CELEX: 51998FC0018
Language: en
Date: 2006-12-11
Title: Proposal for a Directive …/…/EC of the European Parliament and of the Council of […] on safety rules and standards for passenger ships (Codified version)

EN
|[pic]                     |COMMISSION OF THE EUROPEAN COMMUNITIES                                                                           |

                                        Brussels,
                                        COM

                                        NOT FOR PUBLICATION

                                                                  Proposal for a

                                          DIRECTIVE …/…/EC OF THE EUROPEAN PARLIAMENT AND OF THE COUNCIL

                                                                      of […]

                                                on safety rules and standards for passenger ships

                                                                (Codified version)
                                                              EXPLANATORY MEMORANDUM

1.    In the context of a people’s Europe, the Commission attaches great importance to simplifying and clarifying Community law so as to make  it
       clearer and more accessible to the ordinary citizen, thus giving him new opportunities and the chance to make use of the  specific  rights
       it gives him.

       This aim cannot be achieved so long as numerous provisions that have  been  amended  several  times,  often  quite  substantially,  remain
       scattered, so that they must be sought partly in the original instrument and partly in later amending ones.  Considerable  research  work,
       comparing many different instruments, is thus needed to identify the current rules.

       For this reason a codification of rules that have frequently been amended  is  also  essential  if  Community  law  is  to  be  clear  and
       transparent.

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

3.    The Conclusions of the Presidency of the Edinburgh  European  Council  (December 1992)  confirmed  this[2],  stressing  the  importance  of
       codification as it offers certainty as to the law applicable to a given matter at a given time.

       Codification must be undertaken in full compliance with the normal Community legislative procedure.

       Given that no changes of substance may be made to the instruments affected by codification, the European Parliament, the Council  and  the
       Commission have agreed, by an interinstitutional agreement dated 20 December 1994, that an accelerated procedure may be used for the fast-
       track adoption of codification instruments.

4.    The purpose of this proposal is to undertake a codification of Council Directive 98/18/EC of 17 March 1998 on safety  rules  and  standards
       for passenger ships[3]. The new Directive will supersede the various acts incorporated in it[4]; this proposal fully preserves the content
       of the acts being codified and hence does no more than bring them together with only  such  formal  amendments  as  are  required  by  the
       codification exercise itself.

5.    The codification proposal was drawn up on the basis of a preliminary consolidation, in all official languages, of  Directive  98/18/EC  and
       the instruments amending it, carried out by the Office for Official Publications  of  the  European  Communities,  by  means  of  a  data-
       processing system. Where the Articles have been given new numbers, the correlation between the old and the new numbers is shown in a table
       contained in Annex V to the codified Directive.

                                            ê 98/18/EC (adapted)

                                                                  Proposal for a

                                          DIRECTIVE …/…/EC OF THE EUROPEAN PARLIAMENT AND OF THE COUNCIL

                                                                      of […]

                                                on safety rules and standards for passenger ships

                                                            (Text with EEA relevance)

THE EUROPEAN PARLIAMENT AND THE COUNCIL OF THE EUROPEAN UNION,

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

Having regard to the proposal from the Commission[5],

Having regard to the opinion of the European Economic and Social Committee[6],

Having regard to the opinion of the Committee of the Regions[7],

Acting in accordance with the procedure laid down in Article Ö 251 Õ of the Treaty[8],

Whereas:

                                            ê 

   1) Council Directive 98/18/EC of 17 March 1998 on safety rules and standards for passenger ships[9] has  been  substantially  amended  several
      times[10]. In the interests of clarity and rationality the said Directive should be codified.

                                            ê 98/18/EC Recital 1 (adapted)

   2) Within the framework of the common transport policy measures must be adopted to enhance safety in maritime transport.

                                            ê 98/18/EC Recital 2 (adapted)

   3) The Community is seriously concerned about shipping casualties in which passenger ships were involved resulting in a massive loss of  life.
      Persons using passenger ships and high speed passenger craft throughout the  Community  have  the  right  to  expect  and  to  rely  on  an
      appropriate level of safety on board.

                                            ê 98/18/EC Recital 3

   4) Work equipment and personal protective equipment of workers are not covered by this Directive, because the provisions of Council  Directive
      89/391/EEC of 12 June 1989 on the introduction of measures to encourage improvements in the safety and health of workers  at  work[11]  and
      the relevant provisions of its relevant individual directives are applicable to the use of such equipment on  passenger  ships  engaged  on
      domestic voyages.

                                            ê 98/18/EC Recital 4 (adapted)

   5) The provision of maritime passenger transport services  between  Member  States  has  already  been  liberalised  by  Regulation  (EEC)  No
      4055/86[12]. The application of the principle of freedom to provide services to maritime transport within Member States (maritime cabotage)
      Ö has been Õ provided for by Regulation (EEC) No 3577/92[13].

