thermal and structural boundaries;\n\n\u2022 thermal insulation of boundaries should have due regard to the fire risk of the space\n                                                and adjacent spaces;\n\n\u2022 the fire integrity of the divisions should be maintained at openings and penetrations.\n\n14B.2.2.1 The hull, superstructures, structural bulkheads, decks and deckhouses should be constructed\n                                                of steel or other equivalent material.\n\n14B.2.2.2 However, in cases where any part of the structure is of aluminium alloy, the following\n                                                should apply:\n\n.1 Insulation of aluminium alloy components of \u2018A\u2019 or \u2018B\u2019 class divisions, except structure\n                                                      which, in the opinion of the Administration, is non-load- bearing, should be such\n                                                      that the temperature of the structural core does not rise more than 200\u00b0C above the\n                                                      ambient temperature at any time during the applicable fire exposure to the standard\n                                                      fire test. This insulation is to be applied on all sides except for the upper sides\n                                                      of decks and the outside of the vessel.\n\n.2 Special attention should be given to the insulation of aluminium alloy components\n                                                      of columns, stanchions and other structural members required to support lifeboat and\n                                                      liferaft stowage, launching and embarkation areas, and \u2018A\u2019 and \u2018B\u2019 class divisions\n                                                      to ensure that for members:\n\n(a) supporting lifeboat and liferaft areas and \u2018A\u2019 class divisions, the temperature rise\n                                                            limitation specified in .1 above should apply at the end of one hour; and\n\n(b) supporting \u2018B\u2019 class divisions, the temperature rise limitation specified in .1 above\n                                                            should apply at the end of half an hour.\n\n.3 Aluminium alloy components of divisions that are required to be equivalent to steel\n                                                      (identified by an * in tables 1 and 2) should be insulated with 25mm of mineral wool\n                                                      approved for use in A class divisions or with an equivalent insulation acceptable\n                                                      to the Administration.\n\n14B.2.2.3 For composite structures, the insulation is to be such that the temperature of the\n                                                laminate does not rise more than the minimum temperature of deflection under load\n                                                of the resin at any time during the specified fire exposure. The temperature of deflection\n                                                under load is to be determined in accordance with the requirements of a recognised\n                                                international standard. This insulation is to be applied on all sides except for the\n                                                upper sides of decks and the outside of the vessel.\n\n.1 Special attention should be given to the insulation of composite components of columns,\n                                                      stanchions and other structural members required to support lifeboat and liferaft\n                                                      stowage, launching and embarkation areas, and \u2018A\u2019 and \u2018B\u2019 class divisions to ensure\n                                                      that for members:\n\n(a) supporting lifeboat and liferaft areas and \u2018A\u2019 class divisions, the temperature rise\n                                                            limitation specified in .1 above should apply at the end of one hour; and\n\n(b) supporting \u2018B\u2019 class divisions, the temperature rise limitation specified in .1 above\n                                                            should apply at the end of half an hour.\n\nSpecial attention should be given to the fixing of fire door frames in bulkheads constructed\n                                                      of materials other than steel. Measures are to be taken to ensure that the temperature\n                                                      of the fixings when exposed to fire does not exceed the temperature at which the bulkhead\n                                                      itself loses strength.\n\n14B.2.2.4 Crowns and casings of a machinery space of category A should be A60 divisions and\n                                                openings therein, if any, should be suitably arranged and protected to prevent the\n                                                spread of fire.\n\n14B.2.2.5 For structures in contact with sea-water, the required insulation should extend to\n                                                at least 300 mm below the lightest waterline.\n\n14B.2.2.6 Fire divisions using steel equivalent, or alternative forms of construction may be\n                                                accepted if it can be demonstrated that the material by itself, or due to non- combustible\n                                                insulation provided, has the fire resistance properties equivalent to the A or B class\n                                                standard required.\n\n14B.2.2.7 Insulation required by 14B.2.2.6 is to be such that the temperature of the structural\n                                                core does not rise above the point at which the structure would begin to lose its\n                                                strength at anytime during the applicable exposure to the standard fire test. For\n                                                'A' Class divisions, the applicable exposure is 60 minutes, and for 'B' Class divisions,\n                                                the applicable exposure is 30 minutes.\n\n14B.2.3.1 Hull, superstructure and deckhouses in way of accommodation and service spaces should\n                                                be subdivided into main vertical zones by \u2018A\u2019 class divisions. These divisions should\n                                                have insulation values in accordance with tables 1 and 2.\n\n14B.2.3.2 As far as practicable, the bulkheads forming the boundaries of the main vertical zones\n                                                above the bulkhead deck should be in line with watertight subdivision bulkheads situated\n                                                immediately below the bulkhead deck. The length and width of main vertical zones may\n                                                be extended to a maximum of 48 m in order to bring the ends of main vertical zones\n                                                to coincide with watertight subdivision bulkheads or in order to accommodate a large\n                                                public space extending for the whole length of the main vertical zone provided that\n                                                the total area of the main vertical zone is not greater than 800 m2 on any deck. The length or width of a main vertical zone is the maximum distance\n                                                between the furthermost points of the bulkheads bounding it.\n\n14B.2.3.3 Such bulkheads should extend from deck to deck and to the shell or other boundaries.\n\n14B.2.3.4 When a main vertical zone is subdivided by \u2018A\u2019 class divisions for the purpose of\n                                                providing an appropriate barrier between spaces protected and not protected by a sprinkler\n                                                system, the divisions should be insulated in accordance with the fire insulation and\n                                                integrity values given in tables 1 and 2.\n\n14B.2.4.1 All bulkheads within accommodation and service spaces which are not required to be\n                                                \u2018A\u2019 class divisions should be at least \u2018B\u2019 class or \u2018C\u2019 class divisions as prescribed\n                                                in the tables1 and 2.\n\n14B.2.4.2 All such divisions may be faced with combustible materials\n\n14B.2.4.3 All corridor bulkheads, where not required to be \u2018A\u2019 class should be \u2018B\u2019 class divisions\n                                                which should extend from deck to deck except:\n\n.1 when continuous \u2018B\u2019 class ceilings or linings are fitted on both sides of the bulkhead,\n                                                      the portion of the bulkhead behind the continuous ceilings or lining should be of\n                                                      material which, in thickness and composition, is acceptable in the construction of\n                                                      \u2018B\u2019 class divisions but which should be required to meet \u2018B\u2019 class integrity standards\n                                                      only in so far as is reasonable and practical in the opinion of the Administration;\n\n.2 the corridor bulkheads of \u2018B\u2019 class materials may terminate at a ceiling in the corridor\n                                                      provided such a ceiling is of material which, in thickness and composition, is acceptable\n                                                      in the construction of \u2018B\u2019 class divisions. All doors and frames in such bulkheads\n                                                      should be so constructed and erected to provide a \u2018B\u2019 class standard.\n\n14B.2.4.4 All bulkheads required to be \u2018B\u2019 class divisions, except corridor bulkheads, should\n                                                extend from deck to deck and to the shell or other boundaries unless continuous \u2018B\u2019\n                                                class ceilings or linings are fitted on both sides of the bulkhead, in which case\n                                                the bulkhead may terminate at the continuous ceiling or lining.\n\n14B.2.5.1 In addition to complying with the specific provisions for fire integrity of bulkheads\n                                                and decks mentioned elsewhere in this section, the minimum fire integrity of bulkheads\n                                                and decks should be as prescribed in tables 1 and 2.\n\n14B.2.5.2 The following requirements should govern application of the tables:\n\n.1 Tables 1 and 2 should apply respectively to the bulkheads and decks separating adjacent\n                                                      spaces.\n\n.2 For determining the appropriate fire integrity standards to be applied to divisions\n                                                      between adjacent spaces, such spaces are classified according to their fire risk as\n                                                      shown in categories (1) to (9) below. The title of each category is intended to be\n                                                      typical rather than restrictive. The number in parentheses preceding each category\n                                                      refers to the applicable column or row in the tables.\n\n(1) Control stations\n\n\u2022 Spaces containing emergency sources of power and lighting.\n\n\u2022 Wheelhouse and chartroom.\n\n\u2022 Spaces containing the vessel's radio equipment.\n\n\u2022 Fire-extinguishing rooms.\n\n\u2022 Fire control rooms and fire-recording stations.\n\n\u2022 Control room for propulsion machinery when located outside the machinery space.\n\n\u2022 Spaces containing centralized fire alarm equipment.\n\n(2) Corridors and lobbies\n\n\u2022 Guest and crew corridors and lobbies.\n\n(3) Accommodation spaces\n\n\u2022 Cabins, dining rooms, lounges, offices, pantries containing no cooking appliances\n                                                      (other than equipment such as microwave cookers and toasters), and similar spaces.\n\n(4) Stairways\n\n\u2022 Interior stairways, lifts and escalators (other than those wholly contained within\n                                                      the machinery space(s)) and enclosures thereto.\n\n\u2022 In this connection, a stairway which is enclosed only at one level should be regarded\n                                                      as part of the space from which it is not separated by a fire door.\n\n(5) Service spaces (low risk)\n\n\u2022 Lockers and store-rooms not having provisions for the storage of flammable liquids\n                                                      and having areas less than 4m2, and drying\n\nrooms and laundries.\n\n(6) Machinery spaces of category A,\n\n\u2022 Spaces so defined.\n\n(7) Other machinery spaces\n\n\u2022 Spaces so defined, excluding machinery spaces of category A.\n\n\u2022 Sprinkler, drencher or fire pump spaces.\n\n(8) Service spaces (high risk)\n\n\u2022 Galleys, pantries containing cooking appliances, paint and lamp rooms, lockers and\n                                                      store-rooms having areas of 4m2 or more, spaces for the storage of flammable liquids, workshops other than those\n                                                      forming part of the machinery spaces, and spaces containing vehicles or craft with\n                                                      fuel in their tanks, or lockers storing such fuels storage lockers for gaseous fuels\n                                                      for domestic purposes.\n\n(9) Open decks\n\n\u2022 Open deck spaces and enclosed promenades having no fire risk. Air spaces (the space\n                                                      outside superstructures and deckhouses).\n\n14B.2.5.3 Continuous \u2018B\u2019 class ceilings or linings, in association with the relevant decks or\n                                                bulkheads, may be accepted as contributing, wholly or in part, to the required insulation\n                                                and integrity of a division.\n\n14B.2.5.4 External boundaries which are required to be of steel or other equivalent material\n                                                may be pierced for the fitting of windows and portlights provided that there is no\n                                                requirement for such boundaries to have \u2018A\u2019 class integrity elsewhere in this section.\n                                                Similarly, in such boundaries which are not required to have \u2018A\u2019 class integrity,\n                                                doors may be of combustible materials, substantially constructed.\n\nSpaces\n\n(1)\n\n(2)\n\n(3)\n\n(4)\n\n(5)\n\n(6)\n\n(7)\n\n(8)\n\n(9)\n\nControl stations\n\n(1)\n\nA-0c\n\nA-0\n\nA-60\n\nA-0\n\nA-15\n\nA-60\n\nA-15\n\nA-60\n\n*\n\nCorridors and lobbies\n\n(2)\n\nCd\n\nB-0c\n\nA-0a B-Od\n\nB-0d\n\nA-60\n\nA-0\n\nA-0\n\n*\n\nAccommodation spaces\n\n(3)\n\nCd\n\nA-0a B-0d\n\nB-0d\n\nA-60\n\nA-0\n\nA-0\n\n*\n\nStairways\n\n(4)\n\nA-0a B-0d\n\nA-0a B-0d\n\nA-60\n\nA-0\n\nA-0\n\n*\n\nService spaces (low risk)\n\n(5)\n\nCd\n\nA-60\n\nA-0\n\nA-0\n\n*\n\nMachinery spaces of category A\n\n(6)\n\n*\n\nA-0\n\nA-60\n\n*\n\nOther machinery spaces\n\n(7)\n\nA-0b\n\nA-0\n\n*\n\nService spaces (high risk)\n\n(8)\n\nA-0b\n\n*\n\nOpen decks\n\n(9)\n\nSpaces above\n\n(1)\n\n(2)\n\n(3)\n\n(4)\n\n(5)\n\n(6)\n\n(7)\n\n(8)\n\n(9)\n\nSpaces below\n\nControl stations (1)\n\nA-0\n\nA-0\n\nA-0\n\nA-0\n\nA-0\n\nA-60\n\nA-0\n\nA-0\n\n*\n\nCorridors and lobbies (2)\n\nA-0\n\n*\n\n*\n\nA-0\n\n*\n\nA-60\n\nA-0\n\nA-0\n\n*\n\nAccommodation spaces (3)\n\nA-60\n\nA-0\n\n*\n\nA-0\n\n*\n\nA-60\n\nA-0\n\nA-0\n\n*\n\nStairways (4)\n\nA-0\n\nA-0\n\nA-0\n\n*\n\nA-0\n\nA-60\n\nA-0\n\nA-0\n\n*\n\nService spaces (low risk) (5)\n\nA-15\n\nA-0\n\nA-0\n\nA-0\n\n*\n\nA-60\n\nA-0\n\nA-0\n\n*\n\nMachinery spaces of (6)category A\n\nA-60\n\nA-60\n\nA-60\n\nA-60\n\nA-60\n\n*\n\nA- 60e\n\nA-60\n\n*\n\nOther machinery spaces (7)\n\nA-15\n\nA-0\n\nA-0\n\nA-0\n\nA-0\n\nA-0\n\n*\n\nA-0\n\n*\n\nService spaces (high risk) (8)\n\nA-60\n\nA-0\n\nA-0\n\nA-0\n\nA-0\n\nA-60\n\nA-0\n\nA-0\n\n*\n\nOpen decks (9)\n\n*\n\n*\n\n*\n\n*\n\n*\n\n*\n\n*\n\n*\n\n\u2013\n\nNotes: To be applied to both tables 1 and 2, as appropriate.\n\na For clarification on which applies, see 14B.2.4 and 14B.2.6.\n\nb Where spaces are of the same numerical category and subscript b appears, a bulkhead or deck of the rating shown in the tables is only required when\n                                          the adjacent spaces are for a different purpose, e.g in category (9). A galley next\n                                          to a galley does not require a bulkhead but a galley next to a paint room requires\n                                          an \u2018A-0\u2019 bulkhead.\n\nc Bulkheads separating the wheelhouse and chartroom from each other may be \u2018B-0\u2019 rating.\n\nd For the application of 14B.2.3.1, \u2018B-O\u2019 and \u2018C\u2019, where appearing in table 1, should\n                                          be read as \u2018A-0\u2019.\n\ne Fire insulation need not be fitted if the machinery space in category (7),in the\n                                          opinion of the Administration, has little or no fire risk.\n\n* Where an asterisk appears in the tables, the division is required to be of steel\n                                          or other equivalent material but is not required to be of \u2018A\u2019 class standard.\n\nFor the application of 14B.2.3.1 an asterisk, where appearing in table 2, except for\n                                          category (9), should be read as \u2018A-0\u2019.\n\n14B.2.6.1 A stairway should be of steel frame construction except where the Administration sanctions\n                                                the use of other equivalent material, and should be within enclosures formed of \u2018A\u2019\n                                                class divisions, with positive means of closure at all openings, except that:\n\n.1 an isolated stairway which penetrates a single deck only may be protected at one level\n                                                      only by at least \u2018B\u2019 class divisions and self-closing door(s); and\n\n.2 stairways may be fitted in the open in a public space, provided they lie wholly within\n                                                      such public space.\n\n14B.2.6.2 A stairway enclosure should have direct communication with the corridors and be of\n                                                sufficient area to prevent congestion, having in view the number of persons likely\n                                                to use them in an emergency. In so far as is practical, stairway enclosures should\n                                                not give direct access to galleys, machinery spaces, service lockers, or other enclosed\n                                                spaces containing combustibles in which a fire is likely to originate.\n\n14B.2.6.3 A lift trunk should be so fitted to prevent the passage of flame from one 'tween-\n                                                deck to another and should be provided with means of closing to permit the control\n                                                of draught and smoke.\n\n14B.2.7.1 Except for hatches between store and baggage spaces, and between such spaces and the\n                                                weather decks, all openings should be provided with permanently attached means of\n                                                closing which should be at least as effective for resisting fires as the divisions\n                                                in which they are fitted.\n\n14B.2.7.2 The construction of all doors and door frames in \u2018A\u2019 class divisions, with the means\n                                                of securing them when closed, should provide resistance to fire as well as the passage\n                                                of smoke and flame, as far as practical, equivalent to that of the bulkheads in which\n                                                the doors are situated.\n\nSuch doors and door frames should be constructed of steel or other equivalent material.\n                                                Sliding steel watertight doors need not be insulated.\n\n14B.2.7.3 It should be possible for each door to be opened and closed from each side of the\n                                                bulkhead by one person only.\n\n14B.2.7.4 Fire doors in main vertical zone bulkheads, galley boundaries and stairway enclosures\n                                                other than power-operated watertight doors and those which are normally locked, should\n                                                satisfy the following requirements:\n\n(a) the doors should be self-closing and be capable of closing with an angle of inclination\n                                                      of up to 3.5\u00b0 opposing closure;\n\n(b) (b) the approximate time of closure for hinged fire doors should be no more than 40\n                                                      seconds and no less than 10 seconds from the beginning of their movement with the\n                                                      ship in the upright position. The approximate uniform rate of closure for sliding\n                                                      doors should be of no more than 0.2 m/s and no less than 0.1 m/s with the ship in\n                                                      the upright position;\n\n(c) the doors, except those for emergency escape trunks, should be capable of remote release\n                                                      from the continuously manned central control station, either simultaneously or in\n                                                      groups and should also be capable of release, individually, from a position at the\n                                                      door. Release switches should have an on-off function to prevent automatic resetting\n                                                      of the system;\n\n(d) hold-back hooks not subject to central control station release are prohibited;\n\n(e) a door closed remotely from the central control station should be capable of being\n                                                      re-opened from both sides of the door by local control. After such local opening,\n                                                      the door should automatically close again;\n\n(f) indication must be provided at the fire door indicator panel in the continuously manned\n                                                      central control station whether each door is closed;\n\n(g) the release mechanism should be so designed that the door will automatically close\n                                                      in the event of disruption of the control system or central power supply;\n\n(h) local power accumulators for power-operated doors should be provided in the immediate\n                                                      vicinity of the doors to enable the doors to be operated after disruption of the control\n                                                      system or central power supply at least ten times (fully opened and closed) using\n                                                      the local controls;\n\n(i) disruption of the control system or central power supply at one door should not impair\n                                                      the safe functioning of the other doors;\n\n(j) remote-released sliding or power-operated doors should be equipped with an alarm that\n                                                      sounds at least 5s but no more than 10s after the door being released from the central\n                                                      control station and before the door begins to move and continues sounding until the\n                                                      door is completely closed;\n\n(k) a door designed to re-open upon contacting an object in its path should re-open not\n                                                      more than 1m from the point of contact;\n\n(l) double-leaf doors equipped with a latch necessary for their fire integrity should\n                                                      have a latch that is automatically activated by the operation of the doors when released\n                                                      by the system;\n\n(m) the components of the local control system should be accessible for maintenance and\n                                                      adjusting;\n\n(n) power-operated doors should be provided with a control system of an approved type\n                                                      which should be able to operate in case of fire and be in accordance with the Fire\n                                                      Test Procedures Code. This system should satisfy the following requirements:\n\n\u2022 the control system should be able to operate the door at the temperature of at least\n                                                            200\u00b0C for at least 60 min, served by the power supply;\n\n\u2022 the power supply for all other doors not subject to fire should not be impaired; and\n\n\u2022 at temperatures exceeding 200\u00b0C the control system should be automatically isolated\n                                                            from the power supply and should be capable of keeping the door closed up to at least\n                                                            945\u00b0C.\n\n14B.2.7.5 Where 'A' Class divisions are penetrated for the passage of electric cables, pipes,\n                                                trunks, ducts, etc., or for girders, beams or other structural members, arrangements\n                                                are to be made to ensure that the fire resistance is not impaired.\n\n14B.2.8.1 Doors and door frames in \u2018B\u2019 class divisions and means of securing them should provide\n                                                a method of closure which should have resistance to fire as far as practical equivalent\n                                                to that of the divisions except that a ventilation opening may be permitted in the\n                                                lower portion of such doors. When such an opening is in or under a door the total\n                                                net area of the opening(s) should not exceed 0.05m2.\n\nWhen such an opening is cut in a door it should be fitted with a grill made of non-\n                                                combustible material. Doors should be noncombustible or of substantial construction.\n\n14B.2.8.2 Where 'B' Class divisions are penetrated for the passage of electric cables, pipes,\n                                                trunks, ducts, etc., or for the fitting of ventilation terminals, lighting fixtures\n                                                and similar devices, arrangements are to be made to ensure that the fire resistance\n                                                is not impaired.\n\n14B.2.9.1 All windows and portlights in bulkheads within accommodation spaces, service spaces\n                                                and control stations should be so constructed to preserve the integrity requirements\n                                                of the type of bulkheads in which they are fitted.\n\n14B.2.9.2 Glass is not to be installed as an interior main vertical zone, stairway enclosure\n                                                bulkhead, or within machinery space boundaries.\n\n14B.2.10.1 In accommodation and service spaces, control stations, corridors and stairways:\n\n.1 air spaces enclosed behind ceilings, panelling or linings should be suitably divided\n                                                      by close-fitting draught stops not more than 14m apart; and\n\n.2 in the vertical direction, enclosed air spaces, including those behind linings of\n                                                      stairways, trunks, etc should be closed at each deck.\n\n14B.2.10.2 The draught stops are to be non-combustible and are to form a continuation above the\n                                                ceiling of the bulkhead below or the other side of the panelling or lining to the\n                                                bulkhead, as far as possible.\n\n14B.2.10.3 Where the structure or 'A' Class divisions are required to be insulated, it is to\n                                                be ensured that the heat from a fire is not transmitted through the intersections\n                                                and terminal points of the divisions or penetrations to uninsulated boundaries. Where\n                                                the insulation installed does not achieve this, arrangements are to be made to prevent\n                                                this heat transmission by insulating the horizontal and vertical boundaries or penetrations\n                                                for a distance of 450 mm.\n\n14B.2.10.4 Without impairing the efficiency of the fire protection, the construction of ceilings\n                                                and bulkheads should allow a fire patrol to detect any smoke originating in concealed\n                                                and inaccessible places, except where there is no risk of fire originating in such\n                                                places.\n\n14B.2.10.5 When gaseous fuel is used for domestic purposes, the arrangements for the storage,\n                                                distribution and utilisation of the fuel should be such that, having regard to the\n                                                hazards of fire and explosion which the use of such fuel may entail, the safety of\n                                                the vessel and the persons onboard are preserved.\n\nIn particular, open flame gas appliances provided for cooking, heating or any other\n                                                purposes, should comply with the requirements of EC directive 90/396/EEC or equivalent\n                                                and, the installation of open flame gas appliances should comply with the appropriate\n                                                provisions of Section 14A.5.\n\n14B.2.11.1 Except in spaces protected by an automatic sprinkler system and fully addressable\n                                                fire detection system in accordance with 14B.2.14, all linings, grounds, and ceilings\n                                                should be of non-combustible materials.\n\n14B.2.11.2 Insulation materials should be non-combustible, however core insulation of refrigerator\n                                                and cold rooms need not be. Vapour barriers and adhesives used in conjunction with\n                                                insulation, as well as insulation of pipe fittings for cold service systems need not\n                                                be non-combustible, but they should be kept to the minimum quantity practicable and\n                                                their exposed surfaces should have low flame spread characteristics.\n\n14B.2.11.3 The following surfaces should be low flame spread:\n\n.1 exposed surfaces in corridors and stairway enclosures, and of bulkheads, wall and\n                                                      ceiling linings in all service spaces and control stations; and\n\n.2 oncealed or inaccessible spaces in accommodation, service spaces and control stations.\n\nAs an alternative to .1 and .2 above, these spaces may contain surfaces that are not\n                                                      low flame spread, provided\n\n.3 adequate barriers of low flame spread surfaces are arranged to restrict the spread\n                                                      of flame areas at distances not greater than 5m; or\n\n.4 these spaces are protected by an automatic sprinkler system and fully addressable\n                                                      fire detection system in accordance with 14B.2.14.\n\n14B.2.11.4 Pipes penetrating 'A' or 'B' Class divisions are to be of approved materials having\n                                                regard to the temperature such divisions are required to withstand.\n\n14B.2.11.5 Pipes conveying oil or combustible liquids through accommodation and service spaces\n                                                are to be of approved materials having regard to the fire risk.\n\n14B.2.11.6 Materials readily rendered ineffective by heat are not to be used for overboard scuppers,\n                                                sanitary discharges, and other outlets which are close to the waterline and where\n                                                the failure of the material in the event of fire would give rise to the danger of\n                                                flooding.\n\n14B.2.11.7 Furniture in the corridors and escape routes should be of a type and quantity not\n                                                likely to obstruct access. Additionally, furniture along escape routes should be secured\n                                                in place to prevent shifting if the vessel rolls or lists.\n\n14B.2.11.8 Primary deck coverings within accommodation spaces, service spaces and control stations\n                                                are to be of a type which will not readily ignite, or give rise to toxic or explosive\n                                                hazards at elevated temperatures. Reference is also to be made to the IMO FTP Code,\n                                                Annex 1, Parts 2 and 6.\n\n14B.2.11.9 Except when a fully addressable fire detection system is fitted, upholstery composites\n                                                (fabric in association with any backing or padding material) used throughout the vessel\n                                                and on open decks should be approved in accordance with the IMO FTP Code, Annex 1,\n                                                Part 8 or an equivalent standard acceptable to the Administration.\n\n14B.2.11.10 Except when a fully addressable fire detection system is fitted bedding components\n                                                should be approved in accordance with the IMO FTP Code, Annex 1, Part 9 or an equivalent\n                                                standard acceptable to the Administration.\n\n14B.2.11.11 Except when a fully addressable fire detection system is fitted, suspended textile\n                                                materials such as curtains and drapes should be approved in accordance with the IMO\n                                                FTP Code, Annex 1, Part 7, or an equivalent standard, acceptable to the Administration.\n\n14B.2.11.12 Upholstery, bedding components and suspended textiles required to comply with the\n                                                IMO FTP code or an equivalent standard are to be clearly labelled by the manufacturer\n                                                stating the standard that they meet and any washing or cleaning instructions needed\n                                                to maintain their fire resistance. These labels are not to be removed.\n\n14B.2.11.13 In spaces where penetration of oil products is possible, the surface of insulation\n                                                is to be impervious to oil or oil vapours. Insulation boundaries are to be arranged\n                                                to avoid immersion in oil spillages so far as is practicable.\n\nPurpose\n\nThe purpose of this section is to provide means of escape so that persons onboard\n                                          can safely and swiftly escape to the lifeboat and liferaft embarkation deck. For this\n                                          purpose, the following functional requirements should be met:\n\n\u2022 safe escape routes should be provided;\n\n\u2022 escape routes should be maintained in a safe condition, clear of obstacles; and\n\n\u2022 additional aids for escape should be provided as necessary to ensure accessibility,\n                                                clear marking, and adequate design for emergency situations.\n\n14B.2.12.1 Stairways and ladders should be arranged to provide ready means of escape to the lifeboat\n                                                and liferaft embarkation deck from all guest and crew accommodation spaces and service\n                                                spaces in which the crew are normally employed, other than machinery spaces. In particular,\n                                                the following provisions should be complied with:\n\n.1 Below the bulkhead deck two means of escape, at least one of which should be independent\n                                                      of watertight doors, should be provided from each watertight compartment, main vertical\n                                                      zone or similarly restricted group of spaces. Exceptionally one of the means of escape\n                                                      may be dispensed with, due regard being paid to the nature and location of spaces\n                                                      and to the number of persons who might normally be accommodated or employed there.\n\n.2 Above the bulkhead deck, there are to be at least two means of escape from each vertical\n                                                      fire zone or similarly restricted spaces or group of spaces, at least one of which\n                                                      is to give access to a readily accessible escape which will provide continuous fire\n                                                      shelter from the level of its origin to the appropriate survival craft embarkation\n                                                      deck.\n\n.3 Within each main vertical zone there should be at least one readily accessible enclosed\n                                                      stairway providing continuous fire shelter, where practical, at all levels up to the\n                                                      appropriate lifeboat and liferaft embarkation decks or the highest level served by\n                                                      the stairway, whichever level is the highest. The width, number and continuity of\n                                                      the stairways should be satisfactory for the number of persons likely to use them.\n\n.4 Access from the stairway enclosures to the lifeboat and liferaft embarkation areas\n                                                      should avoid high fire risk areas.\n\n.5 Stairways serving only a space and a balcony in that space should not be considered\n                                                      as forming one of the required means of escape.\n\n.6  If a radio room or wheelhouse has no direct access to the open deck, two means of\n                                                      escape should be provided, one of which may be a window of sufficient size or another\n                                                      means.\n\n.7  Stairways are not to exceed 3.5m vertical rise without the provision of a landing.\n\n.8 In the case where direct access to the appropriate survival craft embarkation deck\n                                                      as required by .1 and .2 is not practical, a ready accessible escape which will provide\n                                                      continuous fire shelter from the level of its origin to the appropriate open deck\n                                                      with subsequent direct passage to the embarkation deck can be accepted provided that\n                                                      these escape routes including external staircases, have emergency lighting and slip\n                                                      free surfaces under foot.\n\n.9 Protection of access from the stairway enclosures to the lifeboat and liferaft embarkation\n                                                      areas should be provided either directly or through protected internal routes which\n                                                      have fire integrity and insulation values for stairway enclosures as determined by\n                                                      tables 1 and 2, as appropriate.\n\n.10 Where public spaces span three or more open decks and contain combustibles such as\n                                                      furniture and give access to other enclosed spaces, each level within the space is\n                                                      to have two means of escape, one of which is to give access to a readily accessible\n                                                      escape which will provide continuous fire shelter from the level of its origin to\n                                                      the appropriate survival craft embarkation deck.\n\n14B.2.12.2  Two means of escape should be provided from each machinery space. In particular,\n                                                the following provisions should be complied with:\n\n.1 The two means of escape should consist of either:\n\n(a) two sets of steel ladders as widely separated as possible, leading to doors in the\n                                                            upper part of the space similarly separated and from which access is provided to the\n                                                            appropriate survival craft embarkation decks. One of these ladders should provide\n                                                            continuous fire shelter from the lower part of the space to a safe position outside\n                                                            the space. This shelter is to be of steel or equivalent material, insulated where\n                                                            necessary, and provided with a self closing door at the lower end. If access is provided\n                                                            at other levels each level is to be provided with a steel or equivalent material self-closing\n                                                            door; or\n\n(b) one steel ladder leading to a door in the upper part of the space from which access\n                                                            is provided to the embarkation deck and additionally, in the lower part of the space\n                                                            and in a position well separated from the ladder referred to, a steel door capable\n                                                            of being operated from each side and which provides access to a safe escape route\n                                                            from the lower part of the space to the embarkation deck.\n\n.2 One of the means of escape from any such space required by 14B.2.12.2.1 may be dispensed\n                                                      with on sailing vessels with small machinery spaces, so long as either a door or a\n                                                      steel ladder and walkways provide a safe escape route to the embarkation deck with\n                                                      due regard being paid to the nature and location of the space and whether persons\n                                                      are normally employed in that space.\n\n.3 Two means of escape should be provided from a machinery control room located within\n                                                      a machinery space, at least one of which should provide continuous fire shelter to\n                                                      a safe position outside the machinery space.\n\n14B.2.12.3  Lifts should not be considered as forming one of the required means of escape.\n\n14B.2.12.4 In exceptional circumstances a single means of escape may be accepted for spaces other\n                                                than accommodation spaces that are entered only occasionally, if the escape route\n                                                does not pass through a galley, machinery space or watertight door.\n\n14B.2.12.5 Adequate deck area is to be provided at assembly stations and embarkation areas having\n                                                due regard to the expected number of persons. Generally, assembly stations should\n                                                be provided close to the embarkation stations. Each assembly station should have sufficient\n                                                clear deck space to accommodate all persons assigned to assemble at that station,\n                                                but at least 0.35m2 per person.\n\nEmergency escape breathing devices (EEBD\u2019s) should comply with the Fire Safety Systems\n                                          Code. At least one spare emergency escape breathing device should be kept onboard.\n\n14B.2.12.6.1 All vessels should carry at least two EEBD\u2019s within accommodation spaces, and at least\n                                                two EEBD\u2019s should be carried in each main vertical zone.\n\n14B.2.12.6.2 On all vessels, within the machinery spaces, EEBD\u2019s should be situated ready for use\n                                                at easily visible locations, which can be reached quickly and easily at any time in\n                                                the event of fire. The number and location should take into account the layout of\n                                                the machinery space and the number of persons normally working in the space. The number\n                                                and location of these devices should be indicated in the fire control plan.\n\n14B.2.13.1 Ventilation ducts should be of non-combustible material. Short ducts, however, not\n                                                generally exceeding 2m in length and with a cross-section not exceeding 0.02m2 need not be non-combustible, subject to the following conditions:\n\n.1  they should be of a suitable material having regard to the risk of fire;\n\n.2  they should be used only at the end of the ventilation device; and\n\n.3 they should not be situated less than 600mm, measured along the duct, from an opening\n                                                      in an \u2018A\u2019 or \u2018B\u2019 class division including continuous \u2018B\u2019 class ceilings.\n\n14B.2.13.2 Where ventilation ducts with a free cross-sectional area exceeding 0.02m2 pass through class \u2018A\u2019 bulkheads or decks, the opening should be lined with a steel\n                                                sheet sleeve unless the ducts passing through the bulkheads or decks are of steel\n                                                in the vicinity of passage through the deck or bulkhead and the ducts and sleeves\n                                                should comply in this part with the following:\n\n.1 Sleeves should have a thickness of at least 3mm and a length of at least 900mm. When\n                                                      passing through bulkheads, this length should be divided preferably into 450mm on\n                                                      each side of the bulkhead. The ducts, or sleeves lining such ducts, should be provided\n                                                      with fire insulation. The insulation should have at least the same fire integrity\n                                                      as the bulkhead or deck through which the duct passes.\n\n.2 Ducts with a free cross-sectional area exceeding 0.075m2 should be fitted with fire dampers in addition to the requirements of .1 above. The\n                                                      fire damper should operate automatically but should also be capable of being closed\n                                                      manually from both sides of the bulkhead or deck. The damper should be provided with\n                                                      an indicator which shows whether the damper is open or closed.\n\nFire dampers are not required, however, where ducts pass through spaces surrounded\n                                                      by \u2018A\u2019 class divisions, without serving those spaces, provided those ducts have the\n                                                      same fire integrity as the divisions which they pierce.\n\n14B.2.13.3  Ducts provided for the ventilation of a machinery space of category A, galleys lies,\n                                                spaces containing vehicles or craft with fuel in their tanks or lockers storing such\n                                                fuel, should not pass through accommodation spaces, service spaces or control stations\n                                                unless they comply with the conditions specified in .1 to .4 or .5 and .6 below:\n\n.1 they are constructed of steel having a thickness of at least 3mm and 5mm for duct\n                                                      widths or diameters of up to and including 300mm and 760mm and over respectively and,\n                                                      in the case of ducts with widths or diameters between 300mm and 760mm, thickness should\n                                                      be obtained by interpolation;\n\n.2 they are suitably supported and stiffened;\n\n.3 they are fitted with automatic fire dampers close to the boundaries penetrated; and\n\n.4 they are insulated to \u2018A-60\u2019 standard from a machinery space or galley to a point\n                                                      at least 5m beyond each fire damper; or\n\n.5 they are constructed of steel in accordance with .1 and .2 above; and\n\n.6 they are insulated to \u2018A-60\u2019 standard throughout accommodation spaces, service spaces\n                                                      or control stations; except that penetrations of main zone divisions should also comply\n                                                      with the requirements of 14B.2.13.8.\n\n14B.2.13.4 Ducts provided for ventilation to accommodation spaces, service spaces or control\n                                                stations, should not pass through a machinery space of category A, galley, spaces\n                                                containing vehicles or craft with fuel in their tanks or lockers storing such fuel,\n                                                unless they comply with the conditions specified in .1 to .3 or .4 and .5 below:\n\n.1 where they pass through a machinery space of category A or galley, ducts are constructed\n                                                      of steel in accordance with 14B.2.13.3.1 and .2;\n\n.2 automatic fire dampers are fitted close to the boundaries penetrated; and\n\n.3 the integrity of the machinery space or galley boundaries is maintained at penetrations\n                                                      or;\n\n.4 where they pass through a machinery space of category A or galley, ducts are constructed\n                                                      of steel in accordance with 14B.2.13.3.1 and .2; and\n\n.5 within a machinery space of category A or galley, ducts are insulated to \u2018A-60\u2019 standard;\n                                                      except that penetrations of main zone divisions should also comply with the requirements\n                                                      of 14B.2.13.8.\n\n14B.2.13.5 Ventilation ducts with a free cross-sectional area exceeding 0.02m2 passing through\n                                                \u2018B\u2019 class bulkheads should be lined with steel sheet sleeves of 900mm in length divided\n                                                preferably into 450mm on each side of the bulkheads, unless the duct is of steel for\n                                                this length.\n\n14B.2.13.6 For a control station outside machinery spaces and other normally manned control stations,\n                                                practical measures should be taken to ensure that ventilation, visibility and freedom\n                                                from smoke are maintained so that, in the event of fire, the machinery and equipment\n                                                contained in the control station may be supervised and continue to function effectively.\n                                                Alternative and separate means of air supply should be provided; air inlets of the\n                                                two sources of supply should be so disposed that the risk of both inlets drawing in\n                                                smoke simultaneously is minimized. These requirements need not apply to control stations\n                                                situated on, and opening on to, an open deck, or where local closing arrangements\n                                                would be equally effective.\n\n14B.2.13.7 Exhaust duct(s) from a galley range should be constructed of \u2018A\u2019 class divisions where\n                                                passing through accommodation spaces and/or spaces containing combustible materials.\n                                                In addition to the requirements of 14B.2.13.3 an exhaust duct should be fitted with:\n\n.1 a grease trap readily removable for cleaning;\n\n.2 a fire damper located in the lower end of the duct and in addition, a fire damper\n                                                      in the upper end of the duct (if required for the extinguishing medium);\n\n.3 arrangements for shutting off the exhaust fans;\n\n.4 fixed means for extinguishing a fire within the duct;\n\n.5 local controls to activate extinguishing system; stop the fans and close the fire\n                                                      dampers should be grouped in one position immediately outside the main entrance to\n                                                      the galley.\n\n14B.2.13.8  When it is necessary for a ventilation duct to pass through a main vertical zone\n                                                division, a fail-safe automatic closing fire damper should be fitted adjacent to the\n                                                division. The damper should also be capable of being manually closed from each side\n                                                of the division. The operating position should be readily accessible and be marked\n                                                in red light-reflecting colour. The duct between the division and the damper should\n                                                be of steel or other equivalent material and, if necessary, insulated to comply with\n                                                the requirements of SOLAS regulation II-2/9.3.1. The damper should be fitted on at\n                                                least one side of the division with a visible indicator showing whether the damper\n                                                is in the open position.\n\n14B.2.13.9 Inlets and outlets of ventilation systems should be capable of being closed from outside\n                                                the space being ventilated.\n\n14B.2.13.10 Power ventilation of accommodation spaces, service spaces, control stations and machinery\n                                                spaces should be capable of being stopped from an easily accessible position outside\n                                                the space being served. This position should not be readily cut off in the event of\n                                                a fire in the spaces served. The means provided for stopping the power ventilation\n                                                of a machinery space should be entirely separate from the means provided for stopping\n                                                ventilation of other spaces.\n\n14B.2.13.11 Where public spaces span three or more open decks and contain combustibles such as\n                                                furniture, and other enclosed spaces, the space is to be equipped with a smoke extraction\n                                                system. The smoke extraction system is to be activated by the smoke detection system\n                                                required by 14B.2.14 and is to be capable of manual control. The fans are to be capable\n                                                of exhausting the entire volume within the space in not more than 10 min.\n\n14B.2.13.12 Store-rooms containing highly flammable products are to be provided with ventilation\n                                                arrangements that are separate from other ventilation systems. Ventilation is to be\n                                                arranged to prevent the build up of flammable vapours at high and low levels. The\n                                                inlets and outlets of ventilators are to be positioned so that they do not draw from\n                                                or vent into an area which would cause undue hazard, and are to be fitted with spark\n                                                arresters.\n\n14B.2.13.13 Ventilation systems serving Category \u2018A\u2019 machinery spaces are to be independent of\n                                                systems serving other spaces.\n\n14B.2.13.14 All enclosed spaces containing free standing fuel tanks are to be ventilated independently\n                                                of systems serving other spaces.\n\n14B.2.13.15 Ventilation is to be provided to prevent the accumulation of dangerous concentrations\n                                                of flammable gas which may be emitted from batteries.\n\n14B.2.13.16 Ventilation openings may be fitted in and under the lower parts of cabin and public\n                                                space doors in corridor bulkheads. The total net area of any such openings is not\n                                                to exceed 0.05m2.\n\n14B.2.13.17 For spaces containing vehicles or craft with fuel in their tanks or lockers storing\n                                                such fuels, see 14.1.5. For additional requirements for the ventilation of domestic\n                                                gaseous fuel, see 14A.5.\n\n14B.2.13.18  Ducts provided for exhaust ventilation from tumble driers are to be fitted with suitable\n                                                located cleaning and inspection openings.\n\n14B.2.13.19 All fire dampers should comply with IMO Resolution A.754(18) pt A11 as referenced\n                                                in IMO FTP Code, Annex 1, Part 3.\n\nPurpose\n\nThe purpose of this section is to detect a fire in the space of origin and to provide\n                                          for alarm for safe escape and fire-fighting activity. For this purpose, the following\n                                          functional requirements should be met:\n\n\u2022 fixed fire detection and fire alarm system installations should be suitable for the\n                                                nature of the space, fire growth potential and potential generation of smoke and gases;\n                                                and\n\n\u2022 manually operated call points should be placed effectively to ensure a readily accessible\n                                                means of notification.\n\n14B.2.14.1 Each separate zone in all accommodation and service spaces, except spaces which afford\n                                                no substantial fire risk such as void spaces, sanitary spaces, etc., should be provided\n                                                throughout with an automatic sprinkler, fire detection and fire alarm system of an\n                                                approved type and complying with the requirements of SOLAS 74, Chapter II-2 Part C,\n                                                regulation II-2/7 and the IMO FSS Code, Chapter 8, or an equivalent standard acceptable\n                                                to the Administration. The system should be designed to enable simultaneous operation\n                                                of all sprinklers fitted in the most hydraulically demanding area. The minimum area\n                                                for simultaneous operation may be taken as the largest area bounded by \u2018A-O\u2019 class\n                                                bulkheads or the breadth of the vessel squared, whichever is the greater, subject\n                                                to a maximum of 280m2.\n\n14B.2.14.2 A fixed fire detection and fire alarm system is to be fitted in all enclosed spaces\n                                                except those containing no significant fire risk (toilets, bathrooms, void spaces,\n                                                etc). Manually operated call points should be placed to ensure a readily accessible\n                                                means of notification. The fixed fire detection and fire-alarm system is to be installed\n                                                in accordance with the requirements of SOLAS II-2/7 and the IMO Fire Safety Systems\n                                                Code, Chapter 9, and should be audible externally.\n\n14B.2.15.1  For vessels having a length of 85 m or more, a public address system complying with\n                                                the requirements of SOLAS 74. Chapter III, regulation 6.5 is to be available throughout\n                                                the accommodation and service spaces and control stations and open decks.\n\n14B.2.16.1 Arrangements for the storage, distribution and utilisation of oil fuel are to be such\n                                                as to minimise the risk of fire or explosion.\n\n14B.2.16.2 As far as practicable, oil fuel tanks are to be part of the vessel's structure and\n                                                are to be located outside Category 'A' machinery spaces.\n\n14B.2.16.3 Where oil fuel tanks, other than double bottom tanks, are necessarily located adjacent\n                                                to or within Category 'A' machinery spaces, at least one of their vertical sides is\n                                                to be contiguous to the machinery space boundaries, and is preferably to have a common\n                                                boundary with the double bottom tanks, and the area of the tank boundary common with\n                                                the machinery spaces is to be kept to a minimum. Where the vertical boundary of a\n                                                tank directly exposed to a machinery space meets the vessel's side plating at an acute\n                                                angle, a small horizontal surface at the base of the tank, necessary to accommodate\n                                                practical constructional considerations may be permitted. If the arrangement of the\n                                                machinery is such that a tank with a large horizontal surface at the base is necessary\n                                                then a cofferdam with suitable ventilation arrangements, to protect the base of the\n                                                tank from the effect of a machinery space fire, will be specially considered. Oil\n                                                fuel tanks situated within the boundaries of Category 'A' machinery spaces are not\n                                                to contain oil fuel having a flashpoint of less than 60\u00b0C. Except for vessels constructed\n                                                of materials other than steel, where steel tanks should be provided, the use of free\n                                                standing oil fuel tanks is prohibited.\n\nArrangements for the storage, distribution and utilisation of oil used in pressure\n                                          lubrication systems are to be such as to minimise the risk of fire or explosion.\n\nArrangements for the storage, distribution and utilisation of other flammable oils\n                                          employed under pressure in power transmission systems, control and activating systems\n                                          and heating systems are to be such as to minimise the risk of fire or explosion.\n\nOil fuel, lubricating oil and other flammable oils are not to be carried in forepeak\n                                          tanks.\n\nWhere gaseous fuel is used for domestic purposes, the arrangements for the storage,\n                                          distribution and utilization of the fuel are to be such that, having regard to the\n                                          hazards of fire and explosion which the use of such fuel may entail, the safety of\n                                          the vessel and the persons on board is preserved. The installation is to be in accordance\n                                          with recognised national or international standards and is to meet the requirements\n                                          contained in 14A.5.\n\nSpace heaters, if used, are to be fixed in position and so constructed as to reduce\n                                          fire risks to a minimum. The design and location of these units is to be such that\n                                          clothing, curtains or other similar materials cannot be scorched or set on fire by\n                                          heat from the unit.\n\n15A.1.1 Fire appliances are to be of an approved type and should be provided to meet the minimum\n                                                requirements listed in Table 1 and the specific requirements of 15A.2.\n\n15A.1.2 Fire appliances provided in addition to those required by 15A.1.1 should be of a type\n                                                acceptable to the Administration.\n\n15A.1.3 The location of concealed fire appliances should be clearly marked.\n\n1\n\nPROVISION OF WATER JET \u2013 sufficient to reach any part of vessel\n\n1\n\n2\n\nPOWER DRIVEN FIRE PUMP \u2013 engine or\n\nindependent drive\n\n1\n\n3\n\nADDITIONAL INDEPENDENT POWER DRIVEN FIRE PUMP, POWER SOURCE\n\nAND SEA CONNECTION \u2013 not located in the same space as item 2\n\n1\n\n4\n\nFIREMAIN & HYDRANTS \u2013\n\nSufficient to achieve item 1 with a single length of hose\n\n5\n\nHOSES \u2013 with jet/spray nozzles each fitted with a shut-off facility\n\n3\n\n6\n\nFIRE EXTINGUISHERS \u2013\n\nportable,(accommodation and service spaces)\n\nFor each deck, 1 within 10m of any position within an accommodation or service space\n\n7\n\nFIRE EXTINGUISHERS \u2013 for a machinery space of Category A \u2013 the options are:\n\n(a) a fixed fire extinguishing system approved in accordance with the IMO Fire Safety\n                                                         Systems Code; and\n\n(b) (i) 1 portable extinguisher for oil fires for each 74.6kw power; or\n\n(ii) 2 portable extinguishers for oil fires together with either\n\n1 foam extinguisher of 45l capacity; or 1 CO2 extinguisher of 16kg capacity\n\n7 (max)\n\n2 + 1\n\n8\n\nFIREMANS OUTFIT \u2013 to include an approved breathing apparatus for each outfit\n\n2\n\n9\n\nFIRE BLANKET \u2013 in galley\n\n1\n\nAt least one jet of water, from a single length of hose, should be able to reach any\n                                             part of the vessel normally accessible to passengers or crew while the vessel is being\n                                             navigated and, any store room or any part of a storage compartment when empty.\n\n15A.2.2.1 The power driven fire pump should have a capacity of\n\n2.5x{1+0.066x(L(B+D))0.5}2 m3 /hour\n\nwhere:\n\nL = the length\n\nB = the greatest moulded breadth\n\nD = the moulded depth measured to the bulkhead deck at amidships.\n\nWhen discharging at full capacity through 2 adjacent fire hydrants, the pump\n\nshould be capable of maintaining a water pressure of 0.2N/mm2 at any hydrant, provided the fire hose can be effectively controlled at this pressure.\n\n15A.2.2.2 The second fire pump, which may be portable, should have a capacity of at least 80%\n                                                   of that required by 15A.2.2.1 and be capable of input to the fire main. A permanent\n                                                   sea connection, external to the machinery space, should be provided. \u2018Throw-over\u2019\n                                                   sea suctions are not acceptable.\n\n15A.2.2.3 Each centrifugal fire pump should be provided with a non-return valve in the connection\n                                                   to the fire main.\n\n15A.2.3.1 A fire main, water service pipes and fire hydrants should be fitted.\n\n15A.2.3.2 The fire main and water service pipe connections to the hydrants should be sized for\n                                                   the maximum discharge rate of the pump(s) connected to the main.\n\n15A.2.3.3 The fire main, water service pipes and fire hydrants should be constructed such that\n                                                   they will:\n\n.1 not be rendered ineffective by heat;\n\n.2 not readily corrode; and\n\n.3 be protected against freezing.\n\n15A.2.3.4 When a fire main is supplied by 2 pumps, 1 in the machinery space and 1 elsewhere,\n                                                   provision should be made for isolation of the fire main within the machinery space\n                                                   and for the second pump to supply the fire main and hydrants external to the machinery\n                                                   space. Isolation valve(s) should be manually operated valves fitted outside the machinery\n                                                   space in a position easily accessible in the event of a fire.\n\n15A.2.3.5 The fire main should have no permanent connections other than those necessary for\n                                                   fire fighting or washing down.\n\n15A.2.3.6 Fire hydrants should be located for easy attachment of fire hoses, protected from\n                                                   damage and distributed so that a single length of the fire hoses provided can reach\n                                                   any part of the vessel.\n\n15A.2.3.7 Fire hydrants should be fitted with valves that allow a fire hose to be isolated and\n                                                   removed when a fire pump is operating.\n\n15A.2.4.1 Fire hoses should not exceed 20 metres in length, and generally, the diameter for\n                                                   use with a powered pump should not be less than 38mm.\n\n15A.2.4.2 Fire hoses and associated tools and fittings should be kept in readily accessible\n                                                   and known locations, close to the hydrants or connections on which they will be used.\n                                                   Hoses supplied from a powered pump should have jet/spray nozzles (incorporating a\n                                                   shut-off facility) of diameter 19mm, 16mm or 12mm depending on fire fighting purposes.\n                                                   For accommodation and service spaces, the diameter of nozzles need not exceed 12mm.\n                                                   For machinery spaces and exterior locations, the nozzle size should be as to obtain\n                                                   the maximum discharge possible from two jets at the pressure referred to in 15A.2.2.1,\n                                                   from the smallest pump.\n\n15A.2.4.3 Hydrants or connections in interior locations on the vessel should have hoses connected\n                                                   at all times. For use within accommodation and service spaces, proposals to provide\n                                                   a smaller diameter of hoses and jet/spray nozzles will be considered.\n\n15A.2.4.4 The number of fire hoses and nozzles provided should correspond to the functional\n                                                   fire safety requirements, but be at least 3.\n\n15A.2.5.1 The number, location, fire extinguishing medium type and capacity should be selected\n                                                   according to the perceived fire risk, but for each deck, one portable extinguisher\n                                                   should be available for use within a distance of 10m from any location. A minimum\n                                                   of at least 3 portable fire extinguishers should be provided. As far as practical,\n                                                   the fire extinguishers provided should have a uniform method of operation and should\n                                                   be of an approved 5kg/9 litre type and capacity.\n\n15A.2.5.2 Portable fire extinguishers of the carbon dioxide type should not be located or provided\n                                                   for use in accommodation spaces.\n\n15A.2.5.3 Except for portable extinguishers provided in connection with a specific hazard within\n                                                   a space when it is manned (such as a galley), portable extinguishers generally should\n                                                   be located external to, but adjacent to, the entrance of the space(s) in which they\n                                                   will be used. Extinguishers should be stowed in readily accessible and marked locations.\n\n15A.2.5.4 Spare charges should be provided onboard for at least 50% of each type and capacity\n                                                   of portable fire extinguisher onboard. When an extinguisher is not of a type which\n                                                   is rechargeable when the vessel is at sea, an additional portable fire extinguisher\n                                                   of the same type (or its equivalent) should be provided.\n\n15A.2.6.1 In a category A machinery space containing internal combustion type machinery, fire\n                                                   appliances should be provided at least to the extent listed in item 7 of Table 1 \u2013\n                                                   Fire Appliances.\n\n15A.2.6.2 In a machinery space containing an oil fired boiler, oil fuel settling tank or oil\n                                                   fuel unit, a fixed fire extinguishing system complying with the IMO Fire Safety Systems\n                                                   Code should be installed.\n\n15A.2.6.3 Portable fire extinguishers should be installed and the number, location, fire extinguishing\n                                                   medium type and capacity should be selected according to the perceived fire risk in\n                                                   the space. (Spare charges or spare extinguishers should be provided per 15A.2.5.4.)\n\nIn any case, portable fire extinguishers for extinguishing oil fires should be fitted:\n\n.1 in a boiler room \u2013 at least 2;\n\n.2 in a space containing any part of an oil fuel installation \u2013 at least 2; and\n\n.3 in a firing space \u2013 at least 1.\n\nAll vessels should comply with the requirements of SOLAS 74, Chapter II-2, regulation\n                                       10. as may be amended, and as appropriate to the vessel and its equipment. For the\n                                       purpose of the SOLAS regulations, the standards for a cargo ship apply.\n\nIn no case should the standards applied be less than those applied to a vessel of\n                                       less than 500GT.\n\nThe location of concealed fire appliances should be clearly marked.\n\n16.1.1 This section applies to all vessels.\n\n16.2.1 Each vessel should carry sufficient radio equipment to perform the following distress\n                                                and safety communications functions throughout its intended voyage:\n\n.1 transmitting ship to shore distress alerts by at least two separate and independent\n                                                      means, each using a different radio communication service;\n\n.2 receiving shore-to-ship distress alerts;\n\n.3 transmitting and receiving ship-to-ship distress alerts;\n\n.4 transmitting and receiving search and rescue co-ordinating communications;\n\n.5 transmitting and receiving on-scene communications;\n\n.6 transmitting and receiving signals for locating by radar;\n\n.7 transmitting and receiving maritime safety information; and\n\n.8 transmitting and receiving bridge-to-bridge communications.\n\n16.2.2 Existing vessels should carry sufficient radio equipment for distress and safety communications\n                                                to the satisfaction of the Administration. The radio equipment carried should not\n                                                be less than that specified in Table 1 of this section.\n\n16.2.3 Notwithstanding the requirements in Table 1 of this section, it is strongly recommended\n                                                that existing vessels regardless of size should carry the radio equipment according\n                                                to the area of operation specified in Table 2.\n\n16.3.1 Table 1 illustrates the minimum radio installations to be carried by an existing vessel\n                                                sailing at different distances from a safe haven.\n\nRadio Equipment\n\nDistance from safe haven \u2013 nautical miles\n\nUp to 30\n\nUp to 60\n\nUp to 150\n\nUnlimited\n\nVHF Radio telephone with Digital Selective Calling (DSC)\n\nOne\n\nOne\n\nOne\n\nOne\n\nMF/HF Radio Telephone with Digital Selective Calling (DSC)\n\nNone3\n\nNone3\n\nOne1\n\nOne1\n\nINMARSAT Ship Earth Station\n\nNone\n\nNone\n\nOne1\n\nOne1\n\nNAVTEX receiver\n\nNone\n\nNone\n\nOne2\n\nOne2\n\nNotes:\n\n1. An INMARSAT Ship Earth Station OR a MF/HF radiotelephone with DSC may be fitted\n                                                for operations over 60 miles from a safe haven. When a vessel operates north of 70\n                                                degrees North, or south of 70 degrees South, an INMARSAT Ship Earth Station and MF/HF\n                                                is required due to lack of coverage also, IRIDIUM is recommended.\n\n2. If the vessel is sailing in an area where an international NAVTEX service is not\n                                                provided then the NAVTEX receiver should be supplemented by an INMARSAT enhanced group\n                                                calling system.\n\n3. For existing vessels it is strongly recommended that MF/HF DSC or INMARSAT option\n                                                is fitted to cover the sea area outside of A1.\n\n16.3 Example:\n\nAs an illustration, the minimum equipment to be installed on an existing vessel operating\n                                                worldwide would be:\n\none VHF radiotelephone with DSC; one INMARSAT -C ship earth station; one NAVTEX receiver;\n                                                one MF/HF radiotelephone with DSC.\n\nNote: The requirements for the carriage of two way radiotelephone sets, EPIRBs and\n                                                SARTs are given in chapter 13, table 1. EPIRBs for vessels operating in Sea Area A4\n                                                are to be capable of operating through the polar orbiting satellite service in the\n                                                406 MHz band.\n\n16.3.3 Table 2 illustrates the minimum radio installations to be carried by new vessels and\n                                                on vessels subject to major conversion. This fulfils the distress and safety communication\n                                                functions for voyages in Sea Areas A1, A2, A3 and A4.\n\nA1\n\nA1+A2\n\nA1+A2+A3\n\nA1+A2+A3+A4\n\neither\n\nOr\n\nNAVTEX1\n\nNAVTEX1\n\nNAVTEX1\n\nNAVTEX1\n\nNAVTEX1\n\nVHF (DSC)\n\nRadiotelephone\n\nVHF (DSC)\n\nRadiotelephone\n\nVHF (DSC)\n\nRadiotelephone\n\nVHF (DSC)\n\nRadiotelephone\n\nVHF (DSC)\n\nRadiotelephone\n\n\u2013\n\nMF (DSC)\n\nRadiotelephone2\n\nMF (DSC)\n\nRadiotelephone\n\nMF/HF (DSC)\n\nRadiotelephone2\n\nMF/HF (DSC)\n\nRadiotelephone2\n\n\u2013\n\n\u2013\n\nINMARSAT C\n\nShip Earth Station\n\nNotes:\n\n1 If the vessel is sailing in an area where an international NAVTEX service is not\n                                                provided then the NAVTEX receiver should be supplemented by an additional means of\n                                                receiving MSI transmissions such as the Inmarsat enhanced group calling system.\n\n2 Incorporating direct-printing telegraphy or an alternative means of receiving MSI\n                                                transmissions in the Sea Areas in which the vessel is operating.\n\nThe requirements for the carriage of two way radiotelephone sets, EPIRBs and SARTs\n                                                are given in Section 13, Table 1. EPIRBs for vessels operating in Sea Area A4 are\n                                                to be capable of operating through the polar orbiting satellite service in the 406\n                                                MHz band.