                                            ê 98/18/EC Recital 5 (adapted)

   6) To attain a high level of safety, and to remove barriers to trade,  it  is  necessary  to  establish  harmonised  safety  standards  at  an
      appropriate level for passenger ships and craft operating domestic services. Standards for  vessels  operating  international  voyages  are
      being developed within the International Maritime Organisation (IMO). Procedures to request action at IMO in order to  bring  in  line  the
      standards for international voyages with the standards of this Directive Ö should be available Õ .

                                            ê 98/18/EC Recital 7

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

                                            ê 98/18/EC Recital 8

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

                                            ê 98/18/EC Recital 9

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

                                            ê 98/18/EC Recital 10

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

                                            ê 98/18/EC Recital 11 (adapted)

  11) The main reference framework for the safety standards should be the 1974 Safety of Life at Sea Convention, Ö in its  up-to-date  version Õ,
      which encompasses internationally agreed standards for passenger ships and high speed passenger craft engaged on international voyages,  as
      well as appropriate Resolutions by the IMO and other measures complementing and interpreting Ö that Õ Convention.

                                            ê 98/18/EC Recital 12

  12) The various classes of both new and existing passenger ships require a different approach for establishing safety requirements guaranteeing
      an equivalent safety level in view of the specific needs and limitations of these various classes. It is appropriate to  make  distinctions
      in the safety requirements to be respected between new and existing ships since imposing the rules for new ships on  existing  ships  would
      imply such extensive structural changes as to make them economically unviable.

                                            ê 98/18/EC Recital 13 (adapted)

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

                                            ê 98/18/EC Recital 14

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

                                            ê 98/18/EC Recital 15

  15) Shipborne marine equipment, complying with the provisions of Council Directive 96/98/EC of 20 December 1996 on marine  equipment[14],  when
      installed on board a passenger ship, should not be subject to additional tests since such equipment is already subject to the standards and
      procedures of that Directive.

                                            ê 2003/24/EC Recitals 4 (adapted) and 5

  16) Directive 2003/25/EC of the European Parliament and of the Council of 14 April 2003 on specific stability requirements for ro-ro  passenger
      ships[15] Ö introduced Õ strengthened stability requirements for ro-ro passenger vessels operating on international services  to  and  from
      Community ports, and this enhanced measure should also apply to certain categories of such vessels operating on domestic services under the
      same sea conditions. Failure to apply such stability requirements should be grounds for phasing out ro-ro passenger ships after  a  certain
      number of years of operation. In view of the structural modifications that the existing ro-ro passenger ships may need to undergo in  order
      to comply with the specific stability requirements, those requirements should be introduced over a period of years in order to allow to the
      part of the industry affected sufficient time to comply: to that end, a phasing-in timetable for existing ships should  be  provided.  This
      phasing-in timetable should not affect the enforcement of the specific stability requirements in the sea areas covered by  the  Annexes  to
      the Stockholm Agreement of 28 February 1996.

                                            ê 2003/24/EC Recital 8

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

                                            ê 98/18/EC Recital 17

  18) Subject to control under the  Committee  procedure,  Member  States  may  adopt  additional  safety  requirements  if  justified  by  local
      circumstances, permit the use of equivalent standards, or adopt exemptions from the provisions of this Directive  under  certain  operating
      conditions, or adopt safeguard measures in exceptional dangerous circumstances.

                                            ê 2002/84/EC Recital 3 (adapted)

  19) Regulation (EC) No 2099/2002 of the European Parliament and of the Council of 5 November 2002, establishing a Committee on  Safe  Seas  and
      the Prevention of Pollution from Ships (COSS)[16] Ö centralised Õ the tasks of the committees established  under  the  pertinent  Community
      legislation on maritime safety, the prevention of pollution from ships and the protection of shipboard living and working conditions.

  20) ê 98/18/EC Recital 19 (adapted)

  21) Ö It should be possible to adapt certain Õ provisions of this  Directive,  as  well  as  Annex  I,  to  take  account  of  developments  at
      international level and specifically amendments to International Conventions.

                                            ê 

  22) The measures necessary for the implementation of this Directive should be adopted in accordance with Council  Decision  1999/468/EC  of  28
      June 1999 laying down the procedures for the exercise of implementing powers conferred on the Commission[17].

                                            ê 98/18/EC Recital 20

  23) For the control of the effective implementation and enforcement of this Directive, surveys are to  be  carried  out  on  new  and  existing
      passenger ships and craft. Compliance with this Directive has to be certified by or on behalf of the administration of the flag State.