\n\n16.4.1 All radio communication equipment required by this section should be of a type which\n                                                is approved by the relevant authority.\n\n16.5.1 All radio installations should:\n\n.1 be so located to ensure the greatest possible degree of safety and operational availability;\n\n.2 be protected against the harmful effects of water, extremes of temperature and other\n                                                      adverse environmental conditions;\n\n.3 be clearly marked with the call sign, the vessel station identity and any other codes\n                                                      applicable to the use of the radio installation.\n\n16.6.1 Vessels <300GT should have sufficient reserve energy supply to operate the radio installations\n                                                for a minimum of 3 hours in addition to the emergency supply.\n\n16.6.2 Vessels \u2265300GT but <500GT NOT meeting the emergency source of electrical energy requirements\n                                                of SOLAS II-1/Part D, Regulation 43, should have sufficient reserve energy supply\n                                                to operate the radio installations for a minimum of 6 hours in addition to the emergency\n                                                supply.\n\n16.6.3 All vessels \u2265300 GT meeting the emergency requirements of SOLAS II-1/D, Regulation\n                                                43 should have a one hour reserve supply.\n\nWhen a reserve source of energy consists of a rechargeable accumulator battery, a\n                                                means of automatically charging such batteries should be provided, which is capable\n                                                of recharging them to minimum capacity requirements within 10 hours which should include\n                                                a visual and audible charger failure device.\n\n16.6.4 The siting and installation of accumulator batteries should ensure the highest degree\n                                                of service and safety.\n\n16.7.1 A vessel, while at sea, should maintain a continuous watch:\n\n.1 where practicable, on VHF Channel 16;\n\n.2 where practicable, on VHF Channel 13;\n\n.3 on VHF Digital Selective Calling (DSC), on Channel 70;\n\n.4 if fitted with a MF/HF radiotelephone, on distress and safety DSC frequency 2187.5kHz;\n\n.5 for satellite shore-to-ship distress alerts, if fitted, with a radio facility for\n                                                      reception of marine safety information by the INMARSAT enhanced group calling system;\n                                                      and\n\n.6 for broadcasts of marine safety information on the appropriate frequency or frequencies,\n                                                      on which such information is broadcast for the area in which the vessel is navigating;\n                                                      normally using the international NAVTEX service or INMARSAT\u2019s enhanced group calling\n                                                      facility. (Further information may be obtained from the Admiralty List of Radio Signals\n                                                      volume 5.)\n\n16.8.1 A vessel should carry at least one person qualified for distress and safety radiocommunication\n                                                purposes, who should hold a certificate of competence acceptable to the relevant authority.\n\n16.9.1 On vessels of 300GT and above the availability of radio installations should be ensured\n                                                by using such methods as duplication of equipment, shore-based maintenance or at sea\n                                                electronic maintenance capability.\n\n17.1 Every vessel should comply with the requirements of the International Regulations\n                                             For Preventing Collisions At Sea, 1972, as amended.\n\n17.2 All navigation lights should be provided with main and emergency power supply.\n\n17.3 With due regard to accessibility, the requirement for duplication for navigation lights\n                                             required to be shown whilst underway may be satisfied by having spare bulbs that can\n                                             be easily fitted within three minutes. However, on yachts over 500GT these must be\n                                             duplicate lights.\n\n17.4 For vessels where compliance is impracticable, alternatives may be considered by application\n                                             to the Administration.\n\n18.1.1 A vessel should be fitted with the following:\n\n.1 A properly adjusted standard magnetic compass or other means, independent of any power\n                                                      supply, to determine the ship\u2019s heading.\n\n.2 In a steel vessel, it should be possible to correct the compass for co- efficients\n                                                      B, C and D, and heeling error\n\n.3  The magnetic compass or repeater should be so positioned as to be clearly readable\n                                                      by the helmsman at the main steering position. It should also be provided with an\n                                                      electric light, the electric power supply of which should be of the twin wire type.\n\n18.1.2 A vessel should be fitted with the following additional equipment:\n\n.1 an echo sounder;\n\n.2 a receiver for a global navigation satellite system or a terrestrial radio-navigation\n                                                      system, or other means suitable for use at all times throughout the intended voyage,\n                                                      to establish and update the ship\u2019s position by automatic means;\n\n.3 speed and distance measuring device, or other means, to indicate speed and distance\n                                                      through the water;\n\n.4 a gyro compass or spare magnetic compass bowl;\n\n.5 a rudder angle indicator; and\n\n.6 a 9 GHz radar.\n\n18.1.3  For vessels of less than 300GT the equipment specified in 18.1.1 and 18.1.2 need\n                                                not be of an approved type.\n\n18.1.4 Means should be provided for taking bearings as near as practicable over an arc of\n                                                the horizon of 360\u00b0. This requirement may be met by the fitting of a pelorus compass,\n                                                or, on a vessel other than a steel vessel, with a hand bearing compass.\n\n18.1.5  For vessels under 300GT the requirements of 18.1.2.4 may be met by the use of a fluxgate\n                                                compass, provided that a suitable back up power supply is available to power the compass\n                                                in the event of failure of the main electrical supply. Where such a compass incorporates\n                                                a capability to measure magnetic deviation by undertaking a calibration routine, and\n                                                where the deviation figures are recorded within the device, a deviation card is not\n                                                required.\n\n18.1.6 Attention should be paid to magnetic effects on magnetic compasses, including fluxgate\n                                                compasses, when operating in Polar Regions (i.e. north of 70\u00b0 N, or south of 70\u00b0 S).\n\n18.1.7 All vessels of 300GT and over should be fitted with an approved automatic identification\n                                                system (AIS) in accordance with SOLAS Chapter V,. The AIS should:\n\n.1 provide automatically to appropriately equipped shore stations, other ships and aircraft,\n                                                      information including the ships identity, type, position, course, speed, navigational\n                                                      status and other safety related information;\n\n.2  receive automatically such information from similarly fitted ships;\n\n.3 monitor and track ships; and\n\n.4 exchange data with shore- based facilities.\n\n18.1.8  All vessels of 300GT and over, unless operating solely within sea area A1, should\n                                                be fitted with a Long-Range Identification and Tracking (LRIT) system to automatically\n                                                transmit the identity of the ship; the position of the ship, (latitude and longitude);\n                                                and the date and time of position provided.\n\nThe required shipborne equipment should as a minimum:\n\n.1 be capable of automatically, and without human intervention on board the ship, transmitting\n                                                      the ship\u2019s LRIT information at 6-hour intervals to an LRIT Data Centre;\n\n.2 be capable of being configured remotely to transmit LRIT information at variable intervals;\n\n.3 be capable of transmitting LRIT information following receipt of polling commands;\n\n.4  interface directly to the shipborne global navigation satellite system equipment,\n                                                      or have internal positioning capability;\n\n.5 be supplied with energy from the main and emergency source of electrical power; and\n\n.6 be tested for electromagnetic compatibility taking into account the recommendations\n                                                      developed by the IMO.\n\nThe current list of Authorised Testing Application Service Providers (ATASP\u2019s) are\n                                                contained in Marine Information Note MIN 343, as may be amended.\n\n18.1.9  All vessels should be fitted with a bridge navigational watch alarm system (BNWAS),\n                                                in accordance with SOLAS Chapter V Regulation 19 as follows:\n\n18.1.9.1 Vessels of 150 gross tonnage and upwards constructed on or after 1 July 2011;\n\n18.1.9.2 Vessels of 500 gross tonnage and upwards but less than 3,000 gross tonnage constructed\n                                                before 1 July 2011, not later than the first survey after 1 July 2013; and\n\n18.1.9.3  Vessels of 150 gross tonnage and upwards but less than 500 gross tonnage constructed\n                                                before 1 July 2011, not later than the first survey after 1 July 2014.\n\n18.1.9.4 A bridge navigational watch alarm system (BNWAS) installed prior to 1 July 2011 may\n                                                subsequently be exempted from full compliance with the standards adopted by the IMO,\n                                                at the discretion of the Administration.\n\nThe bridge navigational watch alarm system should be in operation whenever the ship\n                                                is underway at sea.\n\n18.1.9.10 Vessels of 3000 GT and over should comply with the requirements of SOLAS Chapter V\n                                                Regulation 19.\n\n18.2.1 Navigation bridge visibility should comply with SOLAS Chapter V. Vessels under 55m\n                                                in length should comply as far as reasonable and practicable.\n\n18.2.2 Windows may be inclined from the vertical plane provided that, where necessary, appropriate\n                                                measures are taken to avoid adverse reflections from within.\n\n18.2.3 Windows to the navigating position should not be of either polarised or tinted glass\n                                                (see 5.5.8.) Portable tinted screens may be provided for selected windows.\n\nEvery vessel should carry nautical charts and nautical publications to plan and display\n                                          the ship\u2019s route for the intended voyage and to plot and monitor positions throughout\n                                          the voyage.\n\nAn approved electronic chart display and information system (ECDIS) may be accepted\n                                          as meeting these chart carriage requirements.\n\nBack-up arrangements to meet these functional requirements should be provided where\n                                          this function is partly or fully filled by electronic means: this means single ECDIS\n                                          and paper charts or duplicate ECDIS. Where duplicate ECDIS is provided as the primary\n                                          means of navigation, officers with responsibility for navigation watch keeping should\n                                          have received appropriate shore based and ship type-specific training.\n\nEvery vessel should carry a barometer. Every sailing vessel should carry an anemometer\n                                          and an inclinometer.\n\nEvery vessel should carry a daylight signalling lamp, or other means to communicate\n                                          by light during day and night using an energy source of electrical power not solely\n                                          dependent upon the ship's power supply. The signalling lamp may be the searchlight\n                                          required by 19.4.\n\nEvery vessel should carry an efficient fixed or portable searchlight suitable for\n                                          man-overboard search and rescue operations.\n\nVessels of <150 GT require a radar reflector.\n\nVessels of >300 GT must be marked externally with the vessel\u2019s IMO number which may\n                                          be horizontal provided that it is visible from the air.\n\nObjective: The purpose of this section is to set out the minimum standard for anchoring\n                                                      and mooring arrangements. It should be noted that this element is to be an integral\n                                                      part of the Classification process and this should be reflected in the Class Notation.\n\n20.1.1 Vessels will be considered to have adequate equipment if fitted out in accordance\n                                                with standards for such equipment, set by an approved Classification Society.\n\n20.1.2 Vessels not equipped in accordance with 20.1.1 may be specially considered by the\n                                                Administration, provided full information is submitted for approval.\n\n20.1.3 All vessels are to have at least 2 anchors, one of which must be ready for use at\n                                                all times. Any powered deployment system should be connected to an emergency power\n                                                supply or be capable of being manually operated.\n\n20.2.1 20.2.1 The sizing of anchors and cables for sailing vessels should take into account\n                                                the additional windage effect of the masts and rigging.\n\n20.2.2 20.2.2 Typically, for square rigged sailing vessels, experience based guidance on\n                                                approximate increase in anchor mass and cable strength required is:\n\nfor vessels up to 50 metres in length, typically 50% above the requirements for a\n                                                typical motor vessel having the same total longitudinal profile area of hull and superstructure\n                                                as the square rigged sailing vessel under consideration; and\n\nfor vessels 100 metres in length and over, typically 30% above the requirements for\n                                                a typical motor vessel having the same total longitudinal profile area of hull and\n                                                superstructure as the square rigged sailing vessel under consideration.\n\nFor a square rigged sailing vessel of between 50 and 100 metres in length the increase\n                                                should be obtained by linear interpolation.\n\n21.1.1 This section applies to vessels to which sections 21A and 21B do not apply.\n\n21.1.2 An adequate standard of accommodation should be provided to ensure the comfort, recreation,\n                                                health and safety of all persons on board, due consideration should also be given\n                                                to the number of hotel and other support staff required.\n\n21.1.3 Attention is drawn to the achievement of appropriate standards for means of access\n                                                and escape, lighting, heating, food preparation and storage, messing, safety of movement\n                                                about the vessel, ventilation and water services.\n\n21.1.4 Generally, accommodation standards for the crew should be at least equivalent to the\n                                                standards set by the International Labour Organization conventions for crew accommodation\n                                                in merchant ships. The ILO Convention provisions should be practicable with regard\n                                                to vessels greater than 500GT. For smaller vessels, particularly sailing vessels,\n                                                the standards should be applied where possible. When it is neither reasonable nor\n                                                practicable to site crew sleeping accommodation amidships or aft, and above the deepest\n                                                waterline as required, measures taken to ensure an equivalent level of crew health\n                                                and safety should be agreed with the Administration. Sleeping accommodation with the\n                                                deckhead lining below the deepest waterline is not permitted. It is recommended that\n                                                where such accommodation is sited partially below the deepest waterline it should\n                                                be arranged such that in the event of damage to the watertight compartment in which\n                                                the accommodation space is situated, the lining should not be immersed.\n\n21.1.5 Crew accommodation should not be sited within hazardous spaces.\n\nThe following standards are described by general principles which need to be expanded\n                                                to meet the requirements which relate to the use and areas of operation of particular\n                                                vessels.\n\nRefer to 14A.3 and 14B.2.12 for details.\n\nAn electric lighting system should be installed which is capable of supplying adequate\n                                          light to all enclosed accommodation and working spaces. The system should be designed\n                                          and installed in accordance with section 8.\n\nAs considered appropriate, an adequate heating installation should be provided.\n\n21.5.1 The galley floor should be provided with a non-slip surface and provide a good foothold.\n\n21.5.2 All furniture and fittings in the galley should be made of a material which is impervious\n                                                to dirt and moisture. All metal parts of furniture and fittings should be rust resistant.\n\n21.5.3 The ventilation in the galley should be arranged to ensure that there is an adequate\n                                                supply of fresh air and for the efficient discharge of fumes into the open air (see\n                                                also 21.7).\n\n21.5.4 When a cooking appliance is gimballed it should be protected by a crash bar or other\n                                                means to prevent personal injury. Means should be provided to lock the gimballing\n                                                mechanism.\n\n21.5.5 Means should be provided to allow the cook to be secured in position, with both hands\n                                                free for working, when the vessel motions threaten safe working.\n\n21.5.6 Secure and hygienic storage for food and garbage should be provided.\n\n21.5.7 A messing area(s) should be provided, each messing area should be large enough to\n                                                accommodate the greatest number of persons likely to use it at any one time.\n\nThere should be sufficient hand holds and grab rails within the accommodation to allow\n                                          safe movement around the accommodation at all times. Stairways should be specially\n                                          considered\n\n21.7.1 Effective means of ventilation should be provided to all enclosed spaces which are\n                                                entered by personnel.\n\n21.7.2 Mechanical ventilation should be provided to all accommodation spaces on vessels which\n                                                are intended to make long international voyages or operate in tropical waters. As\n                                                a minimum, mechanical ventilation should be capable of providing 6 changes of air\n                                                per hour, when all access and other openings (other than ventilation intakes) to the\n                                                spaces are closed.\n\n21.7.3 Air conditioning systems are to provide a minimum of 25m3 of air per hour, per person accommodated in the ventilated space during normal operating\n                                                conditions.\n\n21.7.4 Enclosed galleys are to be specially considered, and where air conditioning is not\n                                                fitted should have, as a minimum, a mechanical supply of 20 fresh air changes per\n                                                hour and a mechanical exhaust of 30 changes.\n\n21.8.1 An adequate supply of fresh drinking water should be provided and piped to convenient\n                                                positions throughout the accommodation spaces.\n\n21.8.2 In addition, an emergency reserve supply of drinking water should be carried, sufficient\n                                                to provide at least 2 litres per person. The installation of fresh water making machines\n                                                and disinfection arrangements are to be to the acceptance of the Administration (for\n                                                this purpose silver ionisation or chlorination would be considered acceptable).\n\n21.9.1 An appropriately sized bed (bunk or cot,) should be provided for every person on board,\n                                                having a minimum inside dimension of either:\n\n.1 not less than 190 centimetres by 70 centimetres, with no tapering, where the Administration\n                                                      is satisfied that that this is reasonable and will not result in discomfort to the\n                                                      seafarers; or\n\n.2 not less than 198 centimetres in length and not less than 80 centimetres in width\n                                                      over half the length of the berth. A taper is permitted from half the length of the\n                                                      berth towards the foot of the berth but under no circumstances is the berth permitted\n                                                      to be narrower at any point than 50 centimetres.;\n\n.3 where considered appropriate, means for preventing the occupants from falling out,\n                                                      should be provided.\n\nThere should be no direct access into sleeping rooms from spaces for machinery, galleys,\n                                                paint rooms or from engine, deck, and other bulk storerooms, drying rooms, communal\n                                                wash places or water closets.\n\n21.9.2 In crew accommodation, wherever possible, the maximum number of persons per sleeping\n                                                room is to be two and there should be unobstructed access to at least one side of\n                                                each bed. Any increase in the maximum number of persons per sleeping room should be\n                                                agreed with the Administration.\n\n21.10.1 Adequate sanitary toilet facilities should be provided on board. The facilities should\n                                                be at least one water closet, one shower for every 8 persons or part thereof, and\n                                                one washbasin for every 6 persons or part thereof.\n\n21.10.2 In vessels where a sanitary system, including a holding tank, is provided, care should\n                                                be taken to ensure that there is no possibility of fumes from the tank finding their\n                                                way back to a toilet, should the water seal at the toilet be broken.\n\nAdequate stowage facilities for clothing and personal effects should be provided for\n                                          every person on board.\n\nAll heavy items of equipment such as ballast, batteries, cooking stove, etc, should\n                                          be securely fastened in place. All stowage lockers containing heavy items should have\n                                          lids or doors which are capable of being securely fastened.\n\nObjective: The purpose of this section is to implement substantially equivalent arrangements\n                                                      to the crew accommodation requirements of the Maritime Labour Convention 2006 to vessels\n                                                      built after the date of entry into force of the Convention. The aim of the Convention\n                                                      is to provide a comprehensive set of global maritime labour standards for all seafarers,\n                                                      including accommodation standards.\n\n21A.1.1 Vessels of less than 200GT that do not trade internationally are excepted from the\n                                                requirements of this section and should comply with Section 21.\n\n21A.1.2 Accommodation should provide decent living conditions and recreational facilities\n                                                for those persons employed or engaged in any work capacity onboard. Due consideration\n                                                should be given to likely numbers of hotel and support staff onboard.\n\n21A.1.3 In order to provide decent living conditions and recreational facilities the following\n                                                requirements are provided as minimum standards.\n\n21A.1.4 The materials used to construct internal bulkheads, panelling and sheeting, floors\n                                                and joinings should be suitable for the purpose and conducive to ensuring a healthy\n                                                environment.\n\n21A.1.5 Excessive noise and vibration should be limited within accommodation spaces, and as\n                                                far as practicable in accordance with relevant international standards. Where the\n                                                seafarers\u2019 exposure to noise and vibration is very time limited in accommodation spaces,\n                                                alternative arrangements may be accepted.\n\n21A.2.1 Refer to section 14A.3 for details.\n\n21A.3.1 There should be adequate and reasonable headroom for all seafarers on board taking\n                                                into consideration the size and operation of vessel. Headroom provided should not\n                                                result in discomfort to the seafarers onboard.\n\n21A.3.1 For spaces where seafarers are expected to stand for prolonged periods, the minimum\n                                                headroom should be 190 centimetres. The competent authority may allow reduced height\n                                                in some locations if it does not result in discomfort to seafarers.\n\n21A.4.1 Effective means of ventilation should be provided to all enclosed spaces which are\n                                                entered by personnel.\n\n21A.4.2 Mechanical ventilation should be provided to all accommodation spaces on vessels which\n                                                are intended to make long international voyages or operate in tropical waters. As\n                                                a minimum, mechanical ventilation should be capable of providing 6 changes of air\n                                                per hour, when all access and other openings (other than ventilation intakes) to the\n                                                spaces are closed.\n\n21A.4.3 Air conditioning \u2013 recirculation of supply air may be permitted provided that sanitary\n                                                accommodation is provided with mechanical exhaust ventilation and that the fresh air\n                                                content of the supply to the accommodation is not less than:-\n\n(a) 25 cubic metres per hour for each person for whom accommodation is provided; or\n\n(b) the total capacity of the sanitary and any other accommodation exhaust fans, excluding\n                                                      the galley, whichever is the greater.\n\n21A.4.4 Enclosed galleys are to be specially considered, and where air conditioning is not\n                                                fitted should have, as a minimum, a mechanical supply of 20 fresh air changes per\n                                                hour and a mechanical exhaust of 30 changes.\n\n21A.4.5 In spaces where sanitary facilities are provided there should be ventilation that\n                                                draws from the accommodation and extracts to the open air independent of the other\n                                                parts of the accommodation.\n\n21A.5.1 All accommodation spaces should be adequately heated, taking into account climatic\n                                                conditions. The accommodation should be adequately insulated.\n\n21A.6.1 An electric lighting system should be installed which is capable of supplying adequate\n                                                light to all enclosed accommodation and working spaces. The system should be designed\n                                                and installed in accordance with section 8.\n\n21A.6.2 Seafarer\u2019s sleeping rooms and mess rooms should be lit by natural light and provided\n                                                with adequate artificial light. Where the provision of natural light is impracticable,\n                                                adequate artificial light may be acceptable in limited areas.\n\n21A.7.1 Hot and cold running fresh water should be available in all wash places.\n\n21A.7.2 An adequate supply of fresh drinking water should be provided and piped to convenient\n                                                positions throughout the accommodation spaces.\n\n21A.7.3 In addition, an emergency reserve supply of drinking water should be carried, sufficient\n                                                to provide at least 2 litres per person. The installation of fresh water making machines\n                                                and disinfection arrangements are to be to the acceptance of the Administration (for\n                                                this purpose silver ionisation or chlorination would be considered acceptable).\n\n21A.8.1 Adequate food should be provided for all seafarers onboard free of charge. The provision\n                                                of food should take account of the seafarers\u2019 religious requirements and cultural\n                                                practices, the nature and duration of the voyage, and should be suitable in respect\n                                                of quantity, nutritional value, quality and variety.\n\n21A.8.2 The organisation and equipment of the catering department should be such as to permit\n                                                the provision to the seafarers of adequate, varied and nutritious meals prepared and\n                                                served in hygienic conditions. This should include as a minimum that the galley is\n                                                fitted with a means of cooking and a sink and have adequate working surface for the\n                                                preparation of food. The galley floor should be provided with a non-slip surface and\n                                                provide a good foothold.\n\n21A.8.3 All furniture and fittings in the galley should be made of a material which is impervious\n                                                to dirt and moisture. All metal parts of furniture and fittings should be rust resistant.\n\n21A.8.4 The ventilation in the galley should be arranged to ensure that there is an adequate\n                                                supply of fresh air and for the efficient discharge of fumes into the open air (see\n                                                also 21A.4.4).\n\n21A.8.5 When a cooking appliance is gimballed it should be protected by a crash bar or other\n                                                means to prevent personal injury. Means should be provided to lock the gimballing\n                                                mechanism.\n\n21A.8.6 Means should be provided to allow the cook to be secured in position, with both hands\n                                                free for working, when the vessel motions threaten safe working.\n\n21A.8.7 Secure and hygienic storage for food and garbage should be provided.\n\n21A.8.8 A messing area(s) should be provided, each messing area should be large enough to\n                                                accommodate the greatest number of persons likely to use it at any one time.\n\n21A.9.1 There should be sufficient hand holds and grab rails within the accommodation to allow\n                                                safe movement around the accommodation at all times. Stairways should be specially\n                                                considered.\n\n21A.10.1 Sleeping accommodation should be of adequate size and properly equipped so as to ensure\n                                                reasonable comfort and to facilitate tidiness.\n\n21A.10.2 There should be no direct access into sleeping rooms from spaces for machinery, galleys,\n                                                storerooms, drying rooms, or communal sanitary areas.\n\n21A.10.3 In seafarer accommodation, wherever possible, the maximum number of persons per sleeping\n                                                room is to be two and there should be unobstructed access to at least one side of\n                                                each bed. Any increase in the maximum number of persons per sleeping room should be\n                                                agreed with the Administration.\n\n21A.10.4 Sleeping accommodation should be situated or equipped, as practicable, so as to provide\n                                                appropriate levels of privacy for men and for women.\n\n21A.10.5 Berths for seafarers must have a minimum inside dimension of either:\n\n.1 not less than 190 centimetres by 70 centimetres, with no tapering, where it is satisfied\n                                                      that that this is reasonable and will not result in discomfort to the seafarers; or\n\n.2 not less than 198 centimetres in length and not less than 80 centimetres in width\n                                                      over half the length of the berth. A taper is permitted from half the length of the\n                                                      berth towards the foot of the berth but under no circumstances is the berth permitted\n                                                      to be narrower at any point than 50 centimetres.\n\n21A.10.6 Where considered appropriate, means for preventing the occupants from falling out,\n                                                should be provided.\n\n21A.10.7 Sleeping rooms should be situated above the load line/freeboard mark amidships or\n                                                aft (or the maximum loaded displacement where no load line/freeboard mark is provided),\n                                                but in no case forward of the collision bulkhead.\n\n21A.10.8 Where it is not possible to provide sleeping accommodation above the load line/freeboard\n                                                mark (or the maximum loaded displacement where no load line/freeboard mark is provided)\n                                                as required by 21A.10.7, there should be an alarm fitted to provide early warning\n                                                of flooding that alerts occupants of the sleeping accommodation and provides them\n                                                with sufficient time to escape from the accommodation.\n\n21A.11.1 There must be at least one set of sanitary facilities for each 6 seafarers onboard,\n                                                separated from the rest of the accommodation. Each set of sanitary facilities should\n                                                include one shower or one tub, one wash basin and one toilet. Each set of sanitary\n                                                facilities must be provided with a door that is lockable. Where reasonable and practicable\n                                                there should be separate sanitary facilities provided for men and for women.\n\n21A.11.2 In vessels where a sanitary system, including a holding tank, is provided, care should\n                                                be taken to ensure that there is no possibility of fumes from the tank finding their\n                                                way back to a toilet, should the water seal at the toilet be broken.\n\n21A.12.1 Mess rooms should be of adequate size and comfort and properly furnished and equipped\n                                                (including ongoing facilities for refreshment), taking account of the number of seafarers\n                                                likely to use them at any one time. It may be that the mess will be a shared facility\n                                                for seafarers and passengers; this should be subject to agreement by the Administration.\n\n21A.13.1 Appropriate seafarers\u2019 recreational facilities, amenities and services, as adapted\n                                                to meet the special needs of seafarers who must live and work onboard, should be provided.\n\n21A.13.2 All vessels should have a space or spaces on open deck to which the seafarers can\n                                                have safe access when off duty, which are of adequate area having regard to the size\n                                                of the ship and the number of seafarers onboard, and are protected from the elements.\n                                                Due consideration should be given to any areas of deck which may be considered as\n                                                posing a safety risk to seafarers. Such spaces may be shared with the passengers onboard.\n\n21A.14.1 Each seafarer should be provided with adequate storage space for personal effects\n                                                which must be a minimum of 125 litres per seafarer.\n\n21A.15.1 Where machinery spaces are adjacent to accommodation spaces, the boundaries should\n                                                be designed to be gas tight. The requirement to be gas-tight is taken to mean that\n                                                bulkheads should be so constructed as to prevent ingress of water and noxious gases\n                                                into adjacent cabins as far as is reasonable and practicable to do so.\n\n21A.15.2 Machinery space boundaries must retain any liquids which may leak from the equipment\n                                                within the machinery space.\n\n21A.16.1 All heavy items of equipment such as ballast, batteries, cooking stove, etc, should\n                                                be securely fastened in place. All stowage lockers containing heavy items should have\n                                                lids or doors which are capable of being securely fastened.\n\n21A.17.1 Vessels regularly trading to and within mosquito infested ports should be fitted with\n                                                appropriate devices to protect seafarers from mosquitos, as agreed by the Administration.\n\n21A.18.1 There should be weekly documented inspections carried out on board vessels, by or\n                                                under the authority of the Master, with respect to:\n\n.1 supplies of food and drinking water;\n\n.2 all spaces and equipment used for the storage and handling of food and drinking water;\n\n.3 galley and other equipment used for the preparation and service of meals; and\n\n.4 that seafarer accommodation is clean, decently habitable and maintained in a good\n                                                      state of repair.\n\n21A.18.2 The results of each inspection should be recorded and made available for review.\n\nObjective: The purpose of this section is to implement substantially equivalent arrangements\n                                                      to the seafarer accommodation requirements of the Maritime Labour Convention 2006\n                                                      to vessels built after the date of entry into force of the Convention. There are alternative\n                                                      arrangements for vessels of traditional design and vessels under 200GT which do not\n                                                      trade internationally. The aim of the Convention is to provide a comprehensive set\n                                                      of global maritime labour standards for all seafarers, including accommodation standards\n\n21B.1.1 This section applies to vessels of 200GT or over, the keel of which was laid or was\n                                                at a similar stage of construction, on or after the date of entry into force of the\n                                                MLC 2006.\n\n21B.1.2 When agreed with the Administration, vessels which are of traditional build and are\n                                                true replicas of traditionally designed yachts, which includes wooden yachts, \u2018J Class\u2019\n                                                yachts and other yachts of similar design where their traditional character is incompatible\n                                                with the detailed accommodation requirements, particularly with regard to cabin size,\n                                                are excepted from the requirements of this section and should comply with Section\n                                                21.\n\n21B.2.1 Accommodation should provide decent living conditions and recreational facilities\n                                                for all seafarers onboard the vessel. Due consideration should be given to likely\n                                                numbers of hotel and support staff onboard\n\n21B.2.2 In order to provide decent living conditions and recreational facilities the following\n                                                requirements are provided as minimum standards.\n\n21B.2.3 The materials used to construct internal bulkheads, panelling and sheeting, floors\n                                                and joinings should be suitable for the purpose and conducive to ensuring a healthy\n                                                environment. All relevant health and safety standards should be observed.\n\n21B.2.4 The accommodation should be adequately insulated; proper lighting and sufficient drainage\n                                                should be provided.\n\n21B.2.5 There should be no direct openings into sleeping rooms from machinery spaces, galleys,\n                                                storerooms, drying rooms or communal sanitary areas. That part of a bulkhead separating\n                                                such places from sleeping rooms and external bulkheads should be efficiently constructed\n                                                of steel or other approved material and be watertight and gas-tight. The requirement\n                                                to be watertight and gas-tight is taken to mean that bulkheads should be so constructed\n                                                as to prevent ingress of water, cooking smells, and noxious gases into adjacent cabins.\n\n21B.3.1 There should be adequate headroom in all seafarer accommodation. The minimum permitted\n                                                headroom in all seafarer accommodation where full and free movement is necessary should\n                                                be not less than 203 centimetres. Some limited reduction in headroom in any space,\n                                                or part of any space, in such accommodation may be permitted, provided this is reasonable\n                                                and does not result in discomfort to the seafarer and is agreed with the Administration.\n\n21B.4.1 See sections 14A.3 and 14B.2.12. for details.\n\n21B.5.1 Seafarer\u2019s sleeping rooms and mess rooms should be lit by natural light and provided\n                                                with adequate artificial light. Where the provision of natural light is impracticable,\n                                                adequate artificial light may be acceptable in limited areas.\n\n21B.6.1 Adequate heat through an appropriate heating system should be provided, except in\n                                                vessels exclusively operating in tropical climates.\n\n21B.7.1 Sleeping rooms and mess rooms should be adequately ventilated. Vessels, except those\n                                                regularly operating in areas where temperate climatic conditions do not require this,\n                                                should be equipped with air conditioning for seafarer accommodation, for any separate\n                                                radio room and for any centralised machinery control room. All sanitary spaces should\n                                                have ventilation that draws from the accommodation and extracts to the open air, independently\n                                                of any other part of the accommodation.\n\n21B.7.2 Mechanical ventilation should be provided to all accommodation spaces on vessels which\n                                                are intended to make long international voyages or operate in tropical waters. As\n                                                a minimum, mechanical ventilation should be capable of providing 6 changes of air\n                                                per hour, when all access and other openings (other than ventilation intakes) to the\n                                                spaces are closed.\n\n21B.7.3 Air conditioning \u2013 recirculation of supply air may be permitted provided that sanitary\n                                                accommodation is provided with mechanical exhaust ventilation and that the fresh air\n                                                content of the supply to the accommodation is not less than:-\n\n(a) 25 cubic metres per hour for each person for whom accommodation is provided; or\n\n(b) the total capacity of the sanitary and any other accommodation exhaust fans, excluding\n                                                      the galley, whichever is the greater.\n\n21B.8.1.1 The sleeping accommodation should meet 21B.8.2 (the requirements for sleeping accommodation\n                                                of the Maritime Labour Convention 2006 for vessels less than 3000GT). Where this is\n                                                not practicable the sleeping accommodation should meet the substantially equivalent\n                                                requirements of 21B.8.3 for vessels of 200GT and over and less than 500GT, and 21B.8.4\n                                                for vessels of 500GT and over and less than 1250GT. Vessels of 3000 GT and more should\n                                                comply with the requirements of 21B.8.5.\n\n21B.8.1.2 Sleeping accommodation should be of adequate size and properly equipped so as to ensure\n                                                reasonable comfort and to facilitate tidiness.\n\n21B.8.2.1 21B.8.2.1 Sleeping rooms should be situated above the deepest waterline amidships\n                                                or aft. Where this is impractical, sleeping rooms may be located in the fore part\n                                                of the vessel, but in no case forward of the collision bulkhead nor immediately beneath\n                                                working alleyways6.\n\n21B.8.2.2 When it is neither reasonable nor practicable to site seafarer sleeping accommodation\n                                                amidships or aft, and above the deepest waterline as required, measures taken to ensure\n                                                an equivalent level of seafarer health and safety should be agreed with the Administration.\n                                                Where the sole of the sleeping accommodation is below the deepest waterline amidships,\n                                                a bilge flooding alarm should be provided in the sleeping accommodation to provide\n                                                early warning of flooding to that compartment. Sleeping accommodation with the deck\n                                                head lining below the deepest intact waterline is not permitted. In addition, for\n                                                vessels other than short range yachts, where such accommodation is sited partially\n                                                below the deepest waterline it should be arranged such that in the event of damage\n                                                to the watertight compartment in which the accommodation space is situated, the deck\n                                                head lining should not be immersed. Satisfactory arrangements should be made for lighting\n                                                and ventilation.\n\n21B.8.2.3 Separate sleeping rooms should be provided for men and for women.\n\n21B.8.2.4 A separate berth for each seafarer should in all circumstances be provided. The minimum\n                                                inside dimensions of a berth should not be less than 198 centimetres in length and\n                                                not less than 80 centimetres in width over half the length of the berth. A taper is\n                                                permitted from half the length of the berth towards the foot of the berth but under\n                                                no circumstances is the berth permitted to be narrower at any point than 50 centimetres.\n\n21B.8.2.5 The master, the chief engineer and the chief navigating officer should have, in addition\n                                                to their sleeping rooms, an adjoining sitting room, day room or equivalent additional\n                                                space. Where this not practicable, an alternative comfortable shared sitting area\n                                                may be provided. Such a space should allow such officers to meet privately, or to\n                                                meet with other seafarers privately. The Navigating Bridge, if suitably fitted, may\n                                                be considered if it is available for this exclusive use when the ship is not engaged\n                                                in navigation. When the ship is engaged in navigation, the watchkeepers should not\n                                                be distracted.\n\n21B.8.2.6 Every seafarer is to be provided with a clothes locker of ample space (minimum 475\n                                                litres) and a drawer or equivalent space of not less than 56 litres. If the drawer\n                                                is incorporated in the clothes locker then the combined minimum volume of the clothes\n                                                locker should be 500 litres. The locker should be fitted with a shelf and be able\n                                                to be locked by the seafarer so as to ensure security and maintain privacy. Where\n                                                the total required volume cannot be provided within the cabin, the Administration\n                                                may consider accepting secure facilities for the individual elsewhere within the seafarer\n                                                accommodation, provided that within the cabin a minimum of 300 litres storage space\n                                                is provided for each individual seafarer.\n\n21B.8.2.7 Sleeping rooms should be provided with a table or desk, which may be of the fixed,\n                                                drop-leaf or slide-out type or other alternative table, and with comfortable seating\n                                                accommodation as necessary.\n\n21B.8.2.8 In calculating the floor area of sleeping rooms, spaces occupied by berths, lockers,\n                                                seats, chests of drawers and other furniture should be included in the area but spaces\n                                                which by reason of their small size or irregular shape cannot accommodate furniture\n                                                and do not contribute to the area available for free movement should not be included.\n                                                Where a berth or other fixed furniture is situated at the side of the vessel the projected\n                                                area (to floor level) of such berths or fixed furniture may be used in the calculation\n                                                of the sleeping room area.\n\n21B.8.2.9 To the extent possible an individual sleeping room should be provided for each seafarer,\n                                                the floor area of which should not be less than 4.5 square metres. This minimum floor\n                                                area may include en-suite sanitary facilities where provided.\n\n21B.8.2.10 Where it is not practical to provide single occupancy cabins, sleeping rooms to be\n                                                occupied by a maximum of two seafarers may be accepted, provided that the floor area\n                                                of such sleeping rooms is not less than 7 square metres. The floor area may include\n                                                en suite sanitary facilities, if provided.\n\n21B.8.2.11 The floor area for sleeping rooms for seafarers who are officers on vessels where\n                                                an adjoining sitting room, day room or equivalent additional space are provided should\n                                                not be less than 4.5 square metres per seafarer. This area may include en-suite sanitary facilities. It is not expected that seafarers who are officers\n                                                should be required to share a cabin.\n\n21B.8.2.12 The floor area for sleeping rooms for seafarers who are officers on vessels where\n                                                no adjoining sitting room, day room or equivalent additional space are provided should\n                                                not be less than 7.5 square metres per seafarer. This area may include en-suite sanitary facilities. It is not expected that seafarers who are officers\n                                                should be required to share a cabin.\n\n21B.8.3.1 Sleeping rooms should be situated above the deepest waterline amidships or aft where\n                                                practicable. Where this is impractical, sleeping rooms may be located in the fore\n                                                part of the vessel, but in no case forward of the collision bulkhead nor immediately\n                                                beneath working alleyways7.\n\n21B.8.3.2 When it is neither reasonable nor practicable to site seafarer sleeping accommodation\n                                                amidships or aft, and above the deepest waterline as required, measures taken to ensure\n                                                an equivalent level of seafarer health and safety should be agreed with the Administration.\n                                                Where the sole of the sleeping accommodation is below the deepest waterline amidships,\n                                                a bilge flooding alarm should be provided in the cabin to provide early warning of\n                                                flooding to that compartment. Sleeping accommodation with the deck head lining below\n                                                the deepest intact waterline is not permitted. In addition, for vessels other than\n                                                short range yachts, where such accommodation is sited partially below the deepest\n                                                waterline it should be arranged such that in the event of damage to the watertight\n                                                compartment in which the accommodation space is situated, the deck head lining should\n                                                not be immersed. Satisfactory arrangements should be made for lighting and ventilation.\n\n21B.8.3.3 Separate sleeping rooms should be provided for men and for women.\n\n21B.8.3.4 A separate berth for each seafarer should in all circumstances be provided. The minimum\n                                                inside dimensions of a berth should be at least 198 centimetres by 80 centimetres.\n                                                Narrower berths may be permitted in either (a) sleeping rooms occupied by only one\n                                                seafarer or (b) sleeping rooms where en-suite sanitary facilities are provided \u2013 in\n                                                such cases the minimum inside dimensions of a berth should not be less than 198 centimetres\n                                                in length and not less than 80 centimetres in width over half the length of the berth.\n                                                A taper is permitted from half the length of the berth towards the foot of the berth\n                                                but under no circumstances is the berth permitted to be narrower at any point than\n                                                50 centimetres.\n\n21B.8.3.5 Where practical, the master, the chief engineer and the chief navigating officer should\n                                                have, in addition to their sleeping rooms, an adjoining sitting room, day room or\n                                                equivalent additional space. Where this not practicable, an alternative comfortable\n                                                shared sitting area may be provided. Such a space should allow such officers to meet\n                                                privately, or to meet with other seafarers privately. The Navigating Bridge, if suitably\n                                                fitted, may be considered if it is available for this exclusive use when the ship\n                                                is not engaged in navigation. When the ship is engaged in navigation, the watchkeepers\n                                                should not be distracted.\n\n21B.8.3.6 Every seafarer is to be provided with a clothes locker of ample space (minimum 475\n                                                litres) and a drawer or equivalent space of not less than 56 litres. If the drawer\n                                                is incorporated in the clothes locker then the combined minimum volume of the clothes\n                                                locker should be 500 litres. The locker should be fitted with a shelf and be able\n                                                to be locked by the seafarer so as to ensure security and maintain privacy. Where\n                                                the total required volume cannot be provided within the cabin, the Administration\n                                                may consider accepting secure facilities for the individual elsewhere within the seafarer\n                                                accommodation, provided that within the cabin a minimum of 300 litres storage space\n                                                is provided for each individual seafarer.\n\n21B.8.3.7 Sleeping rooms should be provided with a table or desk, which may be of the fixed,\n                                                drop-leaf or slide-out type or other alternative table, and with comfortable seating\n                                                accommodation as necessary.\n\n21B.8.3.8 Where a single berth seafarer\u2019s cabin without en-suite sanitary facilities is provided\n                                                it should have a floor area of not less than 3.6 square metres.\n\n21B.8.3.9 A single berth seafarer\u2019s cabin provided with en-suite sanitary facilities, should\n                                                have a floor area of not less than 4.5 square metres. En-suite sanitary facilities\n                                                are considered to compensate for reduced floor area and form part of the floor area.\n\n21B.8.3.10 Sleeping rooms occupied by two seafarers without en-suite sanitary facilities should\n                                                have a floor area of not less than 7 square metres.\n\n21B.8.3.11 A cabin occupied by two seafarers where en-suite sanitary facilities are provided\n                                                should have a minimum floor area of 6.2 square metres. En-suite sanitary facilities\n                                                are considered to compensate for reduced floor area and form part of the floor area.\n\n21B.8.3.12 Where the reduced floor areas in 21B.8.3.8 to 21B.8.3.11 are adopted, the free floor\n                                                area in the sleeping accommodation should be at least 1.45 square metres per seafarer\n                                                to provide for sufficient comfortable movement.\n\n21B.8.3.13 Where the requirement of 21B.8.3.12 is not practical due to the hull shape or hull\n                                                stiffening, but the arrangements in the cabin allow for a free movement of the upper\n                                                part of the body equivalent to an area of 1.45 square metres, a reduced free floor\n                                                area may be provided with the Administration\u2019s agreement, but should not be less than\n                                                1 square metre per seafarer.\n\n21B.8.3.14 Where the requirements of 21B.8.3.13 are accepted by the Administration, the en-suite\n                                                sanitary facilities should be large enough to allow for the facilities to be used\n                                                with the door closed and would not be expected to have a floor area of less than 1.2\n                                                square metres. Where the floor area of the en-suite sanitary facilities provided is\n                                                greater than 1.2 square metres, the free floor area of the cabin may be reduced accordingly,\n                                                but should never be less than 1 square metre per seafarer.\n\n21B.8.4.1 Sleeping rooms should be situated above the deepest waterline amidships or aft where\n                                                practicable. Where this is impractical, sleeping rooms may be located in the fore\n                                                part of the vessel, but in no case forward of the collision bulkhead nor immediately\n                                                beneath working alleyways8.\n\n21B.8.4.2 When it is neither reasonable nor practicable to site seafarer sleeping accommodation\n                                                amidships or aft, and above the deepest waterline as required, measures taken to ensure\n                                                an equivalent level of seafarer health and safety should be agreed with the Administration.\n                                                Where the sole of the sleeping accommodation is below the deepest waterline amidships,\n                                                a bilge flooding alarm should be provided in the cabin to provide early warning of\n                                                flooding to that compartment. Sleeping accommodation with the deck head lining below\n                                                the deepest intact waterline is not permitted. In addition, where such accommodation\n                                                is sited partially below the deepest waterline it should be arranged such that in\n                                                the event of damage to the watertight compartment in which the accommodation space\n                                                is situated, the deck head lining should not be immersed. Satisfactory arrangements\n                                                should be made for lighting and ventilation.\n\n21B.8.4.3 Separate sleeping rooms should be provided for men and for women.\n\n21B.8.4.4 A separate berth for each seafarer should in all circumstances be provided. The minimum\n                                                inside dimensions of a berth should be at least 198 centimetres by 80 centimetres.\n                                                Narrower berths may be permitted in either (a) sleeping rooms occupied by only one\n                                                seafarer or (b) sleeping rooms where en-suite sanitary facilities are provided \u2013 in\n                                                such cases the minimum inside dimensions of a berth should not be less than 198 centimetres\n                                                in length and not less than 80 centimetres in width over half the length of the berth.\n                                                A taper is permitted from half the length of the berth towards the foot of the berth\n                                                but under no circumstances is the berth permitted to be narrower at any point than\n                                                50 centimetres.\n\n21B.8.4.5 Where practical, the master, the chief engineer and the chief navigating officer should\n                                                have, in addition to their sleeping rooms, an adjoining sitting room, day room or\n                                                equivalent additional space. If an adjoining sitting room, day room or equivalent\n                                                additional space is provided the minimum floor area of the cabin should not be less\n                                                than 4.5 square metres. If there is no dayroom provided see 21B.8.4.14.\n\n21B.8.4.6 Every seafarer is to be provided with a clothes locker of ample space (minimum 475\n                                                litres) and a drawer or equivalent space of not less than 56 litres. If the drawer\n                                                is incorporated in the clothes locker then the combined minimum volume of the clothes\n                                                locker should be 500 litres. The locker should be fitted with a shelf and be able\n                                                to be locked by the seafarer so as to ensure security and maintain privacy. Where\n                                                the total required volume cannot be provided within the cabin, the Administration\n                                                may consider accepting secure facilities for the individual elsewhere within the seafarer\n                                                accommodation, provided that within the cabin a minimum of 300 litres storage space\n                                                is provided for each individual seafarer.\n\n21B.8.4.7 Sleeping rooms should be provided with a table or desk, which may be of the fixed,\n                                                drop-leaf or slide-out type or other alternative table, and with comfortable seating\n                                                accommodation as necessary.\n\n21B.8.4.8 Where a single berth seafarer\u2019s cabin without en-suite sanitary facilities is provided\n                                                it should have a floor area of not less than 3.6 square metres.\n\n21B.8.4.9 A single berth seafarer\u2019s cabin provided with en-suite sanitary facilities, should\n                                                have a floor area of not less than 4.5 square metres. En-suite sanitary facilities\n                                                are considered to compensate for reduced floor area and form part of the floor area.\n\n21B.8.4.10 Sleeping rooms occupied by two seafarers without en-suite sanitary facilities should\n                                                have a floor area of not less than 7 square metres.\n\n21B.8.4.11 Single occupancy cabins for seafarers who are officers for whom no adjoining sitting\n                                                room, day room or equivalent additional space are provided should be not less than\n                                                4.5 square metres for a vessel of 500GT and not less than 7.5 square metres for vessels\n                                                of 1250GT and over. For a vessel of intermediate gross tonnage the floor area should\n                                                be determined by linear interpolation, as shown in Figure 21B.1 below. En-suite sanitary\n                                                facilities are considered to compensate for reduced floor area and form part of the\n                                                floor area.\n\n21B.8.4.12 Floor areas of double occupancy cabins with en-suite sanitary facilities for seafarers\n                                                who are officers for whom no adjoining sitting room, day room or equivalent additional\n                                                space are provided should be not less than 6.2 square metres for a vessel of 500GT\n                                                and not less than 15 square metres for vessels of 1150GT and over. For a vessel of\n                                                intermediate gross tonnage the floor area should be determined by linear interpolation,\n                                                as shown in Figure 21B.2 below. For seafarers who are not officers, the floor area\n                                                of a double occupancy cabin with en-suite sanitary facilities should increase at the\n                                                same rate as cabins provided for seafarers who are officers until it is 7 square metres.\n\n21B.8.4.13 Officer\u2019s cabins with a floor area less than 7.5 square metres should be provided\n                                                with televisions and other suitable electronic audio-visual equipment.\n\n21B.8.4.14 Where adjoining sitting rooms, day rooms or other equivalent additional spaces are\n                                                not provided in accordance with 21B.8.4.11 an additional space providing a comfortable\n                                                shared sitting area for such officers should be provided with a floor area of at least\n                                                1.5 square metres per officer. Such a space should allow the seafarers who are officers\n                                                to meet privately, or the seafarers who are officers to meet with other seafarers\n                                                privately. The wheelhouse, if suitably fitted, may be considered if it is available\n                                                for this exclusive use when the vessel is not engaged in navigation. When the ship\n                                                is engaged in navigation, the watchkeepers should not be distracted.\n\nVessels of 3000 GT or more constructed on or after the Maritime Labour Convention,\n                                          2006 enters into force should comply with the full requirements of standard A3.1 of\n                                          the Maritime Labour Convention 2006.\n\n21B.9.1 Mess rooms should be located apart from the sleeping rooms to avoid disturbing those\n                                                persons sleeping and as close as practicable to the galley. Mess rooms should be of\n                                                adequate comfort and properly furnished and equipped (including ongoing facilities\n                                                for refreshment), taking account of the number of seafarers likely to use them at\n                                                any one time. Mess rooms for seafarers who are officers and other seafarers may be\n                                                separate or common, as appropriate.\n\n21B.9.1 Where the substantially equivalent arrangements in 21B.8.3 and 21B.8.4 are used, the\n                                                floor area of mess rooms for seafarers should not be less than 1.5 square metres per\n                                                person of the planned seating capacity.\n\n21B.10.1 Adequate food should be provided for all seafarers onboard free of charge. The provision\n                                                of food should take account of the seafarers\u2019 religious requirements and cultural\n                                                practices, the nature and duration of the voyage, and should be suitable in respect\n                                                of quantity, nutritional value, quality and variety.\n\n21B.10.2 The organisation and equipment of the catering department should be such as to permit\n                                                the provision to the seafarers of adequate, varied and nutritious meals prepared and\n                                                served in hygienic conditions. This should include as a minimum that the galley is\n                                                fitted with a means of cooking and a sink and have adequate working surface for the\n                                                preparation of food. The galley floor should be provided with a non-slip surface and\n                                                provide a good foothold.\n\n21B.10.3 All furniture and fittings in the galley should be made to be impervious to dirt and\n                                                moisture. All metal parts of furniture and fittings should be rust resistant.\n\n21B.10.4 The ventilation in the galley should be arranged to ensure that there is an adequate\n                                                supply of fresh air and for the efficient discharge of fumes into the open air. Air\n                                                conditioning systems are to provide a minimum of 25 cubic metres of air per hour,\n                                                per person working in the ventilated space during normal operating conditions. Enclosed\n                                                galleys are to be specially considered, and where air conditioning is not fitted should\n                                                have, as a minimum, a mechanical supply of 20 fresh air changes per hour and a mechanical\n                                                exhaust of 30 changes per hour.\n\n21B.10.5 When a cooking appliance is gimballed it should be protected by a crash bar or other\n                                                means to prevent personal injury. Means should be provided to lock the gimballing\n                                                mechanism.\n\n21B.10.6 Means should be provided to allow the person cooking to be secured in position, with\n                                                both hands free for working, when the vessel motions threaten safe working. Secure\n                                                and hygienic storage for food and garbage should be provided.\n\n21B.11.1 An adequate supply of fresh drinking water should be provided and piped to convenient\n                                                positions throughout the accommodation spaces.\n\n21B.11.2 In addition, an emergency reserve supply of drinking water should be carried, sufficient\n                                                to provide at least 2 litres per person the vessel is certificated to carry. The installation\n                                                of fresh water making machines and disinfection arrangements are to be to the acceptance\n                                                of the Administration \u2013 for this purpose silver ionisation or chlorination would be\n                                                considered acceptable.\n\n21B.12.1 A minimum of one toilet, one wash basin and one tub or shower or both for every six\n                                                seafarers or less who do not have en-suite sanitary facilities should be provided\n                                                at a convenient location.\n\n21B.12.2 Separate sanitary facilities should be provided for men and for women. In respect\n                                                of sanitary facilities for men and for women, vessels should be provided with a minimum\n                                                of 2 sets of sanitary facilities for the first two seafarers onboard plus an additional\n                                                set of sanitary facilities for every additional 6 seafarers.\n\n21B.12.3 Where a sleeping room is provided with en-suite sanitary facilities those facilities\n                                                should include a minimum of one toilet, one wash basin and one tub or shower or both.\n\n21B.12.4 Where private or semi-private facilities cannot be provided, all seafarers should\n                                                have convenient access on the vessel to sanitary facilities meeting minimum standards\n                                                of health and hygiene and reasonable standards of comfort. Hot and cold running fresh\n                                                water should be available in all wash places.\n\n21B.12.5 Sanitary facilities within easy access of the wheelhouse, and the machinery space\n                                                or near the engine room control centre should be provided where practical.\n\n21B.12.6 Every sleeping room should be provided with a washbasin with hot and cold running\n                                                fresh water, except where such a washbasin is situated in the en-suite sanitary facilities\n                                                provided.\n\n21B.13.1 Vessels carrying 15 or more seafarers and engaged in a voyage of more than three days\u2019\n                                                duration should provide separate hospital accommodation to be used exclusively for\n                                                medical purposes. This may be a treatment room that also meets the requirements for\n                                                hospital accommodation. Hospital accommodation should be designed to facilitate the\n                                                giving of medical first aid and to help prevent the spread of infectious diseases.\n\n21B.13.2 It is recommended that the arrangement of the entrance, berths, lighting, ventilation,\n                                                heating and water supply should be designed to ensure comfort and facilitate the treatment\n                                                of occupants.\n\n21B.13.3 Sanitary facilities should be provided for the exclusive use of the occupants of the\n                                                hospital accommodation, either as part of the accommodation or in close proximity\n                                                thereto. Such sanitary facilities should comprise a minimum of one toilet, one washbasin\n                                                and one shower or tub.