                                            ê 98/18/EC Recital 16 (adapted)

  24) In order to ensure full application of this Directive, Member States should lay down a system  of  penalties  for  breaching  the  national
      provisions adopted pursuant to this Directive and may control the compliance with the provisions  of  this  Directive  Ö on  the  basis  of
      provisions modelled Õ on those Ö laid down Õ in [Council Directive 95/21/EC of 19 June 1995  concerning  the  enforcement,  in  respect  of
      shipping using Community ports and sailing in the waters under jurisdiction of the Member  States,  of  international  standards  for  ship
      safety, pollution prevention and shipboard living and working conditions (port State control)][18].

                                            ê 

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

                                            ê 98/18/EC

HAVE ADOPTED THIS DIRECTIVE:

                                                                    Article 1

                                                                     Purpose

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

                                                                    Article 2

                                                                   Definitions

                                            ê 98/18/EC (adapted)

For the purpose of this Directive ,

                                            ê 2002/84/EC Art. 7 pt. 1

(a)   ‘International Conventions’ means the 1974 International Convention for the Safety of Life at Sea (the  1974  SOLAS  Convention),  and  the
       1966 International Convention on Load Lines, together with Protocols and amendments thereto, in their up-to-date versions;

(b)   ‘Intact Stability Code’ means the ‘Code on Intact Stability for all types of ships covered by IMO Instruments’ contained  in  IMO  Assembly
       Resolution A.749(18) of 4 November 1993, in its up-to-date version;

(c)   ‘High Speed Craft Code’ means the ‘International Code for  Safety  of  High  Speed  Craft’  contained  in  IMO  Maritime  Safety  Committee
       Resolution MSC 36 (63) of 20 May 1994, in its up-to-date version;

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

                                            ê 98/18/EC

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

                                            ê 2003/24/EC Art. 1 pt. 1

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

                                            ê 2002/84/EC Art. 7 pt. 1 (adapted)

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

                                            ê 2002/84/EC Art. 7 pt. 1

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

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

                                            ê 98/18/EC (adapted)

(h)   ‘a new ship’ means a ship the keel of which Ö was Õ laid or which Ö was Õ at a similar stage of construction on or after Ö 1  July  1998 Õ.
       A similar stage of construction means the stage at which:

                                            ê 98/18/EC

       (i)  construction identifiable with a specific ship begins; and

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

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

                                            ê 2003/24/EC Art. 1 pt. 1

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

                                            ê 98/18/EC

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

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

       (ii) a child under one year of age;

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

(m)   ‘bow height’ means the bow height defined in Regulation 39 of the 1966 International Convention on Load Lines as the vertical  distance  at
       the forward perpendicular between the waterline corresponding to the assigned summer freeboard and the designed trim and the  top  of  the
       exposed deck at side;

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

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

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

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

(q)   ‘sea area’ means an area as established pursuant to the provision of Article 4(2).

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

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

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

(t)   ‘administration of the flag State’ means the competent authorities of the State whose flag the ship or craft is entitled to fly;

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

(v)   ‘recognised organisation’ means an organisation recognised in conformity with [Article 4 of Council Directive 94/57/EC of 22 November  1994
       on  common  rules  and  standards  for  ship  inspection  and  survey  organisations  and  for  the  relevant   activities   of   maritime
       administrations][19];

(w)   ‘a mile’ is 1 852 metres;

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

                                            ê 2003/24/EC Art. 1 pt. 1

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

                                            ê 98/18/EC (adapted)

                                                                    Article 3

                                                                      Scope

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

                                            ê 98/18/EC

(a)   new passenger ships;

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

(c)   high speed passenger craft.

                                            ê 98/18/EC (adapted)

                                            ê 98/18/EC

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

2. This Directive does not apply to:

                                            ê 98/18/EC (adapted)

(a)   passenger ships which are:

                                            ê 98/18/EC

       (i)  ships of war and troopships,

       (ii) ships not propelled by mechanical means,

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

       (iv) wooden ships of primitive build,

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

       (vi) pleasure yachts unless they are or will be crewed and carrying more than 12 passengers for commercial purposes,

       (vii)      ships exclusively engaged in port areas;

                                            ê 98/18/EC (adapted)

(b)   high speed passenger craft which are:

                                            ê 98/18/EC

       (i)  craft of war and troopcraft,

       (ii) pleasure craft, unless they are or will be crewed and carrying more than 12 passengers for commercial purposes, and

       (iii)      craft exclusively engaged in port areas.

                                                                    Article 4

                                                            Classes of passenger ships

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

|«Class A»         |means a passenger ship engaged on domestic voyages other than voyages covered by Classes B, C and D.                  |
|«Class B»         |means a passenger ship engaged on domestic voyages in the course of which it is at no time more than 20 miles from the|
|                  |line of coast, where shipwrecked persons can land, corresponding to the medium tide height.                           |
|«Class C»         |means a passenger ship engaged on domestic voyages in sea areas where the probability of exceeding 2,5 m significant  |
|                  |wave height is smaller than 10 % over a one-year period for all-year-round operation, or over a specific restricted   |
|                  |period of the year for operation exclusively in such period (e.g. summer period operation), in the course of which it |
|                  |is at no time more than 15 miles from a place of refuge, nor more than 5 miles from the line of coast, where          |
|                  |shipwrecked persons can land, corresponding to the medium tide height.                                                |
|«Class D»         |means a passenger ship engaged on domestic voyages in sea areas where the probability of exceeding 1,5 m significant  |
|                  |wave height is smaller than 10 % over a one-year period for all-year-round operation, or over a specific restricted   |
|                  |period of the year for operation exclusively in such period (e.g. summer period operation), in the course of which it |
|                  |is at no time more than 6 miles from a place of refuge, nor more than 3 miles from the line of coast, where           |
|                  |shipwrecked persons can land, corresponding to the medium tide height.                                                |

                                            ê 2003/24/EC Art. 1 pt. 2

2. Each Member State shall:

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

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

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

                                            ê 98/18/EC

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

                                                                    Article 5

                                                                   Application

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

2. Member States shall not withhold from operation, for reasons arising from this Directive, passenger ships or high speed passenger craft,  when
engaged on domestic voyages, which comply with the requirements of this Directive, including any additional  requirements  imposed  by  a  Member
State in accordance with the provisions of Article 9(1).

Each Member State, acting in its capacity as host State, shall recognise the High Speed Craft Safety Certificate and Permit to Operate issued  by
another Member State for high speed passenger craft, when engaged on domestic voyages, or the Passenger Ship Safety Certificate  referred  to  in
Article 13 issued by another Member State for passenger ships when engaged on domestic voyages.

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

                                            ê 98/18/EC (adapted)

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

                                            ê 98/18/EC
                                            è1 2002/84/EC Art. 7 pt. 2

                                                                    Article 6

                                                               Safety requirements

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

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

(b)   the provisions of Chapters IV, including the 1988 GMDSS amendments, V and VI of the 1974 SOLAS Convention, è1 in its up-to-date  version ç,
       shall apply;

                                            ê 98/18/EC (adapted)
                                            è1 2002/84/EC Art. 7 pt. 2

(c)   the provisions for shipborne navigational equipment of Regulation 12, Chapter  V  of  the  1974  SOLAS  Convention,  è1 in  its  up-to-date
       version ç, shall apply. Shipborne navigational equipment, as listed in Annex A(1) to Directive 96/98/EC and complying with the  provisions
       of the latter, is considered to be in conformity with the type approval requirements of Regulation 12Ö ,  Chapter  V  of  the  1974  SOLAS
       Convention Õ.

                                            ê 98/18/EC

2. With regard to new passenger ships:

(a)   general requirements:

                                            ê 98/18/EC (adapted)
                                            è1 2002/84/EC Art. 7 pt. 2

       (i)  new passenger ships of Class A shall comply entirely with the requirements  of  the  1974  SOLAS  Convention,  è1 in  its  up-to-date
           version ç, and with the specific relevant requirements specified in Ö the enacting terms of Õ  this  Directive  and  Ö in Õ  Annex  I
           Ö thereto Õ. For those regulations, for which  SOLAS  leaves  the  interpretation  to  the  discretion  of  the  Administration,  the
           Administration of the flag State shall apply the interpretations as contained in Annex I;

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

                                            ê 98/18/EC

(b)   load line requirements:

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

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

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

       (iv) new passenger ships of Classes A, B, C, and D shall have a full deck.

3. With regard to existing passenger ships:

                                            ê 98/18/EC (adapted)
                                            è1 2002/84/EC Art. 7 pt. 2

(a)   existing passenger ships of Class A shall comply with the regulations for existing passenger ships defined in the  1974  SOLAS  Convention,
       è1 in its up-to-date version ç, and with the specific relevant requirements Ö in the enacting terms Õ of this Directive and Ö in Õ Annex I
       Ö thereto Õ. For those regulations, for which SOLAS leaves the interpretation to the discretion of the Administration, the  Administration
       of the flag State shall apply the interpretations as contained in Annex I;

(b)   existing passenger ships of Class B shall comply with the specific relevant requirements Ö in the enacting terms Õ of  this  Directive  and
       Ö in Õ Annex I Ö thereto Õ;

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

                                            ê 98/18/EC

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

                                            ê 98/18/EC (adapted)