\n\n21B.13.4 Short-range yachts and other vessels that remain within 60 miles of the coast are\n                                                exempt from 21B.13.1. In cases where such vessels are engaged on voyages of more than\n                                                three days duration, for example on re-positioning trips, an en-suite cabin should\n                                                be designated exclusively for medical purposes. Such a cabin should be designed to\n                                                facilitate (when in hospital mode) the giving of medical first aid and to help prevent\n                                                the spread of infectious diseases and it is recommended that the arrangement of the\n                                                entrance, berths, lighting, ventilation, heating and water supply should be designed\n                                                to ensure comfort and facilitate the treatment of occupants.\n\n21B.14.1 Appropriately situated and furnished laundry facilities should be available.\n\n21B.15.1 Separate offices or a common office for use by deck and engineer seafarers should\n                                                be provided where practicable.\n\n21B.16.1 A space or spaces should be provided on open deck for the recreation of seafarers\n                                                to which seafarers can have access when off duty. This should have a total floor area\n                                                of 1.5 square metres per person for the greatest number of seafarers likely to use\n                                                the space at any one time.\n\n21B.16.1 Vessels regularly trading to and within mosquito infested ports should be fitted with\n                                                appropriate devices to protect seafarers from mosquitos, as agreed by the Administration.\n\n21B.16.1 Appropriate seafarers\u2019 recreational facilities, amenities and services, as adapted\n                                                to meet the special needs of seafarers who live and work onboard should be provided.\n\n21B.17.1 There should be weekly documented inspections carried out on board vessels, by or\n                                                under the authority of the Master, with respect to:\n\n.1 supplies of food and drinking water;\n\n.2 all spaces and equipment used for the storage and handling of food and drinking water;\n\n.3 galley and other equipment used for the preparation and service of meals; and\n\n.4 that seafarer accommodation is clean, decently habitable and maintained in a good\n                                                      state of repair.\n\nThe results of each inspection should be recorded and made available for review.\n\n21B.18.1 There should be sufficient hand holds and grab rails within the accommodation to allow\n                                                safe movement around the accommodation at all times. Stairways should be specially\n                                                considered.\n\n21B.19.1 All heavy items of equipment such as ballast, batteries, cooking stove, etc, should\n                                                be securely fastened in place. All stowage lockers containing heavy items should have\n                                                lids or doors which are capable of being securely fastened.\n\n21B.20.1 The requirements of Chapter 21B apply to sailing vessels in the same way as they do\n                                                to motor vessels.\n\n21B.20.2 Where the sailing vessel is below 1500GT the variations described in 21B.20.3 and\n                                                21B.20.4 may be adopted.\n\n21B.20.3 On a case by case basis where due to the number of seafarers and passengers on a sailing\n                                                vessel, for example a sail training vessel or a sailing vessel used for racing, it\n                                                is not possible to meet the equivalent arrangements of 21B.8.3.12 (minimum of 1 square\n                                                metre free floor area per seafarers), seafarers should have no worse accommodation\n                                                arrangements than the passengers.\n\n21B.20.4 Where it is not possible to meet the requirements of 21B.8.4.14 due to there not being\n                                                a wheelhouse, an additional space that provides privacy for the seafarers who are\n                                                officers, such as a spare cabin, may be provided to the satisfaction of the Administration.\n                                                Such a space should allow the seafarers who are officers to meet privately, or the\n                                                seafarers who are officers to meet with other seafarers privately.\n\nThe structural strength of any deckhouse or superstructure should comply with the\n                                          requirements of one of the Classification Societies listed in the National Annex,\n                                          as appropriate to the vessel and its areas of operation.\n\n22.2.1 Bulwarks and/or guardrails on all accessible decks should be 1000mm high except that\n                                                on vessels built to 1959 Load Line Rules these may be 915mm high. Any opening should\n                                                not exceed 380mm. Where no bulwarks are fitted, or bulwark height is less than 230mm,\n                                                the lowest opening should not exceed 230mm. They should be supported at intervals\n                                                not exceeding 2.2 metres. Intermediate courses of rails or wires should be evenly\n                                                spaced.\n\n22.2.2 Satisfactory means (in the form of guard rails, life lines, gangways or underdeck\n                                                passages, etc.) should be provided for the protection of the crew in getting to and\n                                                from their quarters, the machinery space and all other areas used in the necessary\n                                                work of the craft.\n\n22.2.3 Where the function of the vessel would be impeded by the provision of bulwarks and/or\n                                                guard rails complying with 22.2.1, alternative proposals detailed to provide equivalent\n                                                safety for persons on deck should be submitted to the Administration for approval.\n\n22.3.1 When access to the rig, bowsprit, or overside working is required, provision should\n                                                be made to enable people to work safely, in accordance with national standards, see\n                                                National Annex.\n\n22.3.1 The arrangements provided should be based on established safe working practices for\n                                                the type of vessel. The arrangements may include but not be limited to:\n\n.1 safety nets below the bowsprit;\n\n.2 safety grab rails or jackstays (metal or wire) fixed along the bowsprit to act as\n                                                      handholds and strong points for safety harnesses;\n\n.3 mandatory use of safety harnesses aloft, overside, (refer to national annex) and for\n                                                      work on the bowsprit;\n\n.4 sufficient footropes and horses in wire (or rope) permanently rigged to enable seamen\n                                                      to stand on them whilst working out on the yards or on the bowsprit;\n\n.5 safety jackstays (metal or wire) fixed along the top of the yards, to provide handholds\n                                                      and act as strong points for safety harnesses;\n\n.6 means of safely climbing aloft, such as:\n\n(i) fixed metal steps or ladders attached to the mast; or\n\n(ii) traditional ratlines (rope) or, rattling bars (wood/steel), fixed across the shrouds\n                                                            to form a permanent ladder.\n\nIt should be the responsibility of an owner/managing agent/skipper to advise that\n                                          the following requirements for items of personal clothing should be met:\n\n.1 Each person on board a vessel should have protective clothing appropriate to the prevailing\n                                                air and sea temperatures.\n\n.2 Each person on board a vessel should have footwear having non-slip soles, to be worn\n                                                on board.\n\nAttention is drawn to the IMO Code on Noise Levels on Board Ships, Resolution A.468(XII),\n                                          published 1982.\n\n22.5.1 Vessels covered by this Code should meet the recommendations so far as is reasonable\n                                                and practicable.\n\n22.5.2 The IMO Code on Noise Levels on Board Ships promotes the control of noise within the\n                                                framework of internationally agreed guidelines, whilst recommending methods of measuring\n                                                noise at listening posts.\n\n22.5.3 For safe navigation, it is important that sound signals and VHF communications can\n                                                be heard, at the navigating position in normal operating conditions.\n\n22.5.4 For machinery spaces, workshops and stores which are manned either continuously or\n                                                for lengthy periods, the recommended limits are 90dB(A) for machinery spaces and 85dB(A)\n                                                for workshops and stores.\n\nFor machinery spaces which are not intended to be continuously manned or are attended\n                                                for short periods only, the recommended limits are 110dB(A).\n\nThe limits have been set from hearing damage risk considerations and the use of suitable\n                                                ear protectors.\n\n22.5.5 To indicate the need to wear ear protectors, safety signs, signs with symbols and\n                                                supplementary warning notices should be displayed at all entrances to spaces in which\n                                                the noise level exceeds 85dB(A). See National Annex.\n\nPersonnel lift installations should be appropriately designed and constructed, installed\n                                          and tested by a competent person.\n\nDesigns should be submitted at an early stage of construction. Recognised international\n                                          standards such as BS EN 81 should be considered but the following gives a minimum\n                                          standard that should be provided:\n\n1. Structural fire protection requires lift shaft within an \u2018A\u2019 class division as per\n                                                section 14B.2.6. Where the lift shaft is fitted within a stairway enclosure there\n                                                is no need for \u2018A\u2019 class divisions between the lift and the staircase.\n\n2. Construction and installation for marine use should be supported by a certificate\n                                                from a Classification Society or manufacturer and include a relevant load test.\n\n3. Lift should comprise an enclosed capsule.\n\n4. A suitable means of escape from the capsule and lift shaft should be provided.\n\n5. Mains and emergency power to be provided, where necessary to comply with item 4.\n\n6. Emergency lighting to be provided.\n\n7. An internal alarm and telephone to be provided.\n\n8. Normal operation should ensure lift only stops at each deck.\n\n9. \n\u2018Not to be used in case of fire\u2019 sign to be posted within.\n\nReference standards include:\n\nBS EN 81 series \u2013 Safety rules for the construction and installation of lifts BS 5655\n                                          series \u2013 Lifts and service lifts\n\nA vessel should carry medical stores as required by the Administration.\n\nMedical training requirements for members of the complement of the vessel are given\n                                       in the Manning Section of the National Annex.\n\n24.1.1 When a vessel carries a rigid or inflatable tender, it should be fit for its intended\n                                                use, regularly inspected by the owner/managing agent, and maintained in a safe condition.\n\n24.1.2 Safety equipment should be provided in the tender as appropriate to its intended range\n                                                and area of operation.\n\n24.1.3 Each tender should be clearly marked with the number of persons (mass 75 kg) that\n                                                it can safely carry, and the name of the parent vessel.\n\n24.1.4 In the case of petrol-engined tenders, see section 14 for the safety requirements\n                                                for the carriage of petrol.\n\n24.2.1 When provision is made for helicopter operations to or from the vessel, the helicopter\n                                                landing area should be located on an appropriate area of the weather or superstructure\n                                                deck, or on a purpose built landing area permanently attached to the vessel or structure,\n                                                providing:\n\n.1 the structural strength of the helicopter landing area is designed and constructed\n                                                      according to Classification Society rules on helicopter landing areas for vessels\n                                                      and a Certificate of Compliance is issued by the relevant Classification Society;\n\n.2 all other considerations such as landing area size, means of access, obstacle protected\n                                                      surfaces (sector clearance zones), lighting, and marking should be in accordance with\n                                                      Annex 6 of this Code with a Helicopter Landing Area Certificate issued by the Aviation\n                                                      Inspection Body;\n\n.3 the requirements for helicopter facilities in SOLAS II-2 are complied with in full.\n                                                      Fire suits provided for helideck crew should be of EN 469 standard;\n\n.4 helicopter operations to / from the vessel are restricted to within the weather, pitch,\n                                                      roll, and heave limits for the vessel as defined where appropriate in the relevant\n                                                      operating rules, and / or in the rotorcraft flight manual (RFM) and /or by the Aviation\n                                                      Inspection Body;\n\n.5 the helicopter landing area is designed for the largest helicopter which it is intended\n                                                      to use; and\n\n.6 the operational procedures for the vessel fully reflect the above.\n\n24.2.2 If it is proposed to provide hangar and/or refuelling facilities for a helicopter\n                                                whilst it is on board the vessel, prior approval should be sought from the Administration.\n                                                Such facilities should be arranged in accordance with Annex 6 Section 7 and/or 8 of\n                                                this Code.\n\n24.2.3 In order to meet the full safe landing area size requirement in Annex 6 of this Code,\n                                                the out-board edges of the landing area may be engineered to retract or fold to a\n                                                closed position when the landing area is not in use providing the overall safe landing\n                                                area, including the retractable or movable sides, when fully deployed, provides the\n                                                minimum load bearing area specified.\n\n24.2.3.1 The minimum safe landing area dynamic load bearing capability should be 2.5 times\n                                                the Maximum Take-Off Mass (MTOM) of the heaviest helicopter intended to use the landing\n                                                area. This may only be reduced, subject to agreement from both the Classification\n                                                Society and Administration.\n\n24.2.4 The officer(s) in charge of each helicopter landing area operations team should be\n                                                in possession of an Offshore Petroleum Industry Training Organisation (OPITO) Approved\n                                                Offshore Helicopter Landing Officer (HLO) certificate. All other crew assigned duties\n                                                within the helicopter landing area operations team(s) should be in possession of an\n                                                OPITO Approved Offshore Emergency Helideck Team Member certificate. Certification\n                                                from an equivalent course approved by the Administration will also be accepted. All\n                                                helicopter operations certification should be in date.\n\n24.2.5 All crew on board should undergo familiarisation training regarding helicopter operations\n                                                on board and it is recommended that all crew undertake helicopter crash survivability\n                                                (\u2018dunker\u2019) training at a recognised OPITO training centre, prior to commencement of\n                                                duties.\n\n24.2.6 Ship to shore and ship to helicopter communications procedures, ship operating procedures,\n                                                and guidance on helicopter emergencies are outlined in the \u2018Large Yacht Helicopter\n                                                Operations Handbook\u2019 and \u2018Large Yacht Helicopter Refuelling Handbook\u2019 published by\n                                                the MCA, these should be used as part of the operational procedures of the vessel,\n                                                and equipment carried should permit crew to comply with the onboard procedures.\n\n24.2.7 Refuelling of the helicopter while engines and rotors are running is prohibited.\n\nBoarding arrangements provided for pilots should have due regard for SOLAS Chapter\n                                          V, Regulation 23 and IMO Resolution A.889 (21) \u2018Pilot transfer arrangements\u2019, International\n                                          Maritime Pilots\u2019 Association (IMPA) recommendations, or any documents replacing them.\n                                          Also see National Annex for any national requirements.\n\n24.4.1 A safe means of access is to be provided at all times when in port, either deployed\n                                                or available for deployment. If the safe means of access is not deployed, there should\n                                                be a means provided for communication between those on the quay and those onboard.\n\n24.4.2 When provided, gangways, passerelles, and accommodation ladders should be manufactured\n                                                to a recognised national or international standard, and be clearly marked with the\n                                                manufacturer's name, the model number, the maximum design angle of use and the maximum\n                                                safe loading (by number of persons and by total weight). Side screens or handrail(s)\n                                                should be provided on both sides.\n\n24.4.3 Where gangways, passerelles or ladders do not comply with national or international\n                                                standards, a manufacturer\u2019s test load certificate should be provided. Alternatively\n                                                practical tests may be carried out to the satisfaction of the Administration. In all\n                                                cases the maximum design angle, maximum number of persons, and the maximum total weight\n                                                should be clearly marked, and are to be used in accordance with the manufacturer\u2019s\n                                                instructions.\n\n24.4.4 Accommodation ladders should be provided on a vessel of 120 metres in length and over.\n\n24.4.5 Access equipment and immediate approaches to it should be adequately illuminated.\n\n24.4.6 Reference standards include:\n\nBSMA 78:1978 \u2013 Gangways (excluding the maximum overall widths specified in table 2);\n                                                and\n\nBSMA 89:1980 \u2013 Accommodation Ladders;\n\nISO 7061:1993 -Shipbuilding \u2013 Aluminium shore gangways for seagoing vessels;\n\nISO 5488:1979 \u2013 Shipbuilding \u2013 Accommodation ladders.\n\n24.5.1 Submersible Craft carried on yachts should comply with the standards specified in\n                                                the National Annex and include the following:\n\n24.5.2 They should be constructed and maintained in accordance with the rules of a recognised\n                                                Classification Society, applicable national regulations and be suitable for the intended\n                                                use.\n\n24.5.3 Supporting equipment should be constructed and maintained in accordance with the rules\n                                                of a recognised Classification Society and any applicable national regulations. The\n                                                maximum safe working load of the equipment and maximum sea state in which the craft\n                                                may be launched are to be stated.\n\n24.5.4 A safety management system which may be separate from any system operated by the parent\n                                                vessel, including an operations manual, must be in place, and subject to annual audit.\n\n24.5.5 Following satisfactory survey and audit, certification for safety of submersible craft\n                                                and its support equipment should be issued, and is subject to annual survey.\n\n24.5.6 Maintenance should be carried out by the manufacturer or an organisation or person\n                                                accepted by the Administration at intervals specified by the manufacturer.\n\n24.5.7 Operating crew to have adequate theoretical and practical training for the type of\n                                                submersible craft onboard, and have demonstrated ability to operate it.\n\n25.1 Vessels should comply with all the requirements of MARPOL as prescribed by the regulations\n                                             of the Administration. For vessels under 400GT it is the owner\u2019s responsibility to\n                                             comply with local Administration/port state requirements and for dealing with oily\n                                             bilge water retention etc.\n\n25.2 Every ship of 100GT and above, and every ship which is certified to carry 15 persons\n                                             or more, should carry a garbage management plan which should include the written procedures\n                                             agreed for collection, storage, processing and disposal of garbage; and a garbage\n                                             record book recording disposal and incineration, as outlined in regulation 9 of Annex\n                                             V of MARPOL.\n\n25.3 Special local requirements may exist in national sea areas, ports and harbours. The\n                                             attention of owners/operators is drawn to the need to comply with local requirements\n                                             as appropriate.\n\n25.4 All yachts should comply with the hull Anti-Fouling System Convention requirements,\n                                             see National Annex.\n\nIMO Resolution A.890(21) adopted on the 25th November 1999 defines the principles\n                                             of Safe Manning to ensure the safe operation of, and prevention of pollution from,\n                                             ships to which the Convention applies. Convention 180 of the International Labour\n                                             Organization(ILO) (Seafarer\u2019s hours of work and the manning of ships) came into force\n                                             on the 10th January 2003 and applies to all commercially operated vessels.\n\nThe underlying principles of safe manning are considered to extend to Large Yachts\n                                             within the context of the Code. In this respect an Administration may choose to adopt\n                                             these arrangements in full, or modify these arrangements to meet particular operational\n                                             circumstances.\n\nAll sea going commercially operated yachts and sail training vessels of more than\n                                             24 metres Load Line Length should carry an appropriate number of qualified Deck and\n                                             Engineer Officers to ensure a degree of safety at least equivalent to that established\n                                             by the IMO guidelines.\n\nThese guidelines apply to all \u2018seafarers employed or engaged in any capacity on board every commercially operated\n                                                large yacht\u2019.\n\nFatigue at sea is a serious safety issue and owners and operators should ensure that\n                                             all vessels are sufficiently manned to avoid the need to work excessive hours. The\n                                             owner/operator and the Master are responsible for ensuring, so far as is reasonably\n                                             practicable, that the Master and all the crew members are properly rested when they\n                                             begin work and can obtain adequate rest when not on duty.\n\nThe owner/operator should ensure that the necessary resources are available to man\n                                             the vessel so that the limits on hours can be observed. The master is responsible\n                                             for ensuring compliance with the requirements.\n\nIt is also the responsibility of all seafarers to ensure that they are properly rested\n                                             when they begin duty on the vessel and that they obtain adequate rest when not on\n                                             duty.\n\nHours of work is defined as when a seafarer is at their employers\u2019 disposal and carrying\n                                             out their duties or activities.\n\nWhere a seafarer\u2019s normal period of rest on board a vessel is disturbed by a callout\n                                             he/she should have adequate compensatory rest.\n\nThe owner/operator or Master should ensure that the crew are provided with at least\n                                             the minimum hours of rest. These should not be less than:\n\na) ten hours in any 24-hour period; and\n\nb) 77 hours in any seven-day period.\n\nHours of rest may be divided into no more than 2 periods; one of which should be at\n                                             least 6 hours long, and the interval in between should not exceed 14 hours.\n\nIt is expected that as far as practicable the Master will arrange for conducting emergency\n                                             drills such as musters, fire-fighting and abandon vessel drills in a way which minimises\n                                             the disturbance to rest periods and provide compensatory rest for seafarers whose\n                                             normal rest is disturbed by call-outs for drills.\n\nThe limits defined should as far as practicable be observed. However, an exception\n                                             maybe considered so long as they are agreed between the Master, crew members and designated\n                                             person ashore (if applicable), and provided that their health and safety, and the\n                                             safety of the vessel, is not compromised. Exceptions from the weekly rest period provided\n                                             for in paragraph 26.1.6 should not be allowed for more than two consecutive weeks.\n                                             The intervals between two periods of exceptions on board should not be less than twice\n                                             the duration of the exception.\n\nWhen considering whether an exception is appropriate, the Master should give due regard\n                                             to the associated duties being considered and in this respect exceptions to persons\n                                             undertaking watch keeping duties and/or with safety critical duties would not be considered\n                                             appropriate.\n\nIn allowing any such agreed exception and to ensure that a crew member does not become\n                                             fatigued, such exceptions should be documented and accompanied by commensurate rest\n                                             arrangements.\n\nThe Master should ensure that a schedule of duties is drawn up setting out the hours\n                                             of work and rest periods for each of the crew. It is recommended that the table or\n                                             schedule should be in a similar format to that detailed in Annex A of MSN 1767, and\n                                             show:\n\n\u2022 the schedule of duties at sea and duties in port; and\n\n\u2022 the minimum hours of rest as defined by the guidelines.\n\nIn devising the schedule, operators should take account of factors such as:\n\na) nature of the operation;\n\nb) type and size of vessel;\n\nc) construction and technical equipment of the vessel;\n\nd) manning levels and changes in crew numbers due to crew changes and sickness;\n\ne) the maximum period of continuous watchkeeping;\n\nf) minimum rest periods;\n\ng) total workload;\n\nh) compliance with the ISPS Code as applicable;\n\ni) the seriousness of irregular working hours and their contribution to causing fatigue\n                                                   and the importance of scheduling reasonably stable working hours.\n\nChanges should not be made to the schedule of duties unless they can be justified\n                                             by substantially altered work patterns or other significant factors.\n\nWhere it is known that a vessel engages in an irregular pattern or that working hours\n                                             are unlikely to be uniform, this can be taken into account when considering the schedule.\n\nIt is not necessary to draw up a new schedule of duties for each voyage, so long as\n                                             it is applicable to the voyage in question and the composition of the crew for whom\n                                             it was originally intended has not changed.\n\nA copy of the schedule should be made available to all members of the crew.\n\nSituations may arise in which a seafarer may be required to work during scheduled\n                                             hours of rest. These include emergencies which threaten the safety of the vessel or\n                                             put life at risk. In these circumstances, the limits may be exceeded provided compensatory\n                                             arrangements are subsequently made to avoid fatigue.\n\nThe master or authorised person is responsible for ensuring that records of hours\n                                                of rest are maintained for each of the crew serving on the vessel. The records should\n                                                be completed monthly in arrears. Each record should be endorsed by the master or authorised\n                                                person and the seafarer. A copy should be retained by the seafarer.\n\nIn an emergency, or when unforeseen events occur, changes may be unavoidable. In these\n                                                cases records should reflect all deviations from the schedule.\n\nAll records should be kept for a minimum of 12 months and should be available for\n                                                inspection by the flag Administration surveyors at any time. Checking the vessel\u2019s\n                                                records may be carried out by the flag Administration as part of the normal routine\n                                                of vessel inspection and will include a check that the appropriate schedules are available\n                                                and records maintained.\n\nAn Administration should ensure that all vessels are safely and sufficiently manned\n                                          in relation to the nature of their operation with the responsibilities placed on companies\n                                          owning or operating seagoing vessels, to ensure that their vessels are manned with\n                                          personnel of appropriate grades who have been properly trained and certificated.\n\nThe numbers of certificated officers and certificated and non-certificated ratings,\n                                          must be sufficient to ensure safe and efficient operation of the vessel at all times.\n\nThe guidelines place a duty on the owner or operator to provide the master of a vessel\n                                          with the necessary resources to comply with the manning requirements.\n\nIn fulfilling their responsibility to ensure that vessels are safely and sufficiently\n                                          manned, owners and operators should:\n\n.1 make an assessment of the tasks, duties and responsibilities of the vessel\u2019s complement\n                                                required for its safe operation, for the protection of the marine environment and\n                                                dealing with emergency situations;\n\n.2 assess the numbers and grades/capacities in the vessel\u2019s complement required for the\n                                                safe operation and for the protection of the environment, and for dealing with emergency\n                                                situations, including the evacuation of passengers where applicable;\n\n.3 ensure that the manning level is adequate at all times and in all respects, including\n                                                meeting peak workloads;\n\n.4 in case of changes in the nature of the operation, operational area, construction,\n                                                machinery, equipment or maintenance of the vessel, which may affect the manning level,\n                                                review the manning level.\n\nIn conjunction with these factors the owner or operator should:\n\n.5 dentify all the functions to be undertaken on board during a representative voyage\n                                                or operational period, including determination of the number of crew required to undertake\n                                                the relevant tasks and duties under both peak and routine work load conditions. Due\n                                                consideration should also be given to the number of hotel staff required;\n\n.6 identify those functions that constitute a normal operation and determine the numbers\n                                                of crew required to undertake the concurrent tasks and duties safely;\n\n.7 identify the skills and experience required to perform those functions;\n\n.8 establish working arrangements to ensure that the master and crew are capable of undertaking\n                                                concurrent and continuing operations at the appropriate level(s)of responsibility,\n                                                as specified, with respect to their skills and training; and\n\n.9 ensure that the working arrangements allow for sufficient rest periods to avoid fatigue.\n\nSpecific factors to be taken into account in determining the safe manning level may\n                                          include:\n\n.1 frequency of port calls, length and nature of the voyage;\n\n.2 operating area(s), waters and type of operations in which the vessel is involved and\n                                                any special requirements of the operation;\n\n.3 number, size (kW) and type of main propulsion units and auxiliaries;\n\n.4 size, type of vessel, equipment and layout;\n\n.5 construction and technical equipment of vessel;\n\n.6 method of maintenance;\n\n.7 how the proposed complement will deal with various emergency situations that may arise;\n\n.8 navigational duties and responsibilities as required by STCW 95 including the following\n                                                to:\n\n.1 plan and conduct safe navigation;\n\n.2 maintain a safe navigational watch;\n\n.3 manoeuvre and handle the vessel in all conditions and during all operations;\n\n.4 safely moor and unmoor the vessel; and.\n\n.5 maintain safety whilst in port.\n\n.9 Vessel specific operations:\n\n.1 the nature and duration of the operation(s) the vessel undertakes and local environmental\n                                                      conditions.\n\n.10 Vessel operations and care for persons onboard, and maintaining life- saving, fire-fighting\n                                                and other safety systems in operational condition.\n\n.1 maintain the safety and security of all persons on board and keep life saving, fire\n                                                      fighting and other safety systems in operational condition, including the ability\n                                                      to muster and disembark passengers and nonessential personnel;\n\n.2 operate and maintain watertight closing arrangements;\n\n.3 perform operations necessary to protect the marine environment;\n\n.4 provide medical care on board;\n\n.5 undertake administrative tasks required for the safe operation of the vessel; and\n\n.6 participation in mandatory safety drills and exercises.\n\n.11  Marine engineering tasks and duties:\n\n.1 operate and monitor the vessel\u2019s main propulsion and auxiliary machinery;\n\n.2 maintain a safe engineering watch;\n\n.3 manage and perform fuel and ballast operations; and\n\n.4 maintain vessel\u2019s engine equipment, system and services.\n\n.12 Electrical, electronic and control engineering duties:\n\n.1 operate vessel\u2019s electrical and electronic equipment; and\n\n.2 maintain vessel\u2019s electric and electronic systems.\n\n.13 Radio communications:\n\n.1 transmit and receive information using vessel communication equipment;\n\n.2 maintain a safe radio watch;\n\n.3 provide communications in emergencies.\n\n.14 Maintenance and repair:\n\n.1 carry out maintenance and repair work to the vessel and its machinery, equipment and\n                                                      systems, as appropriate to the method of maintenance and the repair system used.\n\n.15 Fulfil obligations and requirements of the ISPS Code as applicable.\n\nIn determining what constitutes a minimum safe manning level, useful guidance may\n                                          also be obtained by use of risk and hazard management tools such as formal safety\n                                          assessment. The minimum safe manning levels should be those required for all reasonably\n                                          foreseeable circumstances and working conditions to permit the safe operation of the\n                                          vessel under normal operational conditions. Due consideration should also be given\n                                          to the number of hotel staff required.\n\nSOLAS requires that vessels over 500GT, excluding pleasure yachts not engaged in trade,\n                                          carry a Safe Manning Document. Owners and operators of vessels below 500GT, or those\n                                          above 500GT solely engaged for pleasure, may also choose to hold a Safe Manning Document.\n                                          This will allow the owner to consider a \u2018range and risk\u2019 approach when determining\n                                          manning levels.