(d)   where a Member State is of the view that  rules  required  by  the  Administration  of  the  host  State  pursuant  to  paragraph  (c)  are
       unreasonable, it shall immediately notify the Commission thereof. The Commission shall initiate proceedings in order to take a decision in
       accordance with the procedure Ö referred to Õ in Article 11(2);

                                            ê 98/18/EC

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

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

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

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

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

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

                                            ê 98/18/EC (adapted)

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

                                            ê 98/18/EC

4. With regard to high speed passenger craft:

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

                                            ê 98/18/EC (adapted)

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

         – delivery and commissioning Ö has taken Õ place not later than Ö 4 December 1998 Õ, and

                                            ê 98/18/EC

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

                                            ê Corrigendum 98/18/EC (OJ L 113, 12.5.2000, p. 55)

(b)   high speed passenger craft constructed before 1 January 1996 and complying with the  requirements  of  the  High  Speed  Craft  Code  shall
       continue operation certified under this Code.

                                            ê 98/18/EC (adapted)

      High speed passenger craft constructed before 1 January 1996 and not complying with the requirements of the High Speed Craft Code  may  not
       be engaged on domestic voyages, unless they were already in operation on domestic voyages in a Member State Ö on 4 June 1998 Õ,  in  which
       case they may be allowed to continue their domestic operation in that Member State. Such craft shall comply with the requirements  of  the
       DSC Code as amended;

                                            ê 98/18/EC

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

                                            ê 2003/24/EC Art. 1 pt. 3 (adapted)

                                                                    Article 7

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

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

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

                                                                    Article 8

                                              Safety requirements for persons with reduced mobility

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

                                            ê 2003/24/EC Art. 1 pt. 3

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

                                            ê 2003/24/EC Art. 1 pt. 3 (adapted)

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

                                            ê 2003/24/EC Art. 1 pt. 3

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

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

                                            ê 98/18/EC (adapted)

                                                                    Article 9

                                  Additional safety requirements, equivalents, exemptions and safeguard measures

1.

                                            ê 98/18/EC

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

                                            ê 98/18/EC (adapted)

2.

                                            ê 98/18/EC

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

                                            ê 98/18/EC (adapted)

3.

                                            ê 98/18/EC (adapted)

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

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

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

                                            ê 98/18/EC (adapted)

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

                                            ê 98/18/EC

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

                                            ê 98/18/EC (adapted)

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

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

5.

                                            ê 98/18/EC

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

In the above circumstances the following procedure shall apply:

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

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

                                            ê 98/18/EC (adapted)

(c)   it Ö shall Õ be decided, in accordance with the procedure Ö referred to Õ in Article 11(2), whether or  not  the  decision  of  the  Member
       State to suspend the operation of such ship or craft or to impose the additional measures is justified for reasons of  serious  danger  to
       safety of life or property, or the environment and, if the suspension or the measures are not justified, that the Member  State  concerned
       Ö shall Õ be required to withdraw the suspension or the measures.

                                            ê 2002/84/EC Art. 7 pt. 3 (adapted)

                                                                    Article 10

                                                                   Adaptations

Ö 1. Õ In accordance with the procedure Ö referred to Õ in  Article  11(2),  Ö the  following  may  be  adapted  in  order  to  take  account  of
developments at international level, in particular within IMO Õ:

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

                                            ê 2002/84/EC Art. 7 pt. 3

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

                                            ê 2002/84/EC Art. 7 pt. 3 (adapted)

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

                                            ê 2002/84/EC Art. 7 pt. 3

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

                                            ê 2002/84/EC Art. 7 pt. 3 (adapted)

      Ö 2. In accordance with the procedure referred to in Article 11(2), Õ Annexes may be amended in order to:

                                            ê 2002/84/EC Art. 7 pt. 3

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

(b)   improve the technical specifications thereof, in the light of experience.

                                            ê 2002/84/EC Art. 7 pt. 3 (adapted)

Ö 3. Õ The amendments to the international instruments referred to in Article 2 may be excluded from the scope of  this  Directive,  pursuant  to
Article 5 of Regulation (EC) No 2099/2002 of the European Parliament and of the Council of 5 November 2002 establishing a Committee on Safe  Seas
and the Prevention of Pollution from Ships (COSS)[20].

                                            ê 2002/84/EC Art. 7 pt. 4

                                                                    Article 11

                                                                    Committee

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

2. Where reference is made to this paragraph, Articles 5 and 7 of Council Decision 1999/468/EC of 28 June 1999 laying  down  the  procedures  for
the exercise of implementing powers conferred on the Commission[21] shall apply, having regard to the provisions of Article 8 thereof.

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

3. The Committee shall adopt its rules of procedure.

                                            ê 98/18/EC

                                                                    Article 12

                                                                     Surveys

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

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

(b)   a periodical survey once every 12 months;

(c)   additional surveys, as the occasion arises.

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

                                            ê 98/18/EC (adapted)

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

                                            ê 98/18/EC

(b)   a periodical survey once every 12 months;

(c)   additional surveys, as the occasion arises.

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

                                            ê 98/18/EC (adapted)

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

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

5. The surveys mentioned in paragraphs 1, 2 and 3 shall be carried out by the exclusive  surveyors  of  the  Administration  of  the  flag  State
itself, Ö or Õ of a recognised organisation or of the Member State authorised by the flag State  to  carry  out  surveys,  with  the  purpose  of
ensuring that all applicable requirements of this Directive are complied with.

                                            ê 98/18/EC

                                                                    Article 13

                                                                   Certificates

1. All new and existing passenger ships shall be provided with a Passenger Ship  Safety  Certificate  in  compliance  with  this  Directive.  The
certificate shall have a format as laid down in Annex II. This certificate shall be issued by the Administration  of  the  flag  State  after  an
initial survey, as described in Article 12(1)(a) and (2)(a), has been carried out.

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

Renewal of the Passenger Ship Safety Certificate shall be issued after a periodical survey, as described in  Article  12(1)(b)  and  (2)(b),  has
been carried out.

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

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

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

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

                                                                    Article 14

                                                           SOLAS Convention regulations

With regard to passenger ships engaged on international voyages:

                                            ê 98/18/EC (adapted)

1.     the Community shall submit Ö requests Õ to the IMO to:

                                            ê 98/18/EC

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

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

                                            ê 98/18/EC (adapted)

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

                                            ê 98/18/EC

                                                                    Article 15

                                                                    Penalties

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

                                                                    Article 16

                                                               ê 98/18/EC (adapted)

Ö Notification Õ

Member States shall immediately notify to the Commission all provisions of domestic law Ö adopted Õ in the field governed by this Directive.  The
Commission shall inform the other Member States thereof.

                                            ê 

                                                                    Article 17

                                                                      Repeal

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

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

                                            ê 98/18/EC (adapted)

                                                                    Article 18

                                                                 Entry into force

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

                                            ê 98/18/EC

                                                                    Article 19

                                                                    Addressees

This Directive is addressed to the Member States.

Done at Brussels, […]

For the European Parliament  For the Council
The President    The President
[…]   […]