\n\nAny application for a Safe Manning Document should be made by the owner, or a person\n                                          authorised to act on their behalf, to the flag Administration of the vessel and include\n                                          a clear and concise explanation of how:\n\n.1 the proposed manning level has been determined;\n\n.2 it takes account of the guidance; and\n\n.3 it takes account of the hours of work provisions.\n\nA proposal should only be approved and Safe Manning Document issued provided the manning\n                                          level fully satisfies these principles, recommendations and guidelines.\n\nWhen the manning level has been agreed, a Safe Manning Document should be issued for\n                                          that vessel in a format which complies with the requirements of SOLAS, as amended.\n                                          It should be retained on board and be available for inspection by an authorised person,\n                                          whenever required.\n\nIn the event of any change in equipment, construction or use of the vessel, which\n                                          may affect the safe manning level, the owner or operator should make an application\n                                          for the issue of a new Safe Manning Document.\n\nA Safe Manning Document of a vessel may be withdrawn if an owner or operator fails\n                                          to submit a new proposal where a vessel changes trading area(s), construction, machinery\n                                          or equipment, or operation and/or method of maintenance have changed, or a vessel\n                                          persistently fails to comply with the rest hours requirements.\n\nThe owner/operators or managing agent of all seagoing yachts of more than 24 metres\n                                          Load Line length must ensure that personnel required for the safe operation of the\n                                          vessel have recent and relevant experience of the type and size of vessel, and the\n                                          type of operation in which it is engaged. See National Annex.\n\nDepending on the type of rig and level of automation, additional personnel may be\n                                          required to operate the rig of a sailing vessel.\n\nThe operators are reminded that operation of personal watercraft should comply with\n                                          the applicable legislation of the state in whose waters they are being operated.\n\nNo vessel to which the Code applies should carry more than 12 passengers on a voyage\n                                       or excursion. The following meanings apply:\n\n\u2018Passenger\u2019 means any person carried in a ship except:\n\n(a) a person employed or engaged in any capacity on board the ship on the business of\n                                             the ship;\n\n(b) a person on board the ship either in pursuance of the obligation laid upon the master\n                                             to carry shipwrecked, distressed or other persons, or by reason of any circumstances\n                                             that neither the master nor the owner nor the charterer (if any) could have prevented;\n                                             and\n\n(c) a child under one year of age; and\n\n\u2018a person employed or engaged in any capacity on board the vessel on the business\n                                       of the vessel\u2019 may reasonably include:\n\n.1 bona-fide members of the crew over the minimum school leaving age (about 16 years)\n                                             who are properly employed on the operation of the vessel;\n\n.2 person(s) employed either by the owner or the charterer in connection with business\n                                             interests and providing a service available to all passengers; and\n\n.3 person(s) employed either by the owner or the charterer in relation to social activities\n                                             on board and providing a service available to all passengers.\n\nWith reference to .2 and .3 above, such persons should be included in the crew list\n                                       required for the vessel, should have received on board familiarisation training as\n                                       required by STCW, and should not be assigned duties on the muster list.\n\n28.1.1 All vessels covered by this code are required to be surveyed and certificated in accordance\n                                                with the International Load Line Convention; vessels over 400GT under the MARPOL Convention.\n                                                Vessels over 500GT are required to be surveyed and certificated under the construction\n                                                and safety equipment requirements of the SOLAS Convention. All vessels of over 300GT\n                                                are also required to be surveyed and certificated under the radio requirements of\n                                                SOLAS. Annex 4 is the list of certificates to be issued.\n\n28.1.2 Statutory work may be undertaken by surveyors of the Administration or by surveyors\n                                                of a Classification Society appointed by the Administration and, for safety radio,\n                                                an appropriate Certifying Authority in relation to radio installations. See National\n                                                Annex for delegations.\n\n28.1.3 A vessel to which the International Conventions apply must be surveyed and, if the\n                                                necessary standards are met, Convention certificates will be issued. All requests\n                                                for survey and certification must be made to the Administration, the appropriate Classification\n                                                Society or appropriate Certifying Authority in relation to radio installations. See\n                                                National Annex for delegations.\n\nVessels are required to be issued with the following certificates, as appropriate.\n\n.1 International Load Line Certificate (all vessels).\n\n.2 Certificate of Compliance (all vessels) \u2013 this certificate is to cover all aspects\n                                                of the Code for which a separate certificate is not required.\n\n.3 Cargo Ship Safety Construction Certificate (vessels of 500GT and over).\n\n.4 Cargo Ship Safety Equipment Certificate (vessels of 500GT and over).\n\n.5 Cargo Ship Safety Radio Certificate (vessels of 300GT and over).\n\n.6 International Oil Pollution Prevention Certificate (vessels of 400GT and over).\n\n.7 International Tonnage Certificate (all vessels).\n\n.8 Safe Manning Document (vessels of 500GT and over).\n\n.9 Safety Management Certificate (SMC) (vessels of 500GT and over).\n\n.10 International Ship Security Certificate (ISSC) (vessels of 500GT and over).\n\n.11 International Sewage Pollution Prevention Certificate (vessels of 400GT and over,\n                                                or carrying more than 15 persons).\n\n.12 International Air Pollution Prevention Certificate (vessels of 400GT and over). Vessels\n                                                under 400 GT each engine having power output greater than 130kW Engine International\n                                                Air Pollution Prevention Certificate.\n\n.13 Antifouling System Certificate of Compliance (vessels of 400GT and over) (vessels\n                                                less than 400GT require a declaration on AFS).\n\n.14 Maritime Labour Certificate and Declaration of Maritime Labour Compliance (Vessels\n                                                over 500 GT, Declaration recommended for vessels under 500 GT)\n\nIf an owner/managing agent seeks any equivalence to the application of specific regulations\n                                          or requirements, formal application must be made to the Administration, demonstrating\n                                          an equivalent level of safety. The Administration may consider and agree the application.\n\n28.4.1 Load Line Certificates, Cargo Ship Safety Construction Certificates and Certificates\n                                                of Compliance (valid for 5 years in general).\n\nAnnual, intermediate and renewal surveys with respect to the Load Line Certificates,\n                                                the Cargo Ship Safety Construction Certificates and the Certificate of Compliance\n                                                should be carried out to the satisfaction of the Administration or Class Society as\n                                                appropriate.\n\nAny certificate is to be valid for not more the 5 years from the date of survey.\n\n24.4.2.1 Safety Equipment Certificates and Safety Radio Certificate surveys should be carried\n                                                out either by the Administration or Parties to the SOLAS Convention at the request\n                                                of a the Administration; or by a Classification Society surveyor appointed by the\n                                                Administration to act on its behalf; or by an appropriate Certifying Authority in\n                                                relation to radio installations for cargo ships.\n\n24.4.2.2 An application to the Administration for an extension to the certificate will be agreed\n                                                only in cases when it appears proper and reasonable to do so.\n\n24.4.2.3 At least once during a five year period, a surveyor appointed by the Administration\n                                                will visit the ship to survey its safety equipment and to conduct a general inspection\n                                                to ensure that standards are being met.\n\nAn authorised Classification Society is aware of the extent to which responsibility\n                                          has been delegated to issue Load Line Certificates and Cargo Ship Safety Construction\n                                          Certificates. International Conventions give specific discretion to an Administration\n                                          to either make exemptions or accept equivalent equipment or arrangements. The formal\n                                          agreement between the Administration and an authorised Classification Society governs\n                                          the relationship between the two parties.\n\nAn exclusive surveyor from an authorised Classification Society and proposed by the\n                                          Society may be appointed from time to time to act on behalf of the Administration\n                                          in cases when it is impracticable for a surveyor of the Administration to make the\n                                          visit necessary for the survey.\n\nWhen a Classification Society surveyor is so appointed, actions taken will be under\n                                          direct instruction of the Administration. The Administration will provide the appointed\n                                          surveyor with detailed guidance on the scope of survey and report required.\n\nThe Administration with which the vessel is registered is obliged to investigate accidents\n                                          or incidents in accordance with the requirements of International Conventions. Apart\n                                          from this legal requirement, an Administration investigates such occurrences to demonstrate\n                                          the effective control and importance they attach to safety at sea.\n\nIt is an offence for the vessel's master, skipper or owner not to inform the appropriate\n                                          authority of a reportable accident shortly after it occurs and to provide details\n                                          so that an assessment of its seriousness can be made quickly. The marine Administration\n                                          will appoint a suitable surveyor or inspector whenever an investigation is required.\n                                          The Marine Administration will then receive the Surveyor's or the Inspector's report\n                                          and will deal with the follow up action.\n\nAll very serious casualties in accordance with the International Maritime Organization's\n                                          (IMO) definition should be reported to IMO through the Administration.\n\n29A \nSection 29 may be amended by the introduction of the International Labour Organization\u2019s\n                                             (ILO) requirements under the Maritime Labour Convention (MLC) 2006.\n\n30.1 All vessels of 500GT and over, and associated managers, are required to comply with\n                                             the IMO\u2019s International Safety Management Code.\n\n30.2 All vessels under 500GT should employ a safety management system as described in Annex\n                                             2.\n\n30.3 All vessels should include emergency towing procedures, as required by SOLAS regulation\n                                             II-1/3-4, in their safety management system or in a separate plan.\n\nAll vessels of 500GT and over are required to comply with the IMO\u2019s International\n                                       Ship and Port Facility Security Code.\n\nSteering Committee\n\nBritish Marine Federation Cayman Islands Shipping Registry Maritime and Coastguard\n                                       Agency\n\nProfessional Yachtsmen's Association Royal Yachting Association\n\nWorking Group\n\nInce & Co LLP\n\nHill Dickinson LLP\n\nIsle Of Man Shipping Registry\n\nBMT Nigel Gee Ltd\n\nSunseeker International Ltd\n\nBurgess Yachts\n\nOyster Marine Ltd\n\nBritish Marine Federation\n\nUCINA \u2013 Italian Marine Industry Association\n\nSYBAss\n\nAzimut / Benetti S.p.A.\n\nFr. Lurssen Werft GmbH & Co. KG\n\nFeadship Holland\n\nPerini Navi Spa\n\nMYBA\n\nBurness Corlett Three Quays (Southampton) Ltd\n\nABS\n\nRINA UK Ltd\n\nLloyds Register\n\nNippon Kaiji Kyokai\n\nINTRODUCTION\n\n1. The purpose of this Annex is to provide guidance on how to develop and implement an\n                                             effective safety management system for vessels under 500GT, where full certification\n                                             to the International Safety Management Code is not a requirement.\n\nGENERAL\n\n2. Each operator should create a safe working environment, which should include the following:\n\nA health and safety protection policy.\n\n2.1 This must address the issues of health, safety and the environment as they affect\n                                             the company and its staff, both ashore and afloat. Such a policy might read along\n                                             the following lines:\n\n\u2018The policy of (name of Company/Owner) is to conduct its activities taking full account\n                                                of the health and safety of its employees and of all persons using or connected with\n                                                the Company/Owner. In implementing this policy, (name of Company/Owner) will ensure\n                                                that the [vessel] is, at all times, properly maintained and operated by qualified\n                                                personnel in full compliance with relevant legislation. In particular the [Company/Owner]\n                                                will carry out an assessment of the risks to the health and safety of workers and\n                                                others affected by [the undertaking], and will take the necessary measures to minimise\n                                                the risks identified.\u2019\n\n2.2 The owner/operator is recommended to develop and implement an oil management plan\n                                             to the same standard as the garbage management plan and to integrate it with the Health\n                                             and Safety Protection Policy. This is not required for vessels over 400GT, for which\n                                             an IOPP certificate is required.\n\nProcedures to ensure safe operation of vessels in compliance with the regulations\n                                                and rules.\n\n2.3 The regulations and rules, not addressed by this Code of Practice, which apply to\n                                             all vessels include, but are not limited to:\n\n\u2022 International Regulations for Preventing Collisions at Sea;\n\n\u2022 Local Navigation Rules;\n\n\u2022 National health and safety regulations;\n\n\u2022 The Code of Safe Working Practices for Merchant Seamen;\n\n\u2022 All relevant national shipping or guidance notices.\n\n2.3.1 The company should draw up simple procedures to ensure that safe working practices\n                                             are carried out in the operation of the vessel. These may be in the form of checklists\n                                             which can be followed by all personnel.\n\n2.3.2 For some vessels, it might be appropriate to have permanently exhibited checklists,\n                                             e.g. in the wheelhouse for navigational items. Alternatively, in a smaller vessel,\n                                             the record could take any suitable form such as a diary as distinct from a specially\n                                             printed logbook. Whatever form the record takes, such entries should be accepted as\n                                             evidence of compliance with the ONBOARD PROCEDURES requirements.\n\nLines of communication between personnel, ashore and afloat.\n\n2.4 Responsibility and authority of each employee should be clear. This may be best illustrated\n                                             in a simple diagram, showing who reports to whom.\n\nProcedures for reporting accidents.\n\n2.5 The requirement for reporting accidents should be well understood by all personnel\n                                             and in so doing improve the safety culture practiced on board.\n\nProcedures for responding to emergency situations.\n\n2.6 There should be clearly stated procedures for responding to emergency situations.\n                                             These may include but not be limited to:\n\n\u2022 fire\n\n\u2022 collision\n\n\u2022 grounding\n\n\u2022 violent act\n\n\u2022 main propulsion or steering failure\n\n\u2022 man overboard\n\n2.6.1 Checklists may be useful in this regard.\n\nHEALTH AND SAFETY PROTECTION POLICY\n\n3. One or more competent persons should be delegated to take responsibility for health\n                                             and safety, and that person/persons should be clearly identified. It is the responsibility\n                                             of the owner/operator to ensure that the policy is complied with, and that the responsibilities\n                                             are understood.\n\n4. The company/owner should develop a policy on prevention of alcohol and drug abuse.\n\n5. All personnel both ashore and afloat have a duty to take care of themselves and other\n                                             persons who may be affected by their acts or omissions.\n\n6. It is essential that, in the event of an emergency, there is the ability to communicate\n                                             with the emergency services via a shore base. The shore base may be the company office\n                                             ashore, the local Coastguard, Police or Fire Station, or another office as may be\n                                             agreed between the vessel and the shore base.\n\nRESPONSIBILITIES\n\n7. The Master must have authority at all times, to make decisions with regard to the\n                                             safety of the vessel and the persons on board. To ensure that there is no ambiguity\n                                             regarding the authority of the Master, there should be a simple written statement\n                                             to this effect.\n\nPERSONNEL AND TRAINING\n\n8. All personnel should receive training appropriate to the tasks they undertake. It\n                                             is the responsibility of the company/owner to ensure that this training is given,\n                                             and that the personnel have an understanding of the relevant regulations and rules.\n\n9. As a minimum, this means:\n\n\u2022 for the Master, the relevant qualifications;\n\n\u2022 for the crew, relevant qualifications and any additional training appropriate to their\n                                                   designated duties.\n\n10. Prior to the first occasion of working on the vessel, each employee must receive appropriate\n                                             familiarisation training and proper instruction in onboard procedures. This could\n                                             include, but not necessarily be, limited to:\n\n\u2022 mooring and unmooring;\n\n\u2022 launching and recovery of survival craft;\n\n\u2022 evacuation from all areas of the vessel;\n\n\u2022 donning of lifejackets; and\n\n\u2022 use and handling of fire fighting equipment.\n\nONBOARD PROCEDURES\n\n11. Simple procedures should be developed for the operation of the vessel. These should\n                                             include, but not be limited to:\n\n\u2022 testing of equipment, including steering gear, prior to commencing a passage;\n\n\u2022 navigation and handling of the vessel;\n\n\u2022 maintenance routines;\n\n\u2022 bunkering operations;\n\n\u2022 watertight/weathertight integrity;\n\n\u2022 stability of the vessel;\n\n\u2022 conduct of passengers and crew while on board;\n\n\u2022 emergency towing (may be in a separate document);\n\n\u2022 safe use and qualification of users for personal watercraft.\n\nPREPARATION FOR EMERGENCIES\n\n12. The potential emergencies likely to be encountered by the vessel should be considered.\n                                             Exercises should then be carried out in the handling of these emergencies and evacuation\n                                             from the vessel.\n\n13. Where possible, all personnel should be involved in these exercises, both ashore and\n                                             afloat.\n\n14. The roles and responsibilities of all personnel in an emergency situation should be\n                                             defined.\n\n15. The exercises should be recorded. The names of those who participated should also\n                                             be recorded.\n\nREPORTING OF ACCIDENTS\n\n16. Vessels operating under this Code are required to report any accidents to the Administration\n                                             and the company must therefore have a procedure in place. Additionally, all accidents\n                                             and near accidents should be recorded and reported to the operator/owner, who should\n                                             implement corrective action, with the aim of improving safety.\n\nMAINTENANCE OF THE VESSEL AND EQUIPMENT\n\n17. Maintenance of the vessel and equipment is an essential ingredient of safety management.\n                                             The equipment should be checked and tested daily when in use, in addition to the tests\n                                             referred to in the ONBOARD PROCEDURES section of the Code.\n\n18. There should be procedures for a more detailed inspection and maintenance programme\n                                             of the vessel and equipment.\n\n19. The frequency of the inspections should be determined by the owner/operator, but every\n                                             event should be recorded.\n\n20 A checklist could be employed as an aide memoir for the inspection of equipment.\n\nREVIEW\n\n21. Every company/owner should undertake a review of the safety management system of all\n                                             vessels at least once in every three years.\n\n1.1 Possible dangers arising from the use of liquid petroleum gas (LPG) open flame appliances\n                                                in the marine environment include fire, explosion and asphyxiation, due to leakage\n                                                of gas from the installation.\n\n1.2 Consequently, the siting of gas-consuming appliances and storage containers and the\n                                                provision of adequate ventilation to spaces containing them, is most important.\n\n1.3 It is dangerous to sleep in spaces where gas-consuming open flame appliances are left\n                                                burning, because of the risk of carbon monoxide poisoning.\n\n1.4 LPG is heavier than air and if released, may travel some distance whilst seeking the\n                                                lowest part of a space. Therefore, it is possible for gas to accumulate in relatively\n                                                inaccessible areas, such as bilges, and diffuse to form an explosive mixture with\n                                                air, as in the case of petrol vapour.\n\n1.5 A frequent cause of accidents involving LPG installations is the use of unsuitable\n                                                fittings and improvised \u2018temporary\u2019 repairs.\n\n2.1 LPG cylinders, regulators and safety devices should be stowed on the open deck (where\n                                                leakage will not accumulate) or in a compartment that is vapour-tight to the vessels\n                                                interior, and fitted with a vent and drain, so that any gas which may leak can disperse\n                                                overboard.\n\n2.2 The vent and drain should not be less 19mm in diameter, run to the outside of the\n                                                craft and terminate 75mm or more above the \u2018at rest\u2019 waterline. Generally, the drain\n                                                and locker ventilation should be 500 mm or more from any opening to the interior.\n\n2.3 The cylinders and associated fittings should be positively secured against movement\n                                                and protected from damage in any foreseeable event.\n\n2.4 Any electrical equipment located in cylinder lockers should be certified safe for\n                                                use in the potential explosive atmosphere.\n\n3.1 Each system should be fitted with a readily accessible, manually operated isolating\n                                                valve in the supply pressure part of the system.\n\n3.2 In multiple container installations, a non-return valve should be placed in the supply\n                                                line near to the stop valve on each container. If a change-over device is used (automatic\n                                                or manual), it should be provided with non-return valves to isolate any depleted container.\n\n3.3 Where more than one container can supply a system, the system should not be used with\n                                                a container removed, unless the unattached pipe is fitted with a suitable gas tight\n                                                plug arrangement.\n\n3.4 Containers not in use or not being fitted into an installation should have the protecting\n                                                cap in place over the container valve.\n\n4.1 For rigid pipework systems solid drawn copper alloy or stainless steel tube should\n                                                be used. Steel tubing, aluminium, or any materials having a low melting point should\n                                                not be used.\n\n4.2 Connection between rigid pipe sections should be made with, hard solder (minimum melting\n                                                point 450\u00b0C). Appropriate compression or screwed fittings are recommended for general\n                                                use for pipework in LPG installations.\n\n4.3 Lengths of flexible piping (if required for flexible connections) should conform to\n                                                an appropriate standard, be kept as short as possible, and be protected from inadvertent\n                                                damage. Such hose should be installed in such a manner to allow access for inspection\n                                                along its length.\n\nProposals for a more extensive use of flexible piping (which conforms to an internationally\n                                                recognised standard for its application) should be submitted to the Administration\n                                                for approval on an individual basis.\n\n5.1 All appliances should be well secured to avoid movement.\n\n5.2 All unattended appliances should be of the room sealed type, i.e where the gas flames\n                                                are isolated in a totally enclosed shield where the air supply and combustion gas\n                                                outlets are piped to open air.\n\n5.3 All gas burners and pilot flames should be fitted with a flame supervision device\n                                                which will shut off the gas supply to the burner or pilot flame in the event of flame\n                                                failure.\n\n5.4 Flue-less heaters should be selected only if fitted with atmosphere-sensitive cut-\n                                                off devices to shut off the gas supply at a carbon dioxide concentration of not more\n                                                than 1.5% by volume.\n\n5.5 Heaters of a catalytic type should not be used.\n\n6.1 The ventilation requirements of a space containing a LPG appliance should be assessed\n                                                against an appropriate standard and should take into account gas burning equipment\n                                                and persons occupying that space.\n\n6.2 Where ventilators required for LPG appliances in intermittent use can be closed, there\n                                                should be appropriate signs at the appliance warning of the need to have those ventilators\n                                                open before the appliance is used.\n\n7.1 Suitable means for detecting the leakage of gas should be provided in any compartment\n                                                containing a gas-consuming appliance, or in any adjoining space of a compartment into\n                                                which the gas (more dense than air) may seep.\n\n7.2 Gas detectors heads should be securely fixed in the lower part of the compartment\n                                                in the vicinity of the gas-consuming appliance and in other space(s) into which gas\n                                                may seep.\n\nIn areas where the detector head is susceptible to damage in the lowest part of the\n                                                compartment (e.g. engine space bilge) the detector head should at least be fitted\n                                                below the lowest point of ignition.\n\n7.3 Any gas detector should preferably, be of a type which will be actuated promptly and\n                                                automatically by the presence of a gas concentration in air of not greater than 0.5%\n                                                (representing approximately 25% of the lower explosive limit). The detection system\n                                                should incorporate a visible alarm and an audible alarm which can be heard in the\n                                                space concerned and the control position with the vessel in operation.\n\n7.4 Where electrical detection equipment is fitted, it should be certified as being flame-proof\n                                                or intrinsically safe for the gas being used.\n\n7.5 In all cases, the arrangements should be such that the detection system can be tested\n                                                frequently whilst the vessel is in service, which should include a test of the detector\n                                                head operation as well as the alarm circuit, in accordance with the manufacturer\u2019s\n                                                instructions.\n\n7.6 All detection equipment should be maintained in accordance with the manufacturer\u2019s\n                                                requirements.\n\n8.1 A suitable notice, detailing the action to be taken when an alarm is given by the\n                                                gas detection system, should be displayed prominently in the vessel.\n\n8.2 The information given should include the following:\n\n.1 The need to be ever alert for gas leakage; and\n\n.2 When leakage is detected or suspected, all gas-consuming appliances should be shut\n                                                      off at the main supply from the container(s) and NO SMOKING should be permitted until\n                                                      it is safe to do so.\n\n.3 \nNAKED LIGHTS SHOULD NEVER BE USED AS A MEANS OF LOCATING GAS LEAKS.\n\nCertification\n\nSubject & Convention\n\nLimits\n\nDetail & Remarks\n\nInternational Tonnage Certificate\n\nTonnage ITC 69\n\n\u2265 24 metres\n\nInternational Load Line Certificate\n\nLoad Line ILLC'66\n\n\u2265 24 metres\n\nIntact Stability & Subdivision Standard1\n\nCargo Ship Safety Construction Certificate\n\nConstruction SOLAS 74\n\n\u2265500GT\n\nConstruction1\n\nFire Protection SOLAS 74\n\n\u2265500GT\n\nStructural Fire Protection & Means of Escape1\n\nCargo Ship Safety Equipment Certificate\n\nFire Appliances SOLAS 74\n\n\u2265500GT\n\nFire Appliances1\n\nLife Saving Appliances SOLAS 74\n\n\u2265500GT\n\nLife \u2013 Saving Appliances1\n\nNavigation Equipment SOLAS 74\n\n\u2265500GT\n\nNavigation lights, sounds, signals1 etc\n\nCargo Ship Safety Radio Certificate\n\nRadio SOLAS 74\n\n\u2265300GT\n\nCommunications\n\nSafe Manning Document\n\nManning STCW 95\n\n\u2265500GT\n\nManning1\n\nInternational Oil Pollution Prevention Certificate\n\nPollution MARPOL Annex I\n\n\u2265400GT\n\nOil Pollution Prevention Equipment\n\nInternational Sewage Pollution Prevention Certificate\n\nPollution MARPOL Annex IV\n\n\u2265400GT\n\nor >15 persons\n\nSewage Pollution Prevention\n\nInternational Air Pollution Prevention Certificate/EIAPP\n\nPollution MARPOL Annex VI\n\n\u2265400GT\n\nor\n\n>130kw\n\nAir Pollution Prevention\n\nAnti-Fouling System Certificate of Compliance\n\n\u2265400GT\n\nHull Anti-Fouling\n\nDeclaration required for <400 GT\n\nSafety Management Certificate\n\nInternational Safety Management Code\n\n\u2265500GT\n\nOperations1\n\nInternational Ship Security Certificate\n\nInternational Ship and Port Facility Security Code\n\n\u2265500GT\n\nSecurity1\n\nMaritime Labour Certificate\n\nMaritime Labour Convention 2006\n\n\u2265500GT\n\nSeafarer Living & Working Conditions.\n\n(Recommended for <500GT)1\n\nCertificate of Compliance\n\nVarious\n\n\u226524 metres\n\nCovers aspects surveyed under the code for which other certificates are not required.1\n\n1 The Administration retains the right to survey and issue certificates for this item\n\nThe annex contains requirements and supplementary notes specific to United Kingdom\n                                       vessels. These are referenced under the same section numbers as they would appear\n                                       in the main Code text.\n\n\u2018Aviation Inspection Body\u2019 for United Kingdom see Ensign website for a current list\n                                          of current approved bodies.\n\n\u2018Merchant Shipping Notice\u2019, \u2018Marine Guidance Notes\u2019 and Marine Information Notes means\n                                          Notices/Notes described as such and issued by the Maritime and Coastguard Agency;\n                                          and any reference to a particular Notice/Note includes a reference to any document\n                                          amending or replacing that Notice/Note which is considered by the Secretary of State\n                                          to be relevant from time to time and is specified in a Merchant Shipping Notice/Note;\n\n\u2018Minimum Age of Trainees\u2019\n\nA trainee may only sail on a vessel in which it can reasonably be expected that he\n                                          or she is physically and mentally capable of safely taking part in the operation of\n                                          the vessel. There should be specific documented provisions in place to cover the health,\n                                          safety, and welfare of the trainees. Safety management tools, such as formal safety\n                                          assessment (FSA) techniques, may be useful when considering the acceptable age of\n                                          a trainee for a specific vessel, voyage or operating area/condition. Due consideration\n                                          must also be given to the profile and balance of the crew for each voyage taking into\n                                          account the age and sex of the trainees. In any event a trainee should not be less\n                                          than 12 years of age and any person below this age must be considered as a passenger.\n\n\u2018pleasure vessel\u2019 has the same meaning as in The Merchant Shipping (Vessels in Commercial\n                                          Use for Sport or Pleasure) Regulations 1998 SI 1998/2771, as amended, as follows:\n\n\u2018pleasure vessel\u2019 means\n\n(a) any vessel which at the time it is being used is:\n\n(i) (aa) in the case of a vessel wholly owned by an individual or individuals, used only\n                                                      for the sport or pleasure of the owner or the immediate family or friends of the owner;\n                                                      or\n\n(bb) in the case of a vessel owned by a body corporate, used only for sport or pleasure\n                                                      and on which the persons on board are employees or officers of the body corporate,\n                                                      or their immediate family or friends; and\n\n(ii) on a voyage or excursion which is one for which the owner does not receive money for\n                                                      or in connection with operating the vessel or carrying any person, other than as a\n                                                      contribution to the direct expenses of the operation of the vessel incurred during\n                                                      the voyage or excursion; or\n\n(b) any vessel wholly owned by or on behalf of a members' club formed for the purpose\n                                                of sport or pleasure which, at the time it is being used, is used only for the sport\n                                                or pleasure of members of that club or their immediate family, and for the use of\n                                                which any charges levied are paid into club funds and applied for the general use\n                                                of the club; and\n\n(c) in the case of any vessel referred to in paragraphs (a) or (b) above no other payments\n                                                are made by or on behalf of users of the vessel, other than by the owner.\n\nIn this definition \u2018immediate family\u2019 means -\n\nin relation to an individual, the spouse or civil partner of the individual, and a\n                                                relative of the individual or the individual's spouse or civil partner; and \u2018relative\u2019\n                                                means brother, sister, ancestor or lineal descendant;\n\n\u2018Seafarer\u2019 means any person, including the master, who is employed or engaged or works\n                                                in any capacity on board a ship on the business of the ship but does not include a\n                                                person who -\n\n(a) is training in a sail training vessel; or\n\n(b) is onboard a sail training vessel other than for training but \u2013\n\n(i) is not engaged in or responsible for the navigation of the vessels; and\n\n(ii) has no emergency safety responsibilities on the vessel.\n\n\u2018To Sea\u2019 means beyond Category D Waters, or Category C waters if there are no Category\n                                                D waters.\n\n3.1.1 This revision of the Code comes into effect on and replaces \u2018The Code of Practice\n                                                for the Safety of Large Commercial Sailing and Motor Vessels\u2019 LY2 Edition 2. Vessels\n                                                certificated to the requirements of the original Code may continue to operate under\n                                                the same provisions applicable at the time of certification. Vessels undergoing refit\n                                                or modification are encouraged to comply with the provisions of this revision as far\n                                                as is reasonable and practicable.\n\n3.1.1.1 A coded vessel chartered or operated commercially, for the purpose of racing need\n                                                not comply with the provisions of the Code whilst racing, or whilst in passage directly\n                                                to or from a race, provided that the vessel complies with the following:-\n\n.1 It complies with the racing rule provisions of either the International Sailing Federation\n                                                      (ISAF) or the Union Internationale Motonautique (UIM).\n\n.2 It complies with the racing rule provisions of the affiliated Member National Authority,\n                                                      of either the ISAF or UIM, in the country where the race takes place.\n\n.3 It complies with the safety rule provisions of the race Organising Authority affiliated\n                                                      to the Member National Authority and thereby recognised by the ISAF or UIM to organize\n                                                      races in the country where the race takes place.\n\n.4 If it is a yacht racing offshore, it complies with the appropriate parts of the ISAF\n                                                      Offshore Racing Committee\u2019s special regulations or the similar requirements of the\n                                                      affiliated race Organising Authority.\n\n.5 When on charter and in passage to and from the race, the race or equivalent safety\n                                                      cover should be in force, or the vessel is to be in its coded condition for the passage.\n\nThe relief from compliance with the provisions of the Code which is permitted by Section\n                                                3.1.1.1 does not apply to a vessel taking part in an event created and organised with\n                                                the intent to avoid the provisions of the Code.\n\nNotes:\n\n1. Only clubs recognised by an ISAF Member National Authority (MNA) may use the ISAF\n                                                      racing rules. In the UK this means a club affiliated as a club to the RYA. (This does\n                                                      not include RYA recognised teaching establishments).\n\n2. The UIM racing rules require all racing drivers to have been licensed by a UIM MNA.\n                                                      In the UK, the RYA issues such licences, which require pre medical examinations and\n                                                      minimum levels of past experience.\n\n3. All legitimate races are required, by the ISAF or UIM rules, to have been \u2018pre-advertised\u2019\n                                                      by means of a Notice of Race and be controlled by Sailing or Race Instructions. The\n                                                      minimum provisions for these are set out in the ISAF and UIM racing rules.\n\nConstruction and Strength\n\n4.3.1 Classification Societies\n\nAmerican Bureau of Shipping\n\nBureau Veritas\n\nDet Norske Veritas\n\nGermanisher Lloyd\n\nLloyds Register\n\nNippon Kaiji Kyokai\n\nRegistro Italiano Navale\n\n14A.2.3.8 14B.2.11 See MGN 453 \u2013 FIRE PROTECTION \u2013 Fire Retardant Treatment Treatment for Floor Coverings,\n                                          Suspended Textile Materials, Upholstery Materials and Bedding Components for use Onboard\n                                          Vessels Certified Under the MCA Large Commercial Yacht Code.\n\n22.3.1 Reference should be made to the Code of Safe Working Practices for Merchant Seamen.\n\n22.3.2.3 Refer to MGN 422 Use of Equipment to Undertake Work Over the Side on Yachts and Other\n                                                Vessels\n\nMSN 1763 \u2018The Merchant Shipping and Fishing Vessels (Safety Signs and Signals) Regulations\n                                          2001\u2019 provides details of required safety signs.\n\nMedical stores requirements are contained within MSN 1768 \u2018Ship\u2019s Medical Stores\u2019.\n\nRegistration, construction and operation of submarines are regulated by the following\n                                          United Kingdom Statutory Instruments:\n\nSI No.940 The Merchant Shipping (Registration of Submersible Craft) Regulations 1976,\n                                          as amended.\n\nSI No.1098 The Merchant Shipping (Submersible Craft Construction and Survey) Regulations\n                                          1981.\n\nSI No.311 The Merchant Shipping (Submersible Craft Operations) Regulations 1987.\n\nThe IMO MARPOL Convention Annexes relevant to the operation of Large Yachts are implemented\n                                          by the following United Kingdom Statutory Instruments;\n\nSI 1996 No. 2154 \u2018Merchant Shipping (Prevention of Oil Pollution) Regulations\u2019 as\n                                          amended.\n\nSI 2008 No. 3257 \u2018Merchant Shipping (Prevention of Pollution by Sewage and Garbage)\n                                          Regulations\u2019, guidance on which is contained in MSN 1807 and MGN 385.\n\nSI 2003 No. 1809 \u2018Merchant Shipping and Fishing Vessels (Port Waste Reception Facilities)\n                                          Regulations\u2019. Information on these requirements can be found in MGN 387.\n\nSI 2008 No. 2924 \u2018Merchant Shipping (Prevention of Air Pollution from Ships) Regulations\n                                          2008\u2019. Information on these requirements can be found in MSN 1819, MGN 381, MGN 386,\n                                          and MGN 400.\n\n25.4 All yachts should comply with the hull Anti-Fouling System Convention requirements,\n                                          details of which can be found in MGN 398 and MIN 394.\n\nIn addition to unrestricted STCW qualifications, information as to specific qualifications\n                                          for Large Yachts and Sail Training Vessels are contained within:\n\nMGN 156 \u2018Training and Certification Guidance \u2013 Part 17 Certificates of Competency\n                                          or Marine Engine Operator Licences for Service as an Engineer Officer on Commercially\n                                          and Privately Operated Yachts and Sail Training Vessels\u2019, and;\n\nMSN 1802 \u2018Training and Certification Guidance \u2013 Part 21 Deck Officer Certificates\n                                          of Competency For Service on Commercially and Privately Operated Yachts and Sail Training\n                                          Vessels\u2019.\n\nVessels over 3000 GT should comply with MSN 1767. Hours of Work, Safe Manning and\n                                          Watchkeeping revised Provisions from 7 September 2002\n\n\u2019A training organisation wishing to operate UK registered Training Vessel(s) carrying more than 12 trainees must register this intention with the Maritime and Coastguard Agency (MCA) including\n                                          details of:\n\n1 The organisation together with points of contact;\n\n2 Name, port of registry, size and type of vessel.;\n\n3 Details of the regular crew. This may evidenced by a safe manning document. However,\n                                                in the absence of a safe manning document this should be in the form of a declaration\n                                                of the minimum manning required for contracted crew as detailed in MSN 1767 (or as\n                                                subsequently amended);\n\n4 Maximum number of trainees that can be carried;\n\n5 The age profile of the trainees; and\n\n6 Any special circumstances relevant to the proposed operation.\n\nIf operating under a Code then the vessel\u2019s Code Certificate of Compliance should\n                                          be endorsed 'Sail Training Vessel' or \u2018Motor Training Vessel\u2019.\n\nEvery vessel should have a Risk Assessment and Safety Policy in place. If trainees\n                                          under the age of 18 are to be carried they should also have a Child Protection policy\n                                          and appropriate code of conduct to ensure the welfare and well being of the trainees.\n\nThe registration will only be approved provided the proposal fully satisfies the recommendations\n                                          and guidelines outlined above. The MCA may require an owner or operator to amend a\n                                          proposal if, after evaluation, the proposal is considered inadequate.\n\nA training vessel may carry a combination of passengers and trainees. However, a training\n                                          vessel operating under a Code of Practice may only carry a maximum of 12 passengers\n                                          at any time.\n\nThe list of UK Certifying Authorities for radio installations is listed in MGN 392.\n                                          For classed vessels, radio survey is delegated to classification societies.\n\nUnder \u2018The Merchant Shipping (Accident Reporting and Investigation) Regulations\u2019 2005,\n                                          SI No. 881, it is a requirement to report accidents and hazardous events to the Department\n                                          for Transport\u2019s Marine Accident Investigation Branch. Guidance is available in MGN\n                                          289 \u2018Accident Reporting and Investigation\u2019.\n\nCrew Agreements should be as detailed in MGN 149 or replacement notice.\n\nCertification\n\nSubject & Convention\n\nLimits\n\nDetail & Remarks\n\nUK Regulation\n\nDelegation\n\nInternational Tonnage Certificate\n\nTonnage ITC 69\n\n\u2265 24 metres\n\nMerchant Shipping (Tonnage) Regulations 1997 SI No. 1510, as amended\n\nClassification Societies\n\nInternational Load Line Certificate\n\nLoad Line ILLC'66 General\n\nIntact Stability\n\n&Subdivision Standard;\n\n# \u2013 Using equivalent standards of the Code\n\nMerchant Shipping (Load Line) Regulations 1998 SI No. 2241, as amended\n\nAssigning Authorities1\n\nInclining Test, Stability\n\n\u2265 24 metres\n\nMCA\n\nCargo Safety Construction Certificate\n\nConstruction SOLAS 74\n\n\u2265 500GT\n\nConstruction\n\nMerchant Shipping (Cargo Shipping Construction) Regulations 1997, SI No. 1509, as\n                                                         amended\n\nCertifying Authorities1\n\nFire Protection SOLAS 74\n\n\u2265 500GT\n\nStructural Fire Protection & Means of Escape \u2013 Using the equivalent standards of the\n                                                         Code\n\nShips constructed before 1 July 2002: Merchant Shipping (Fire Protection-Large Ships)\n                                                         1998 Regulations SI No. 1012, as amended. Ships constructed on or after 1 July 2002.\n                                                         Merchant Shipping (Fire Protection) Regulations 2003, SI No. 2950, as amended.\n\nCertification issued by Certifying Authorities1 on a partial declaration by MCA on Structural Fire Protection, Means of Escape, Fire\n                                                         Safety of Unattended Machinery Spaces and Accommodation etc\n\nCargo Safety Equipment Certificate\n\nFire Appliances SOLAS 74\n\n\u2265 500GT\n\nFire Appliances\n\nMCA\n\nLife Saving Appliances SOLAS 74\n\n\u2265 500GT\n\nLife Saving Appliances\n\nMerchant Shipping (Life Saving Appliances (Ships Other than Ships of Class III to\n                                                         VI(A)) Regulations 1999 SI No. 2721, as amended.\n\nNavigation Equipment SOLAS 74\n\n\u2265 500GT\n\nNavigation lights, sounds, signals etc\n\nMerchant Shipping (Distress Signals and Prevention of Collisions) Regulations 1996,\n                                                         SI No. 75, as amended.\n\nCargo Safety Radio Certificate\n\nRadio SOLAS 74\n\n\u2265 300GT\n\nMerchant Shipping (Radio Installations) Regulations 1998 SI No. 2070, as amended.\n\nAuthorised persons.1\n\nSafe Manning Document\n\nManning STCW 95\n\n\u2265 500GT\n\nMerchant Shipping (Safe Manning, Hours of Work and Watchkeeping) Regulations 1997\n                                                         SI No. 1320, as amended.\n\nMCA\n\nInternational Oil Pollution Prevention Certificate\n\nMARPOL\n\nAnnex I\n\n\u2265 400GT\n\nPollution prevention equipment\n\nMerchant Shipping (Prevention of Oil Pollution) Regulations 1996 SI No.\n\n2154, as amended.\n\nClassification Societies1\n\nInternational Air Pollution Prevention Certificate\n\nMARPOL\n\nAnnex VI\n\n\u2265 400GT\n\n\u2265 130kw\n\nMerchant Shipping (Prevention of Air Pollution from Ships) Regulations SI 2008 No.\n                                                         2924.\n\nClassification Societies1\n\nInternational Sewage Pollution Prevention Certificate\n\nMARPOL\n\nAnnex IV\n\n\u2265 400GT\n\n> 15\n\npersons\n\nMerchant Shipping (Prevention of Pollution by Sewage and Garbage) Regulations SI 2008\n                                                         No. 3257.\n\nClassification Societies1\n\nSafety Management Certificate\n\nInternational Safety Management Code\n\n\u2265 500GT\n\nThe Merchant Shipping (International Safety Management (ISM) Code) Regulations 1998\n\nSI 1998 No. 1561 as amended.\n\nMCA\n\nInternational Ship Security Certificate\n\nInternational Ship and Port Facility Security Code\n\n\u2265 500GT\n\nThe Ship and Port Facility (Security) Regulations 2004\n\nSI 2004 No. 1495\n\nAs amended\n\nMCA\n\nMaritime Labour Certificate\n\nMaritime Labour Convention 2006\n\n\u2265500GT\n\nSeafarer Living & Working Conditions. (Recommended for <500GT)\n\nMCA\n\nCertificate of Compliance\n\nVarious\n\n\u226524 metres\n\nCovers aspects surveyed under the code for which other certificates are not required.\n\nMerchant Shipping (Vessels in Commercial Use for Sport and Pleasure) Regulations 1998\n                                                         SI No. 2771, as amended.\n\nMCA\n\n1Classification Societies, Assigning Authorities and Certifying Authorities for Large\n                                          Yachts means one of the seven Classification Societies accepted by the Maritime &Coastguard\n                                          Agency: American Bureau of Shipping. Bureau Veritas, Det Norske Veritas, Germanischer\n                                          Lloyds, Lloyds Register of Shipping, Nippon Kaiji Kyokai and Registro Italiano Navale\n\nFor environmental considerations and to minimise the size of LY3, the contents of\n                                       Annex 6 are available as Amendment 1 to MSN 1792 in a separate Merchant Shipping Notice.\n\nThe content remains the same as in LY2 Edition 2.\n\nPosition\n\nChange type\n\nDetail\n\nPage 1 & 2\n\nNew cover\n\nPage 5 para\n\n1.4\n\nEditorial change\n\nAfter \u2018territories\u2019 added \u2018and crown dependencies\u2019.\n\nPage 5 para\n\n1.2\n\nEditorial change\n\nAfter \u2018pleasure\u2019 added \u2018such as large yachts,\u2019 and added new section \u2018Since its original\n                                                      publication, the Large Yacht Code has made a significant impression on a maritime\n                                                      sector which previously found great difficulty in embracing conventional regulation.\n                                                      As a result the Code enjoys both national support and international recognition as\n                                                      a standard, breaking new ground both in its inception and methodology.\u2019\n\nPage 5 para\n\n1.3\n\nEditorial change\n\nAfter \u201912 passengers.\u2019 inserted \u2018Sail training ships are included in this application.\u2019\n\nPage 5 para\n\n1.4\n\nEditorial change\n\nAfter \u2018Letter No\u2019 inserted \u20182937, dated 13 January 2009.\u2019\n\nPage 4\n\nEditorial change only\n\nAnnex 7 \u2013 Edition 1 changed to Edition 2.\n\nPara 1\n\nEditorial change\n\nInserted \u2018and crown dependencies\u2019 after \u2018territories\u2019.\n\nPara 1.3\n\nRemoves upper limit for tonnage\n\nAfter \u2018to vessels\u2019 deleted \u2018of less than3000 gross tonnes (GT)\u2019\n\nPara 1.4\n\nUpdates regulation reference\n\n\u2018No. 1996\u2019 changed to \u2018No 2937, dated 13 January 2009.\u2019\n\nPara 1.6\n\nEditorial change only\n\nAfter \u2018revised in\u2019 changed 2004 to 2012.\n\nPage 9\n\nAdded definition \u2018Design Waterline\u2019\n\nInserted \u2018\u2018Design Waterline\u2019 Deepest loaded draught\u2019.\n\nPosition\n\nChange type\n\nDetail\n\nPage 10\n\nUpdates definition for new version of the code.\n\nDeleted \u2018\u2018Existing vessel\u2019 means any vessel, the keel of which was laid or the construction\n                                                      or lay up was started before the 16th December 1998;\u2019 inserted Existing vessel\u2019 means\n                                                      any vessel, the keel of which was laid or was at a similar stage of construction prior\n                                                      to the 1st October 2013 or the date of entry into force of the Maritime Labour Convention\n                                                      2006 if that be sooner.\u2019\n\nPage 12\n\nNew definition added\n\n\u2018Major conversion\u2019 means a conversion of a vessel:\n\n(a) that substantially alters the dimensions of a vessel,\n\n(b) which changes the type of the vessel;\n\n(c) the intent of which in the opinion of the Administration is substantially to prolong\n                                                      its life;\n\n(d) which otherwise so alters the ship that, if it were a new vessel, it would become\n                                                      subject to relevant provisions of the present code not applicable to it as an existing\n                                                      vessel.\n\nPage 13\n\nUpdates definition for new version of the code.\n\nDeleted \u2018\u2018New vessel\u2019 means a vessel to which this Code applies, the keel of which\n                                                      was laid or the construction or lay up was started on or after the 16th December 1998;\n                                                      inserted \u2018\u2018New vessel\u2019 means a vessel to which this Code applies, the keel of which\n                                                      was at a similar stage of construction on or after the 1st October 2013 or the date\n                                                      of entry into force of the Maritime Labour Convention 2006 if that be sooner.\u2019\n\nAdded definition \u2018officer\u2019\n\n\u2018Officer\u2019 means\n\n(a) any seafarer who is required to be qualified under the International Convention\n                                                      on Standards of Training, Certification and Watchkeeping for Seafarers, 1978, as amended\n                                                      (STCW Convention); or\n\n(b) any other seafarer considered by the owner/managing agent to be an officer.\n\nPosition\n\nChange type\n\nDetail\n\nPage 15\n\nDeleted \u2018\u2018Short Range Yacht\u2019 means an existing vessel under 500GT or a new vessel\n                                                      under 300GT,\u2019\n\nInserted \u2018\u2018Short Range Yacht\u2019 means a vessel under 500GT the keel of which was laid\n                                                      or was at a similar stage of construction prior to the 1st August 2005 or a new vessel\n                                                      constructed on or after that date under 300GT.\n\nPage 15\n\nAdded less onerous limitation for sailing yachts, allowing them to operate in a wider\n                                                      range of conditions.\n\nBullet point \u2013 after Beaufort Force 4 \u2013 added \u2013 for a motor yacht, and Force 6 for\n                                                      a sailing yacht.\n\nInserted definition of \u2018seafarer\u2019\n\n\u2018Seafarer\u2019 means any person who is employed or engaged or works in any capacity on\n                                                      board a ship. (See National Annex for interpretation).\n\nPage 15\n\nAdded definition \u2018Similar stage of construction\u2019\n\n\u2018Similar stage of construction\u2019 means at a stage which\n\n(a) construction identifiable with a specific vessel begins; and\n\n(b) assembly of that vessel, comprising at least 1% of the estimated mass of all structural\n                                                      material has commenced.\n\nIn the case of vessels constructed of FRP or GRP this will be considered as the date\n                                                      when more than 5% of the hull resin and reinforcement has been laid.\n\nPage 15\n\nAdded definition \u2018Submersible craft\u2019\n\n\u2018Submersible Craft\u2019 means any description of manned mobile submersible apparatus which\n                                                      is designed to maintain some or all of its occupants at or near atmospheric pressure\n                                                      including free, self-propelled, tethered, towed or bottom contact propelled apparatus\n                                                      and atmospheric diving suits. A diving bell is not a submersible craft for the purposes\n                                                      of these Regulations; and \u2018diving bell\u2019 means any compression chamber which is capable\n                                                      of being manned and is used or designed for use under the surface of water in supporting\n                                                      human life being a chamber in which any occupant is or may be subjected to a pressure\n                                                      of more than 300 millibars above atmospheric pressure during normal operation.\n\nPosition\n\nChange type\n\nDetail\n\nPage 18\n\nEditorial change only, describes the meaning of tons\n\nAdded footnote \u2018\u2018tons\u2019 means gross tons, measured in accordance with the Regulations\n                                                      for measuring tonnage in force on 20th July 1968\u2019.\n\nPara 3.1.1\n\nAfter \u201912 passengers.\u2019 Deleted \u2018The code only applies to vessels of less than 3000GT.\u2019\n\nPara 3.1.1.1\n\nClarification allowing administration to determine application of the code to yachts\n                                                      operating under international racing rules. The text proposed allows yachts to comply\n                                                      with racing rules rather than code standards for officially organised yacht races\n                                                      allowing them more flexibility.\n\n\u2018The administration may establish alternative standards for yachts operating under\n                                                      International Sailing Federation (ISAF) or Union Internationale Motonautique (UIM)\n                                                      racing rules; refer to the National Annex for details\u2019.\n\nPara 3.1.3.1\n\nProvides guidance on the application of IMO safety and pollution prevention guidance\n                                                      for vessels operating in the polar regions. All vessels have always been expected\n                                                      to comply with these standards, more detail is inserted to direct owners and operators\n                                                      to relevant guidance as operating vessels in polar areas when they not designed to\n                                                      cope with the rigorous environment is extremely dangerous.\n\nAfter \u2018operation\u2019 inserted \u2018outside Polar Regions\u2019 inserted new para\n\n3.1.3.2. \u2018Yachts which intend to operate in Polar Regions must meet requirements of\n                                                      one of the recognised Classification Societies listed in the National Annex appropriate\n                                                      to the intended area of operation. Stability conditions should include those for icing.\n                                                      Reference to be made to the IMO Guidelines for Polar Regions, Resolution A.1024(26)\n                                                      as amended or replaced by IMO for yachts intended to operate inside polar regions.\n\nPara 3.2.3\n\nChange to title\n\nInserted \u2018New and \u2018 before \u2018Existing\u2019\n\nPara 3.2.3.4\n\nEditorial change \u2013 describes implementation of the code but allows older vessels to\n                                                      continue to comply with previous standards excepting where these require updating.\n\nDeleted\n\n\u20183.2.3.4 Existing vessels not previously certified under the Code\n\n.1 Vessels whose surveys commenced before 1st June 2006 may be surveyed under LY1.\n\n.2 Existing vessels under 500GT whose surveys commenced on or after 1st June 2006,\n                                                      should be surveyed under this Code. In such cases where engine room insulation does\n                                                      not meet the required standard, an alternative arrangement maybe considered for short\n                                                      range service.\n\nPosition\n\nChange Type\n\nDetail\n\n.3 Existing vessels of 500GT and over whose surveys commenced on or after 1st June\n                                                      2006 but before 1st June 2008 may be certificated under LY1, providing:\n\n(a) a sprinkler system is installed throughout all accommodation and service spaces,\n                                                      and\n\n(b) an addressable fire detection system is installed throughout all accommodation\n                                                      and service spaces, and\n\n(c) steps are taken to reduce the spread of smoke in accommodation escape routes.\n\nInserted\n\n\u2018Vessels the keels of which were laid or were at a similar stage of construction before\n                                                      the 1st October 2013 or the date of entry into force of the Maritime Labour Convention\n                                                      2006 if that be sooner. and which have and have been or are currently under survey\n                                                      to LY1 or LY2 may continue to be considered under the standards in force at the time\n                                                      of initial survey with the exception of the following which must comply with this\n                                                      version of the code:\n\n(a) Section 13.2.7 Lifejackets;\n\n(b) Section 16.3.1 (Radio equipment)\n\n(c) Section 18.1.8 Vessels of 300GT and over have LRIT fitted;\n\n(d) Section 18.1.9 Vessels of 150 GT and over have BNWAS fitted;\n\n(e) Section 26 Manning and Personnel Certification;\n\n(f) Section 29 Crew Agreements\n\n(g) Section 30.2 Vessels under 500GT, Safety Management\n\n(h) Existing sailing yachts may take advantage of the definition of a \u2018Short range\n                                                      yacht\u2019 in this version of the Code\n\n3.2.3.5 All other vessels should be surveyed under this version of the Code.\u2019\n\nPara 3.4\n\nClarifies consultation provisions\n\nPara 3.4 after committee\u2026. Added \u2018Any major revisions will be in consultation with\n                                                      industry listed at Annex 1.\u2019\n\nPosition\n\nChange Type\n\nDetail\n\nPara 4 (Box)\n\nYachts already comply but text amended to make requirement to have a \u2018commercial yacht\u2019\n                                                      classification certificate for commercial operation clearer.\n\nDeleted \u2018New Vessels are to be built to the requirements of one of the recognised\n                                                      Classification Societies listed in the National Annex and issued with a Class Certificate.\n                                                      Existing Vessels which are not already Classed should be taken into Class\u2019.\n\nInserted \u2018Vessels are to be built to the requirements of one of the recognised Classification\n                                                      Societies listed in the National Annex and issued with a commercial Certificate of\n                                                      Classification. Existing Vessels which do not have a Certificate of Classification\n                                                      issued by a Classification Society listed in the National Annex should obtain such\n                                                      a certificate\n\nPara 4.1.5\n\nYachts already comply but revision makes this clearer.\n\nAdded new para \u2018Where a considerable risk of lightning strike is identified vessels\n                                                      should have lightning strike protection.\u2018\n\nPara 4.2.1-4\n\nUpdates requirements for this version of the code.\n\nDeleted \u2018For unlimited operation, all vessels must be classed.\u2019 Inserted \u2018All vessels\n                                                      must be constructed in accordance with the requirements of a recognized Classification\n                                                      Society listed in the National Annex.\u2019\n\nDeleted \u2018For operation within the Short Range Yacht Category, all new vessels must\n                                                      be classed.\n\nand \u2018Existing un-classed vessels of less than 500GT may be considered for restricted\n                                                      operation within the Short Range Category.\u2019 Re numbered paragraphs to suit.\n\nPara 4.3.1.2\n\n1. Editorial change\n\n2. Existing policy decision which makes compliance easier for yachts which would otherwise\n                                                      be required to comply with full SOLAS requirement.\n\n1. Deleted \u2018regulations\u2019 and replaced with \u2018Chapter\u2019.\n\n2. Inserted \u2018Hand operation from above the bulkhead deck and a hydraulic accumulator\n                                                      may be omitted if each door has it\u2019s own individual power-pack electrically driven\n                                                      via the emergency switchboard, and control voltage from emergency battery, and each\n                                                      door can be operated manually at the door by hand. Edge strips which stop the door\n                                                      closing on contact are not permitted\u2019.\n\nPosition\n\nChange Type\n\nDetail\n\nPara 4.4.1\n\nEditorial change to clarify paragraph only\n\nPara 4.4.1 deleted \u2018Compartment(s) below the freeboard deck, provided for recreational\n                                                      purposes, oil fuelling/fresh water reception or other purposes to do with the business\n                                                      of the vessel and having access openings in the hull, should be bounded by watertight\n                                                      divisions without any opening (i.e. doors, manholes, ventilation ducts or any other\n                                                      opening) separating the compartment(s) from any other compartment below the freeboard\n                                                      deck, unless provided with sliding watertight doors complying with 4.3.1, or for vessels\n                                                      under 500GT, hinged doors complying with 4.4.2\u2019 and replaced with \u2018Compartment(s)\n                                                      below the freeboard deck, provided for recreational purposes, oil fuelling/fresh water\n                                                      reception or other purposes to do with the business of the vessel and having access\n                                                      openings in the hull, should be bounded by watertight divisions without any opening\n                                                      (i.e. doors, manholes, ventilation ducts or any other opening) separating the compartment(s)\n                                                      from any other compartment below the freeboard deck, unless provided with sliding\n                                                      watertight doors complying with 4.3.1, or for vessels under 500GT, hinged doors complying\n                                                      with 4.4.2.\u2019.\n\nPara 4.4.2.2.(e)\n\nClarifies definition\n\nAfter \u2018the\u2019 deleted \u2018design\u2019 inserted \u2018deepest loaded\u2019.\n\nPara 4.4.3\n\nYachts already comply however updated reference to align with SOLAS\n\nChanged para 4.4.2 to 4.4.3 and replaced II-1/25-10 to II-1/15-1.\n\nPara 4.4.3\n\nUpdates the code to align with class rules, change also allows unusual arrangements\n                                                      which do not comply to be specially considered by the administration.\n\nPara 4.4.3 added \u2018II-1/15-1\u2019 after regulation and added \u2018Openings are generally to\n                                                      be fitted with a sill not less than 600 mm above the design waterline.\n\n4.4.3.1 Openings in the hull with a sill height below, or less than 600 mm above the\n                                                      design waterline may be specially considered by the Administration. This consideration\n                                                      may include but is not limited to:\n\nPosition\n\nChange Type\n\nDetail\n\n.1 Doors from the space providing internal access are to have a sill height at least\n                                                      600 mm above the design waterline;\n\n.2 The effect of flooding on stability is considered;\n\n.3 Operational controls and limitations on when and where opening may be used.\u2019\n\nPara 4.5\n\nProvides clarification on the requirements for the design and installation of sailing\n                                                      yacht masts and rigging.\n\n4.5.1 General\n\nThe condition of the rig should be monitored in accordance with a Maintenance Manual\n                                                      and a planned maintenance schedule. The schedule should include, in particular, regular\n                                                      monitoring of all the gear associated with safe work aloft and on the bowsprit (see\n                                                      22.3).\n\n4.5.2 Masts and spars and standing rigging\n\n4.5.2.1 Dimensions and construction materials of masts and spars and dimensions of\n                                                      standing rigging including connection to chain plates should be in accordance with\n                                                      the requirements or recommendations of one of the Classification Societies referred\n                                                      to in 4.3.1.1 or a recognised national or international standard.\n\n4.5.2.2 The associated structure for masts and spars (including chainplates, fittings,\n                                                      decks and floors) should be constructed to effectively carry and transmit the forces\n                                                      involved.\n\n4.5.2.3 Compliance with 4.5.2.1 and 4.5.2.2 Should be confirmed by a design review\n                                                      and approval by one of the Classification Societies (eg Rig Design Certificate) which\n                                                      is assigned with the review of the rig.\n\n4.5.2.4 The Maintenance Manual provided by the mast manufacturer Should be reviewed\n                                                      and approved by the Classification Society which is assigned to review the rig design.\n\nPosition\n\nChange Type\n\nDetail\n\n4.5.2.5 A physical survey on the rig stepping procedure and the rig behaviour during\n                                                      sea trials is to be carried out by or on behalf of the Classification Society that\n                                                      is involved with the classification of the vessel\u2019s hull.\n\n4.5.2.6 Annual surveys on the vessel shall include reviewing records and history of\n                                                      rig maintenance measures against the specifications provided by the maintenance manual.\n\n4.5.3 Rigging fittings\n\nPara 5.2.1.1\n\nEditorial change only\n\nPara 5.2.1.1 after weather deck deleted \u2018.\u2019.\n\nPara 5.4.4\n\nText from 5.5.6 moved to this section for clarity.\n\nProposals to fit large portlights (i.e. greater than 0.16 M2) in the main hull below the level of the freeboard deck will be subject to special\n                                                      consideration and approval by the Administration, having regard for their location\n                                                      and strength and their supporting structure and, the availability of strong protective\n                                                      covers for them. One item of the special consideration should be operational instructions\n                                                      to the Master as to when the strong protective covers must be fitted.\n\nPara 5.4.5\n\nText from old para 5.4.4 moved to this point.\n\n\u2018Portlights should not be fitted in the hull in the way of the machinery space.\u2019\n\nPara 5.5.6\n\nClarifies rules to be applied to large glass filled openings in the hull.\n\nExisting paragraph replaced with \u2018Windows should not be fitted in the main hull below\n                                                      the level of the freeboard deck.\n\nPara 5.5.7\n\nProvides additional clarification on the meaning of storm shutter.\n\nPara 5.5.7 after \u2026 \u2018storm shutters\u2019 inserted \u2018strong protective covers with fittings)\u2019.\n\nPara 5.5.7.1\n\nNo new requirement but clarifies and makes the paragraph easier to understand.\n\nAdded Para 5.5.7.1 and added \u2018((A plate capable of being fixed over a broken window)\u2019\n                                                      after \u2018shutters\u2019; added \u2018specified in 5.5.1\u2019 after \u2018specified standard\u2019; added \u2018For\n                                                      windows subject to test in accordance with 5.5.2 only blanking plates are required.\n                                                      \u2018 at end.\n\nPosition\n\nChange Type\n\nDetail\n\nPara 5.5.8\n\nEditorial change only\n\nPara 5.5.8 after polarised inserted \u2018or\u2019.\n\nPara 5.6.1\n\nYachts already comply but clarifies existing interpretation of code for engine exhausts\n                                                      passing through passenger and crew cabins and accommodation.\n\n5.6.1 added \u2018.where machinery exhaust systems pass though accommodation they should\n                                                      be fitted in a gas tight trunk or each space should be fitted with a carbon monoxide\n                                                      detector. An alarm is to be provided locally and at a continuously manned station\u2019\n\nPara 5.8.2\n\nThe practice of fitting underwater lights is largely restricted to the yacht industry;\n                                                      to ensure these lights do not adversely affect the watertight integrity, this addition\n                                                      requires them to be approved by the classification society.\n\nPara 5.8 renumbered paragraph 5.8.1 and added 5.8.2 \u2018Underwater lights and associated\n                                                      penetrations fitted in the hull should be approved by the Classification Society.\u2019\n\nPara 5.9.2\n\nEditorial change only\n\nPara 5.9.2 changed \u2018valves\u2019 to \u2018piping\u2019.\n\nPara 5.9.3\n\nEditorial change only, corrects references to other parts of the code.\n\nPara 5.9.3 after \u2026 Test Procedures Code; \u2026. added \u2026 and 14A.2.3.4 or 14B.2.11.6.\n\nPara 7A.1.1\n\nEditorial change only\n\nPara 7A.1.1 deleted \u2018regulations\u2019 and replaced with \u2018Chapter\u2019.\n\nPara 7B.1\n\nEditorial change only\n\nPara 7B.1 deleted \u2018regulations\u2019 and replaced with \u2018Chapters\u2019.