                                            ê 2002/25/EC Art. 1 and Annex

                                                                     ANNEX I

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

                                                                Table of contents

|CHAPTER I — GENERAL PROVISIONS                                                                                                           |
|CHAPTER II-1 — CONSTRUCTION — SUBDIVISION AND STABILITY, MACHINERY AND ELECTRICAL INSTALLATIONS                                          |
|PART A — GENERAL                                                                                                                         |
|1. Definitions relating to Part B (R 2)                                                                                                  |
|2. Definitions relating to Parts C, D, and E (R 3)                                                                                       |
|PART B — INTACT STABILITY, SUBDIVISION AND DAMAGE STABILITY                                                                              |
|1. Intact stability Resolution A.749 (18)                                                                                                |
|2. Watertight subdivision                                                                                                                |
|3. Floodable length (R 4)                                                                                                                |
|4. Permissible length of compartments (R 6)                                                                                              |
|5. Permeability (R 5)                                                                                                                    |
|6. Subdivision factor                                                                                                                    |
|7. Special requirements concerning ship subdivision (R 7)                                                                                |
|8. Stability in damaged conditions (R 8)                                                                                                 |
|8-1. Stability of ro-ro passenger ships in damaged conditions (R 8-1)                                                                    |
|8-2. Special requirements for ro-ro passenger ships carrying 400 persons or more (R 8-2)                                                 |
|8-3. Special requirements for passenger ships, other than Ro-Ro passenger ships, carrying 400 persons or more                            |
|9. Peak and machinery space bulkheads (R 10)                                                                                             |
|10. Double bottoms (R 12)                                                                                                                |
|11. Assigning, marking and recording of subdivision load lines (R 13)                                                                    |
|12. Construction and initial testing of watertight bulkheads, etc. (R 14)                                                                |
|13. Openings in watertight bulkheads (R 15)                                                                                              |
|14. Ships carrying goods vehicles and accompanying personnel (R 16)                                                                      |
|15. Openings in the shell plating below the margin line (R 17)                                                                           |
|16. Watertight integrity of passenger ships above the margin line (R 20)                                                                 |
|17. Closure of cargo loading doors (R 20-1)                                                                                              |
|17-1. Watertight integrity from the ro-ro deck (bulkhead deck) to spaces below (R 20-2)                                                  |
|17-2. Access to ro-ro decks (R 20-3)                                                                                                     |
|17-3. Closure of bulkheads on the ro-ro deck (R 20-4)                                                                                    |
|18. Stability information (R 22)                                                                                                         |
|19. Damage control plans (R 23)                                                                                                          |
|20. Integrity of the hull and superstructure, damage prevention and control (R 23-2)                                                     |
|21. Marking, periodical operation and inspection of watertight doors, etc. (R 24)                                                        |
|22. Entries in log (R 25)                                                                                                                |
|23. Hoistable car platforms and ramps                                                                                                    |
|24. Railings                                                                                                                             |
|PART C — MACHINERY                                                                                                                       |
|1. General (R 26)                                                                                                                        |
|2. Internal combustion engines (R 27)                                                                                                    |
|3. Bilge pumping arrangement (R 21)                                                                                                      |
|4. Number and type of bilge pumps (R 21)                                                                                                 |
|5. Means of going astern (R 28)                                                                                                          |
|6. Steering gear (R 29)                                                                                                                  |
|7. Additional requirements for electric and electro-hydraulic steering gear (R 30)                                                       |
|8. Ventilating systems in machinery spaces (R 35)                                                                                        |
|9. Communication between the navigating bridge and machinery space (R 37)                                                                |
|10. Engineers' alarm (R 38)                                                                                                              |
|11. Location of emergency installations (R 39)                                                                                           |
|12. Machinery controls (R 31)                                                                                                            |
|13. Steam pipe systems (R 33)                                                                                                            |
|14. Air pressure systems (R 34)                                                                                                          |
|15. Protection against noise (R 36)                                                                                                      |
|16. Lifts                                                                                                                                |
|PART D — ELECTRICAL INSTALLATIONS                                                                                                        |
|1. General (R 40)                                                                                                                        |
|2. Main source of electrical power and lighting (R 41)                                                                                   |
|3. Emergency source of electrical power (R 42)                                                                                           |
|4. Supplementary emergency lighting for ro-ro ships (R 42-1)                                                                             |
|5. Precautions against shock, fire and other hazards of electrical origin (R 45)                                                         |
|PART E — ADDITIONAL REQUIREMENTS FOR PERIODICALLY UNATTENDED MACHINERY SPACES                                                            |
|Special consideration (R 54)                                                                                                             |
|1. General (R 46)                                                                                                                        |
|2. Fire precautions (R 47)                                                                                                               |
|3. Protection against flooding (R 48)                                                                                                    |
|4. Control of propulsion machinery from the navigating bridge (R 49)                                                                     |
|5. Communication (R 50)                                                                                                                  |
|6. Alarm system (R 51)                                                                                                                   |
|7. Safety systems (R 52)                                                                                                                 |
|8. Special requirements for machinery, boiler and electrical installations (R 53)                                                        |
|9. Automatic control and alarm system (R 53.4)                                                                                           |
|CHAPTER II-2 — FIRE PROTECTION, FIRE DETECTION AND FIRE EXTINCTION                                                                       |
|PART A — GENERAL                                                                                                                         |
|1. Basic principles (R 2)                                                                                                                |
|2. Definitions (R 3)                                                                                                                     |
|3. Fire pumps, fire mains, hydrants, hoses and nozzles (R 4)                                                                             |
|4. Fixed fire-extinguishing systems (R 5 + 8 + 9 + 10)                                                                                   |
|5. Portable fire extinguishers (R 6)                                                                                                     |
|6. Fire-extinguishing arrangements in machinery spaces (R 7)                                                                             |
|7. Special arrangements in machinery spaces (R 11)                                                                                       |
|8. Automatic sprinkler, fire detection and fire alarm systems (R 12)                                                                     |
|9. Fixed fire detection and fire alarm systems (R 13)                                                                                    |
|10. Arrangements for oil fuel, lubricating oil and other flammable oils (R 15)                                                           |
|11. Firefighter's outfit (R 17)                                                                                                          |
|12. Miscellaneous items (R 18)                                                                                                           |
|13. Fire control plans (R 20)                                                                                                            |
|14. Operational readiness and maintenance.                                                                                               |
|15. Instructions, on-board training and drills                                                                                           |
|16. Operations                                                                                                                           |
|PART B — FIRE SAFETY MEASURES                                                                                                            |
|1. Structure (R 23)                                                                                                                      |
|2. Main vertical zones and horizontal zones (R 24)                                                                                       |
|3. Bulkheads within a main vertical zone (R 25)                                                                                          |
|4. Fire integrity of bulkheads and decks in new ships carrying more than 36 passengers (R 26)                                            |
|5. Fire integrity of bulkheads and decks in new ships carrying not more than 36 passengers and existing class B ships carrying more than |
|36 passengers (R 27)                                                                                                                     |
|6. Means of escape (R 28)                                                                                                                |
|6-1. Escape routes on ro-ro passenger ships (R 28-1)                                                                                     |
|7. Penetrations and openings in «A» and «B» class divisions (R 30, 31)                                                                   |
|8. Protection of stairways and lifts in accommodation and service spaces (R 29)                                                          |
|9. Ventilation systems (R 32)                                                                                                            |
|10. Windows and sidescuttles (R 33)                                                                                                      |
|11. Restricted use of combustible material (R 34)                                                                                        |
|12. Details of construction (R 35)                                                                                                       |
|13. Fixed fire detection and fire alarm systems and automatic sprinkler, fire detection and fire alarm system (R 14) (R 36)              |
|14. Protection of special category spaces (R 37)                                                                                         |
|15. Fire patrols, detection, alarms and public address systems (R 40)                                                                    |
|16. Upgrading of existing Class B ships carrying more than 36 passengers (R 41-1)                                                        |
|17. Special requirements for ships carrying dangerous goods (R 41)                                                                       |
|18. Special requirements for helicopter facilities.                                                                                      |
|CHAPTER III — LIFE SAVING APPLIANCES                                                                                                     |
|1. Definitions (R 3)                                                                                                                     |
|2. Communication, survival craft and rescue boats, personal life-saving appliances (R 6 + 7 + 18 + 21 + 22 )                             |
|3. Emergency alarm, operating instructions, training manual, assembly lists and emergency instructions (R 6 + 8 + 9 +19 + 20)            |
|4. Manning of survival craft and supervision (R 10)                                                                                      |
|5. Survival craft assembly and embarkation arrangements (R 11 + 23+ 25)                                                                  |
|5-1. Requirements for ro-ro passenger ships (R 26)                                                                                       |
|5-2. Helicopter landing and pick-up areas (R 28)                                                                                         |
|5-3. Decision support system for masters (R 29)                                                                                          |
|6. Launching stations (R 12)                                                                                                             |
|7. Stowage of survival craft (R 13 + 24)                                                                                                 |
|8. Stowage of rescue boats (R 14)                                                                                                        |
|8a. Stowage of marine evacuation systems (R 15)                                                                                          |
|9. Survival craft launching and recovering arrangements (R 16)                                                                           |
|10. Rescue boat embarkation, launching and recovery arrangements (R 17)                                                                  |
|11. Emergency instructions (R 19)                                                                                                        |
|12. Operational readiness, maintenance and inspections (R 20)                                                                            |
|13. Abandon ship training and drills (R 19 + R 30)                                                                                       |