\n\n8A.3\n\nEditorial change clarifies and simplifies requirement.\n\nAfter \u2018provided with\u2019 changed \u2018adequate\u2019 to \u2018appropriate\u2019 deleted \u2018Reference should\n                                                      also be made to Section 14.1.5.\u2019\n\n8B.1\n\nEditorial change only\n\nPara 8B.1 deleted \u2018regulations\u2019 and replaced with \u2018Chapter\u2019.\n\n8B.2\n\nExisting interpretation of the code inserted for clarity\n\nAfter should be added \u2018self contained (independent of a sea water suction) and\u2019\n\n8B.3\n\nNo new requirement but aligns code requirements with SOLAS convention and classification\n                                                      society rules\n\nInserted para 8B.3. \u2018Cables and wiring serving essential or emergency power, lighting,\n                                                      internal communications or signals shall be routed clear of galleys, machinery spaces\n                                                      of Category A and their casings, spaces for storage of petrol, and other high risk\n                                                      fire areas.\u2019\n\n9B.1\n\nEditorial change only\n\nPara 9B.1 deleted \u2018regulations\u2019 and replaced with \u2018Chapter\u2019.\n\nPosition\n\nChange Type\n\nDetail\n\n10A.2 &\n\n10A.3\n\nNo new requirement, clarifies application of code to bilge pumping systems.\n\nPara 10A.2 added \u2018bilge\u2019 between powered and pumps.\n\nPara 10A.3 Added \u2018The location of pumps required by 10A.2, their individual power\n                                                      supplies and controls, including those for bilge valves should be such that, in the\n                                                      event of any one compartment being flooded at least one of those pumps is capable\n                                                      of removing water from the flooded space and adjacent compartments and discharging\n                                                      this via a dedicated discharge overboard.\u2019\n\n10B.1\n\nEditorial change only\n\nPara 10B deleted \u2018regulations\u2019 and replaced with \u2018Chapter\u2019.\n\n10B\n\nEditorial change only\n\nAdded paragraph numbers to 10B\n\n1.2.2.2.2\n\nEditorial Change \u2013 clarifies text\n\nAfter the deleted \u2018design waterline\u2019 and inserted \u2018Design Waterline\u2019\n\nPara 11.3.4\n\nEditorial change only\n\nReplaced diagram with text amendments added \u2018m\u2019 after 0.1. and amended angles to reflect\n                                                      text.\n\nPara 11.3.5\n\nEditorial change only\n\nChange \u2018Freeboard length\u2019 to \u2018Length\u2019 After \u2018SOLAS\u2019 Insert \u201990 passenger ship\u2019\n\nPara 11.5.3\n\nEditorial change only\n\nAfter \u2018major\u2019 deleted refit and inserted \u2018conversion\u2019.\n\nPara 13.1.7\n\nChanged code to align with SOLAS, removes existing annual servicing requirement for\n                                                      fully inflated rescue boats.\n\nAfter inflatable deleted \u2018boat\u2019 and inserted \u2018lifejacket\u2018, after \u2018release unit\u2019 added\n                                                      \u2018other than a disposable hydro static release unit\u2019 inserted \u2018unless extended service\n                                                      intervals have been approved by the Administration;\u2019 after \u2018at a\u2019 inserted \u2018manufacturers\n                                                      and deleted \u2018approved\u2019.\n\nDeleted \u2018Hydrostatic release units which have been approved for a service life of\n                                                      2 years and which should be replaced at the end of their life, need not be serviced\n                                                      after 1 year.\u2019\n\nPosition\n\nChange Type\n\nDetail\n\nAdded new para 13.1.8 \u2018All repairs and maintenance of permanently inflated rescue\n                                                      boats should be carried out in accordance with the manufacturers instructions; emergency\n                                                      repairs may be carried out onboard; however, permanent repairs should be effected\n                                                      at an approved servicing station.\u2019\n\nRe-numbered remaining paragraphs\n\nPara 13.2.1.3\n\nClarification of requirement\n\nAfter \u2018provided on Deleted \u2018either\u2019 inserted \u2018each\u2019.\n\nPara 13.2.3.3\n\nChange to code requirements to design out dangerous and ineffective launching systems\n                                                      mounted on the extreme bow of yachts.\n\nInserted \u201813.2.3.3\u2019 Launching stations should be in such positions as to ensure safe\n                                                      launching having particular regard to clearance from the propeller and steeply overhanging\n                                                      portions of the hull and so that, as far as possible, the rescue boat can be launched\n                                                      down the straight side of the ship whilst maintaining minimum speed to keep a course\u2019.\n\n13.2.3.4 If stowed forward the launching appliance and rescue boat should be entirely\n                                                      located in a sheltered position abaft the vertical extension of the aft most portion\n                                                      of the collision bulkhead.\n\nPara 13.2.3.2.2\n\nNo additional requirement, editorial change only, clarifies code requirement\n\nPara 13.2.3.2 deleted \u2026 if stowed in a grab bag \u2026 and replaced with \u2026 \u2018If the equipment\n                                                      as required is stowed in a grab bag, it may be stowed in the boat or in an easily\n                                                      accessible location close to the rescue boat.\u2019\n\n13.2.4.2\n\nAligns the code with SOLAS convention requirements for life jackets for lager persons\n                                                      but does not apply minimum permanent carriage requirement.\n\nAdditional paragraph added to 13.2.4.2 \u2018If the adult lifejackets provided are not\n                                                      designed to fit persons weighing up to 140 kg and with a chest girth of up to 1,750\n                                                      mm, a sufficient number of suitable accessories as may be required to provide a lifejacket\n                                                      for each such person shall be available on board to allow them to be secured to such\n                                                      persons.\u2019\n\n13.2.4.4\n\nAligns code with SOLAS requirement but does not apply minimum permanent carriage requirement.\n\nAdded \u2018One SOLAS approved child lifejacket or infant lifejacket should be provided\n                                                      for each child or infant onboard.\n\nPosition\n\nChange Type\n\nDetail\n\n13.2.5.1\n\nEditorial change \u2013 allows carriage of smaller non- insulated immersion suits\n\nAfter \u2018onboard\u2019 added \u2018these may be of the non insulated type.\n\n13.2.5.2\n\nAdded suits for infants to requirement.\n\nAfter \u2018children\u2019 inserted \u2018and infants\u2019.\n\nPara 13.2.5.3\n\nNo new requirement but offers increased flexibility for operation purely in warmer\n                                                      waters.\n\n13.2.5.3 Added \u2018For cold water areas of operation, the insulated type should be carried.\n                                                      Reference to Resolution IMO MSC Circular 1046 should be made for assessment of thermal\n                                                      protection.\n\nPara 14.1.5.2\n\nEditorial change only.\n\nDeleted \u2018regulations\u2019 and replaced with \u2018Chapter\u2019.\n\nPara 14.2.2\n\nChanged Heading\n\nDeleted \u2018Thermal Suite (e.g.\u2019\u2026)\n\nPara 14.2.1.1\n\nEditorial change only.\n\nPara 14.2.1.1 changed \u2018The perimeter\u2019 to \u2018All boundaries\u2019 and changed \u2018boundaries\u2019\n                                                      to \u2018divisions\u2019.\n\nPara 14.2.2.1\n\nEditorial change only\n\nDeleted \u2018thermal suite and replaced with \u2018steam room\u2019.\n\nPara 14.2.2.3\n\nAdded additional flexibility for steam generators under 5kW\n\nAfter \u2018If\u2019 Deleted \u2018the \u2018 Inserted \u2018a\u2019; After \u2018Generator\u2019 added new paragraph replaces\n                                                      old \u2018If the steam generator of more than 5 kW is not contained within the perimeter\n                                                      then the boundaries of the space should be constructed of B-0 class divisions, and\n                                                      the steam generator should be protected by A-0 standard divisions, or B-0 for Short\n                                                      Range Yachts and pipes leading to the discharge nozzles should be lagged.\u2019\n\nPara 14.2.2.5\n\nDeleted requirement for a sprinkler\n\nAfter \u2018system\u2019 deleted \u2018and an automatic sprinkler.\u2019\n\nPara 14.2.3\n\nEditorial change only.\n\nInserted \u2018in\u2019 before SOLAS.\n\nPara 14.3.5\n\nAligns code with SOLAS requirements.\n\nAdded \u2018For yachts over 500GT, a Fire Training Manual, as required by SOLAS II-2/15\n                                                      should be provided.\u2019\n\nTable 14A.1.1\n\nEditorial change only\n\nDeleted /\u2019A-O\u2019, Added \u2018Galleys B-15 (for yachts not being Short Range Yachts)\u2019.\n\nPosition\n\nChange Type\n\nDetail\n\nPara 14A.2\n\nEditorial Change, simplifies text.\n\nPara 14.2\n\nDeleted \u2018\u2022 the ship should be subdivided by thermal and structural boundaries as required\n                                                      by this section;\u2019\n\n\u2022 thermal insulation of boundaries should have due regard to the fire risk\u2019 of the\n                                                      space and adjacent spaces;\n\nAdded \u2018\u2022 the engine room and galley should be contained within boundaries required\n                                                      by this section.\n\nPara 14A.2.1.3.4\n\nEditorial change only.\n\nPara 14A.2.1.3.4 changed \u2018looses\u2019 to \u2018loses\u2019.\n\nPara 14A.2.2.1\n\nApplies recommendation to enclose galleys for yachts which are not Short in fire rated\n                                                      boundaries\n\nPara 14A.2.2.1 Deleted \u2018a) Machinery spaces of category 'A', are to be enclosed by\n                                                      'A-30' Class divisions.\n\nb) For Short Range Yachts, machinery spaces of category \u2018A\u2019 , are to be enclosed by\n                                                      'B-15' Class divisions.\u2019\n\nReplaced with updated paragraph:\n\n(a) Machinery spaces of category \u2018A\u2019, are to be enclosed by \u2018A- 30\u2019 Class boundaries.\n                                                      For Short Range Yachts, such machinery spaces are to be enclosed by \u2018B-15\u2019 Class boundaries;\n\n(c) Yachts which are not Short Range Yachts the keels of which are laid or at a similar\n                                                      stage of construction on or after 1 January 2015 are to have galleys enclosed by \u2018B-15\u2019\n                                                      Boundaries. It is recommended that vessels constructed before this date also comply\n                                                      with this requirement.\u2019\n\nPara 14A.2.2.3\n\nEditorial change only\n\nPara 14A.2.2.3 changed \u2018beamed\u2019 to \u2018be made\u2019.\n\nPara 14A.2.2.5\n\nNo new requirement as yachts already expected to comply with this at construction\n                                                      stage, text updated to avoid confusion.\n\nPara 14A.2.2.5 deleted \u2026. (this may be reduced to 380mm on steel divisions only).\n\nPosition\n\nChange Type\n\nDetail\n\nPara 14A.2.3.1\n\nEditorial change only\n\nPara 14A.2.3.1 changed \u2018fire and comfort\u2019 to \u2018thermal and acoustic\u2019.\n\nPara 14A.2.3.6\n\nEditorial change for easier understanding.\n\nAfter \u2018vessel\u2019 inserted \u2018including open decks\u2019 After \u2018equivalent\u2019 deleted \u2018approved\u2019.\n\nPara 14A.2.3.7\n\nRemoves recommendation, only permitting combustion modified furniture and mattresses.\n\nDeleted \u2018It is recommended that\u2019.\n\nPara 14A.2.3.8\n\nEditorial change for easier understanding.\n\nAfter \u2018equivalent\u2019 deleted \u2018approved\u2019.\n\nPara 14A.2.5.6\n\nEditorial change only\n\ndeleted \u2018,\u2019\n\nPara 14A.3.1\n\nEditorial change only\n\nSpacing added between bullet points.\n\nPara 14A.4.2\n\nAligns Code with SOLAS requirement\n\nAdded \u2018.3 fixed means for extinguishing a fire within the galley exhaust duct.\u2019\n\nPara 14A.4.3\n\nNo new requirement, corrects omission from last version of code.\n\nAdded \u2018galleys\u2019 after \u2018category \u2018A\u2019 machinery spaces\u2019.\n\n14A.4.8\n\nAdds requirement for lint traps in tumble drier ventilation ducts.\n\n\u2018Ducts provided for tumble driers are to be fitted with suitably located cleaning\n                                                      and inspection openings.\u2019\n\nPara 14A.7.2\n\nAdds requirement for fire alarms to be audible externally as well as internally.\n\nAfter \u2026 Chapter 9 inserted \u2018, and should be audible externally.\u2019\n\nTable 14B.2\n\nEditorial change only\n\nTable 14B.2 changed 14B.2.15 to 14B.2.14.\n\nTable 14B.2\n\nEditorial change only\n\nInserted table line between Fixed Fire Detection and Fire Extinguishing arrangements.\n\nPara 14B.2.5,\n\nTable 2\n\nEditorial change only\n\nTable 2 \u2013 Fire integrity made division between spaces above and inserted \u2018spaces below\u2019.\n\nPosition\n\nChange Type\n\nPosition\n\nPara 14B.2.5\n\nNotes to tables\n\nEditorial Change only\n\nPara b deleted \u2018(9)\u2019 inserted \u2018(8)\u2019\n\nPara 14B.2.7.2\n\nNo new requirement, corrects omission in last version of code.\n\nInserted \u2018Sliding\u2019 before \u2018steel\u2019.\n\nPara 14B.2.7.5\n\nEditorial change only\n\nChanged \u2018beamed\u2019 to \u2018be made\u2019.\n\nPara 14B.2.11.2\n\nAllows use of combustible insulation for fridges and freezers.\n\nPara 14B2.11.2 deleted \u2026 The use of combustible materials is to be kept to a minimum.\n                                                      After \u2018non-combustible\u2019 inserted \u2018however core insulation of refrigerator and cold\n                                                      rooms need not be.\u2019 Moved text 14B.2.11.9 to this para and moved other paragraphs\n                                                      to suit.\n\nPara 14B.2.11.9\n\nClarification of existing text\n\nAfter \u2018vessel\u2019 inserted \u2018and on open decks\u2019.\n\nPara 14B.2.12.1.7\n\nEditorial change only\n\nChanged \u20183,5 m\u2019 to \u20183.5m\u2019.\n\nPara 14B.2.13.3\n\nEditorial change only\n\nAfter \u2018category A\u2019, deleted \u2018machinery spaces,\u2019.\n\nPara 14B.2.13.4\n\nEditorial change only\n\nAfter \u2018category A\u2019 deleted \u2018machinery spaces,\u2019.\n\nPara 14B.2.13.4.5\n\nEditorial change only\n\nAfter \u2018within a machinery space\u2019 inserted \u2018of category A\u2019.\n\nPara 14B.2.13.7\n\nRequires shutdown to be external to the galley\n\nAfter \u2018duct\u2019 added \u2018 (if required for the extinguishing medium\u2019. Deleted \u2018operable\n                                                      from within the galley;\u2019 added \u2018Local controls to activate extinguishing system; stop\n                                                      the fans and close the fire dampers should be grouped in one position immediately\n                                                      outside the main entrance to the galley.\u2019\n\nPosition\n\nChange Type\n\nDetail\n\nPara 14B.2.13.17\n\nEditorial change only\n\nDeleted \u201814B.1\u2019 and replaced with \u201914.1.5.\n\nPara 14B.2.13.17\n\nEditorial change only\n\nDeleted \u201914.2.20\u2019 and replace with 14A.5.\n\nPara 14B.2.13.18\n\nClarification of code requirement for measures to trap lint in ventilation ducts.\n\nAfter \u2026 \u2018ventilation from\u2019 \u2026 inserted \u2018and tumble driers\u2019.\n\nPara 14B.2.14.1\n\nEditorial change only\n\nAfter \u2026 \u2018A-0\u2019 class deleted \u2018divisions\u2019.\n\nPara 14B.2.14.1\n\nAligns code requirement with IMO fire safety systems code, applies less onerous standard.\n\nAfter \u2026 \u2018whichever is the greater\u2019 inserted \u2018subject to a maximum of 280m2.\n\nPara 14B.2.14.2\n\nEditorial change, moves text to new paragraph for clarity\n\nDeleted \u2018In addition, a fixed ..... within accommodation spaces;\u2019\n\nPara 14B.2.14.2\n\nEditorial change, moves text to new paragraph for clarity, adds requirement for alarm\n                                                      to be audible externally.\n\nInserted new para 14B.2.14.2. \u2018A fixed fire detection and fire alarm system is to\n                                                      be fitted in all enclosed spaces except those containing no significant fire risk\n                                                      (toilets, bathrooms, void spaces, etc). Manually operated call points shall be placed\n                                                      to ensure a readily accessible means of notification. The fixed fire detection and\n                                                      fire-alarm system is to be installed in accordance with the requirements of SOLAS\n                                                      II-2/7 and the IMO Fire Safety Systems Code, Chapter 9, and should be audible externally.\n\nPara 14B.2.15.1\n\nNo new requirement, editorial change only\n\nFor vessels having a length of 85 m or more, a public address system complying with\n                                                      the requirements of SOLAS 74'. Chapter III, regulation 6.5 is to be available throughout\n                                                      the accommodation and service spaces and control stations and open decks\n\nPara 15A.1 Table 1\n\nEditorial change only\n\n15A Table 1 \u2013 FIRE APPLIANCES item 7 deleted \u2018containing internal combustion type\n                                                      machinery\u2019 and replaced with \u2018of Category A\u2019.\n\nPosition\n\nChange Type\n\nDetail\n\nPara 15A.1 Table 1\n\nNo new requirement but clarifies text\n\n15A Table 1 \u2013 FIRE APPLICANCES item 8 after \u2018\u2026 apparatus\u2019 inserted \u2018for each outfit\u2019\n                                                      and deleted 1\n\nPara 15A.1\n\nEditorial change\n\nDeleted notes at end of page.\n\nPara 15A.2.3.5\n\nEditorial change\n\nAdded \u2018permanent\u2019 after \u2018no\u2019\n\nPara 15A.2.4.1\n\nAllows use of standard fire hoses which are cheaper and easier to obtain.\n\nDeleted \u201818\u2019 Inserted \u201820\u2019 Deleted \u201845mm\u2019 inserted \u201838mm\u2019\n\nPara 15A.2.5.1\n\nNo new requirement, clarifies minimum requirement\n\nPara 15A.2.5.1 after \u2018\u2026 should be of an approved\u2019 inserted \u20185kg/ 9 litre\u2019.\n\n15B\n\nEditorial change only\n\nRemoved bold from text.\n\n16\n\nNew section, aligns the code with requirements of the Cayman Islands and SOLAS Global\n                                                      Marine Distress and Safety System (GMDSS)\n\nInserted new Section 16 on Radio communications.\n\nPara 17.3\n\nClarifies code requirements for navigation lights for compliance with Convention on\n                                                      collision regulations.\n\nAfter \u2018spare\u2019 deleted \u2018Lamp and inserted \u2018bulb\u2019 after \u2018\u2026within three minutes.\u2019 Added\n                                                      \u2018However, on yachts over 500GT these must be duplicate lights.\u2019\n\nPara 18.1.2.3\n\nEditorial correction, changed wording to match SOLAS, provides input data for other\n                                                      navigation equipment\n\nDeleted \u2018Distance measuring log\u2019 Added \u2018speed and distance measuring device, or other\n                                                      means, to indicate speed and distance through the water\u2019.\n\nPara 18.1.8\n\nYachts already comply with SOLAS requirements\n\nInserted new para 18.1.8 (LRIT).\n\nPara 18.1.9\n\nYachts required to fit Bridge Navigational Watch Alarm Systems in accordance with\n                                                      SOLAS requirements\n\nInserted new para 18.1.9.\n\nPara 18.1.10\n\nNew paragraph, permits inclusion of vessels over 3000GT who already comply with this\n                                                      requirement.\n\nAdded \u201818.1.10 Vessels of 3000 GT and over should comply with the requirements of\n                                                      SOLAS Chapter V\u2019.\n\nPosition\n\nChange Type\n\nDetail\n\nPara 19.1\n\nAdds notice related to STCW convention for training in use of Electronic Chart Display\n                                                      Information Systems\n\nAfter \u2018duplicate ECDIS\u2019 Inserted \u2018Where duplicate ECDIS is provided as the primary\n                                                      means of navigation, officers with responsibility for navigation watch keeping should\n                                                      have received appropriate shore based and ship type-specific training.\u2019\n\nPara 21.1.1\n\nEditorial Change to accommodate new sections for substantial equivalence.\n\nInserted \u2018This section applies to vessels to which sections 21A and 21B do not apply.\u2019\n\nPara 21.1.2\n\nNo new requirement, clarifies need to consider accommodation for hotel staff in addition\n                                                      to officers.\n\nAfter \u2018on board\u2019 added \u2018due consideration should also be given to the number of hotel\n                                                      staff required.\u2019\n\nPara 21.9.1\n\nNo new requirement, states minimum bunk size required\n\nAdded \u2018minimum inside dimensions 1.98m x 0.80m\u2019.\n\nPara 21.1.2\n\nReminds designers that hotel staff requirements should be incorporated into consideration\n                                                      for design of accommodation.\n\nAfter \u2018board,\u2019 inserted due consideration should also be given to the number of hotel\n                                                      staff required.\u2019\n\nPara 21.9.1\n\nChanged bunk size requirement to align with new sections 21A & B\n\nAfter cot added\u2019,) should be provided for every person on board, having a minimum\n                                                      inside dimension of either:\n\n.1not less than 190 centimetres by 70 centimetres, with no tapering, where it is satisfied\n                                                      that that this is reasonable and will not result in discomfort to the seafarers; or\n\n.2 not less than 198 centimetres in length and not less than 80 centimetres in width\n                                                      over half the length of the berth. A taper is permitted from half the length of the\n                                                      berth towards the foot of the berth but under no circumstances is the berth permitted\n                                                      to be narrower than 50 centimetres.\n\n3. Where considered appropriate, means for preventing the occupants from falling out,\n                                                      should be provided.\n\nPosition\n\nChange Type\n\nDetail\n\nPara 21A & B\n\nNotifies industry of intention to update code to align with ILO Maritime Labour Convention\n\nInserted new para 21A & B.\n\nPara 22.3.2.3\n\nUpdates code to refer to latest guidance\n\nPara 22.3.2.3 Inserted \u2018(Refer to national Annex)\u2019 after \u2018overside\u2019.\n\nPara 22.6\n\nAdds requirements for passenger and crew lifts to the code\n\nPara 22.6 Inserted new standards on lifts.\n\nPara 24.2.1.3\n\nNo change to requirements, guidance added for clarity, the fire suits for the helideck\n                                                      crew should meet this standard for rescue purposes.\n\nAdded \u2018Fire suits provided for helideck crew should be of EN 469 standard\u2019.\n\nPara 24.2.6\n\nLinks code to guidance formulated by the \u2018Large Yacht Helideck Working Group\u2019 \u2013 a\n                                                      working group bringing together MCA, and industry to provide yacht specific guidance\n                                                      for helicopter operations.\n\nDeleted \u2018Ship to shore and ship to helicopter communications procedures, ship operating\n                                                      procedures, and guidance on helicopter emergencies are outlined in the International\n                                                      Chamber of Shipping Guide to Helicopter / Ship Operations and should be used as part\n                                                      of the operational procedures of the vessel.\u2019\n\nInserted \u2018Ship to shore and ship to helicopter communications procedures, ship operating\n                                                      procedures, and guidance on helicopter emergencies are outlined in the \u2018Large Yacht\n                                                      Helicopter Operations Handbook\u2019 and \u2018Large Yacht Helicopter Refuelling Handbook\u2019 published\n                                                      by the MCA, these should be used as part of the operational procedures of the vessel,\n                                                      and equipment carried should permit crew to comply with the onboard procedures.\u2019\n\nPara 24.2.7\n\nAligns code best practice agreed with industry operators\n\nAdded \u2018Refuelling of the helicopter while engines and rotors are running is prohibited.\u2019\n\nPara 24.5\n\nNo new requirement, draws attention to existing regulations applicable to submersible\n                                                      craft.\n\nPara 24.5 Inserted new paragraph on Submersible Craft.\n\nPara 25.4\n\nAligns the code with MARPOL convention.\n\nInserted new para 25.4. \u2018All yachts should comply with the hull Anti- Fouling System\n                                                      Convention requirements, see national annex\u2019.\n\nPosition\n\nChange Type\n\nDetail\n\nPara 26.1\n\nEditorial change only\n\nRemoved \u20181\u2019 before \u2018hours of work\u2019.\n\nPara 26.1.1\n\nRemoves requirement for certificated Yacht Ratings to be carried.\n\nAfter \u2018Engineer Officers\u2019 Deleted \u2018together with a sufficient number of qualified\n                                                      Yacht Ratings\u2019\n\nPara 26.1.2\n\nDeleted definition as it is included in the main section \u2018definitions\u2019\n\nDeleted \u2018The term \u2018seafarer\u2019, is defined as a person employed or engaged in any capacity\n                                                      on the vessel and should be taken to mean any person employed either directly by a\n                                                      owner/operator or through a manning agency, whose usual place of work is on the vessel\n                                                      and includes the master, officers, crew members, and catering, salon and hotel staff.\u2019\n\nPara 26.1.7\n\nAdditional guidance on exceptions to hours of work and rest from STCW convention inserted\n\nAfter \u2018crew members\u2019 inserted \u2018and designated person ashore (if applicable)\u2019; After\n                                                      \u2018compromised\u2019 inserted \u2018Exceptions from the weekly rest period provided for in paragraph\n                                                      26.1.6 should not be allowed for more than two consecutive weeks. The intervals between\n                                                      two periods of exceptions on board should not be less than twice the duration of the\n                                                      exception.\u2019\n\nPara 26.2.2.5\n\nAdded additional text reminding designers that the number of personnel required by\n                                                      the owner to be carried should be taken into account when designing crew accommodation.\n\nInserted \u2018Due consideration should also be given to the number of hotel staff required.\u2019\n\nPara 26.2.4\n\nNo new requirement, clarifies need to consider accommodation for hotel staff in addition\n                                                      to officers.\n\nDeleted \u2018The tables in Sections 26.2.8 and 26.2.9 provide guidance on the numbers\n                                                      of certificated deck and engineer officers, and ratings that may be considered appropriate\n                                                      to different sizes of vessels and tonnages, \u2018 After \u2018normal operational conditions\n                                                      added \u2018due consideration should also be given to the number of hotel staff required.\u2019\n\n26.2.2\n\nAdditional guidance requiring numbers of hotel staff required to maintain a service\n                                                      to be considered\n\nAfter \u2018conditions\u2019 inserted \u2018. Due consideration should also be given to the number\n                                                      of hotel staff required\u2019.\n\n26.2.5\n\nRemoves duplicated information, now refers to M Notice only\n\nAfter 2nd \u2018Manning Document\u2019 deleted \u2018in accordance with the tables at Section 26.2.8\n                                                      and 26.2.9\u2019.\n\nPosition\n\nChange Type\n\nDetail\n\n26.2.7\n\nRemoves duplicated information, now refers to M Notice only\n\nAfter \u2018Engaged\u2019 inserted \u2018See national Annex\u2019.\n\nDeleted \u2018This section includes indicative manning levels for vessels of 24 metres\n                                                      or more in Load Line length. The owner/operators of vessels of vessels below 500GT\n                                                      or those above 500GT solely engaged for pleasure may find it advantageous to hold\n                                                      a Safe Manning Document.\n\nIn addition to the tables specific submissions may be considered from owners and operators\n                                                      of vessels, including those less than 500GT, seeking a varied Safe Manning Document\n                                                      based on a range and risk approach to safe manning with the flexibility to reduce\n                                                      the manning level taking into account, for example a limiting operating area(s) or\n                                                      parameters, and levels of automation.\u2019\n\n26.2.8 \u2013 26.2.10\n\nDeleted text, removing requirement for yacht ratings, other requirements are as per\n                                                      national annex.\n\nDeleted MANNING SCALE FOR MOTOR YACHTS\n\nFor details of certificates accepted by the Administration, see National Annex.\n\n[Deleted table]\n\nMANNING SCALE FOR SAILING YACHTS\n\nFor details of certificates accepted by the Administration, see National Annex.\n\n[Deleted table] Dual Certification\n\nWhere appropriate, dual deck and engineer roles may be considered, provided that the\n                                                      officer is suitably qualified in both disciplines and that the person holding the\n                                                      dual role is a person other than the master.\n\nIn considering whether a dual role position is appropriate, regard should be had to\n                                                      the overall safe manning level of the vessel. In such cases additional rating(s) may\n                                                      be required to be carried.\n\nPosition\n\nChange Type\n\nDetail\n\n26.2.9\n\nYachts have to comply with the rules of the state in whose waters they operate craft\n                                                      such as jet-skis, a note to this effect has been inserted. This is of particular relevance\n                                                      in areas of the Mediterranean, compliance is not optional.\n\nAdded \u2018Personal Water Craft\n\nThe operators are reminded that operation of personal watercraft should comply with\n                                                      the applicable legislation of the state in whose waters they are being operated.\u2019\n\nPara 28.1.3\n\nEditorial change only\n\nDeleted \u2018e\u2019 at the end of Annex.\n\nPara 28.2.11-\n\n14\n\nSummarises updates to international conventions applicable to yachts.\n\nPara 28.2 updated para nos 1-13.\n\nPara 28.2.9\n\nEditorial change only\n\nInserted \u2018Certificate\u2019 after \u2018Management\u2019.\n\nPara 28.2.12\n\nAligns the code with MARPOL convention\n\nInserted, and/or Engine \u2026 output greater than 130kw).\n\nPara 28.3\n\nEditorial change only\n\nAfter \u2018level of safety\u2019 deleted \u2018The Administration may issue an exemption if and\n                                                      when appropriate\u2019 inserted \u2018The Administration may consider and agree the application.\u2019\n\nPara 28.7\n\nEditorial change only\n\nAfter \u2018All\u2019 inserted \u2018 very\u2018 Third para inserted space after (IMO).\n\nPara 29A\n\nProvides notice of change of Crew Agreements when new maritime labour Convention comes\n                                                      into force.\n\nPara 29A and 29B added containing equivalent measures for yachts to Maritime Labour\n                                                      Convention 2006 full requirements.\n\nPara 30.3\n\nProvides equivalent measure to towing plan required by SOLAS.\n\nNew para 30.3. All vessels to include emergency towing procedures, as required by\n                                                      SOLAS regulation II-1/3-4, in their safety management system or in a separate plan.\n\nPara 31\n\nEditorial change only\n\nPara 31 deleted \u2018Security and Port Safety Code\u2019 and replaced with \u2018Ship and Port Facility\n                                                      Security Code\u2019.\n\nAnnex 1\n\nEditorial change only\n\nAnnex 1updated list of working group members.\n\nPosition\n\nChange Type\n\nDetail\n\nAnnex 2\n\nAdds emergency towing arrangement and use of personal watercraft to MINI ISM system\n\nAt section 11 after conduct of passengers and crew while on board; added \u2018\u2022 emergency\n                                                      towing (may be in a separate document); \u2022 safe use and qualification of users for\n                                                      personal watercraft.\u2019\n\nAnnex 4\n\nSummarises updates to international conventions applicable to yachts and certification\n                                                      required.\n\nDeleted existing Annex 4 table and replaced with updated version.\n\nAnnex 5, 2\n\nPermits any organisation approved by the MCA to act on it\u2019s behalf as an Aviation\n                                                      Inspection Body rather than a single body as happened pre\n\n\\viously.\n\nAfter \u2018Aviation Inspection Body for United Kingdom Vessels Deleted\n\n\u2018is the Helideck Certification Agency (HCA). Contact details for\n\nHCA are below:-\n\nHelideck Certification Agency\n\nRiverview Business Centre,\n\nCenturion Court,\n\nNorth Esplanade West,\n\nAberdeen,\n\nUnited Kingdom,\n\nAB11 5QH\n\nTel: +44 (0)1224 289 729\n\nE: info@helidecks.org\n\nW: www.helidecks.org'\n\nInserted \u2018see Ensign website for a current list of current approved\n\nbodies.\u2019\n\nAnnex 5, 2\n\nEditorial change only \u2013 aligns with other UK legislation\n\nReplaced \u2018husband and wife\u2019 with \u2018spouse or civil partner\u2019.\n\nPosition\n\nChange Type\n\nDetail\n\nAnnex 5,2\n\nInserts national definition of seafarer, allowing more flexibility for sail training\n                                                      vessels.\n\nInserted definition \u2018\u2018Seafarer\u2019 means any person, including the master, who is employed\n                                                      or engaged or works in any capacity on board a ship on the business of the ship but\n                                                      does not include a person who -\n\n(c) is training in a sail training vessel, or\n\n(d) is onboard a sail training vessel other than for training but -\n\n(i) [is not engaged in or responsible for the navigation of the vessels, and]\n\n(ii) has no emergency safety responsibilities on the vessel.\u2019\n\nAnnex 5,\n\n3.1.1\n\nEditorial change\n\nRemoves limitation on tonnage\n\nInserted new application date\n\nDeleted last paragraph \u2018The application of the 3000GT limit is not applicable to vessels\n                                                      for which the building contract is signed, or survey has started, prior to 24th September\n                                                      2004.\u2019\n\nAnnex 5\n\n3.1.1.1\n\nAdded UK interpretation relating to yachts operating under racing rules \u2013 allows more\n                                                      flexibility to yachts operating in officially organised races\n\nAdded new paragraph 3.1.1.1.\n\nAnnex 5 Para\n\n3.2.2\n\nParagraph deleted to be replaced with Red Ensign Group common guidance.\n\n-\n\nAnnex 5 Para\n\n4.3.1\n\nAdded additional classification society to list providing more choice in provision\n\nAdded \u2018Nippon Kaiji Kyokai\u2019.\n\nAnnex 5 para 14A.2.3.8 &\n\n14B.2.11.12\n\nAdded guidance on compliance with these paragraphs\n\n\u2018See MGN 453 \u2013 FIRE PROTECTION \u2013 Fire Retardant Treatment Treatment for Floor Coverings,\n                                                      Suspended Textile Materials, Upholstery Materials and Bedding Components for use Onboard\n                                                      Vessels Certified Under the MCA Large Commercial Yacht Code\u2019\n\nAnnex 5 Para\n\n22.3.2.3\n\nAdded guidance on UK standards\n\nAdded \u2018Refer to MGN 422\u2019.\n\nPosition\n\nChange Type\n\nDetail\n\nAnnex 5 Para\n\n25\n\nEditorial change only \u2013 provides guidance o MARPOL convention requirements for Anti-fouling\n                                                      paints.\n\nUpdated regulatory references.\n\nAnnex 5 Para\n\n26.2.4\n\nAdded guidance for manning on yachts over 3000GT.\n\nDeleted reference to MGN 270 which will remove requirement for \u2018Yacht Ratings\u2019 offering\n                                                      less complex manning to industry.\n\nInserted \u2018Vessels over 3000 GT should comply with MSN 1767.\u2019 Deleted \u2018MGN 270 \u2018\u2019Training\n                                                      and Certification Guidance \u2013 Part 23 \u2013 Yacht Rating Certificates for service on commercially\n                                                      and privately operated yachts and sail training vessels\u2019\u2019.\n\nInserted \u2018Vessels over 3000 GT should comply with MSN 1767.\u2019\n\nAnnex 5 Para\n\n28.1.2\n\nUpdated to align with existing policy \u2013 offers more flexibility in radio survey arrangements\n                                                      for UK vessels.\n\nInserted new paragraph \u2018The list of UK Certifying Authorities for radio installations\n                                                      is listed in MGN 392. For classed vessels, radio survey is delegated to classification\n                                                      societies.\n\nAnnex 5 Para\n\n28.7\n\nEditorial change only update to regulatory reference for accident reporting requirements.\n\nUpdates regulatory reference \u2018Under \u2018The Merchant Shipping (Accident Reporting and\n                                                      Investigation) Regulations\u2019 2005, SI No. 881, it is a requirement to report accidents\n                                                      and hazardous events to the Department for Transport\u2019s Marine Accident Investigation\n                                                      Branch. Guidance is available in MGN 289 \u2018Accident Reporting and Investigation\u2019.\u2019\n\nTable 1 \u2013 List of certificates\n\nEditorial change only \u2013 updates list in line with MARPOL, MLC convention annexes now\n                                                      in force with which yachts must comply.\n\nTable 1 \u2013 replaced with updated table.\n\nAnnex 6\n\nEditorial change only \u2013 content of annex will be available electronically to reduce\n                                                      printing costs and size of published code.\n\nRemoved from Code and replaced with Annex 6 \u2013 new para.\n\nAnnex 7\n\nList of changes updated"}