                                                                    CHAPTER I

                                                                GENERAL PROVISIONS

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

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

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

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

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

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

     – any change that substantially alters the dimensions of a ship,

      example: lengthening by adding new midbody,

     – any change that substantially alters the passenger-carrying capacity of a ship,

      example: vehicle deck converted to passenger accommodation,

     – any change that substantially increases a ship's service life,

      example: renewal of passenger accommodation on one entire deck.

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

                                                                   CHAPTER II-1

                                 CONSTRUCTION — SUBDIVISION AND STABILITY, MACHINERY AND ELECTRICAL INSTALLATIONS

                                                                      PART A
                                                                     GENERAL

1     Definitions relating to Part B (R 2)

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

.2    Steering gear power unit is:

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

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

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

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

.4    Normal operational and habitable condition is a condition under which the ship  as  a  whole,  the  machinery,  services,  means  and  aids
       ensuring propulsion, ability to steer, safe navigation, fire and flooding safety, internal and external communications and signals,  means
       of escape, and emergency boat winches, as well as the designed comfortable conditions of habitability are in working order and functioning
       normally.

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

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

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

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

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

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

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

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

.13   Maximum astern speed is the speed which it is estimated the ship can attain at the designed maximum astern power at  the  deepest  seagoing
       draught.

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

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

       .1   internal combustion machinery used for main propulsion; or

       .2   internal combustion machinery used for purposes other than main propulsion where such machinery has in the aggregate  a  total  power
           output of not less than 375 kW; or

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

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

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

                                                                      PART B
                                                INTACT STABILITY, SUBDIVISION AND DAMAGE STABILITY

1     Intact stability Resolution A.749 (18)

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

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

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

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

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

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

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

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

       (iii)      0,03 metre-radians between the angles of heel of 30° and 40° or between 30° and the angle of flooding if  this  angle  is  less
           than 40°;

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

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

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

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

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

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

2     Watertight subdivision

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

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

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

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

3     Floodable length (R 4)

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

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

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

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

4     Permissible length of compartments (R 6)

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

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

5     Permeability (R 5)

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

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

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

6     Subdivision factor

The factor of subdivision shall be:

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

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

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

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

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

7     Special requirements concerning ship subdivision (R 7)

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

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

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

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

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

.3    A main transverse bulkhead may be recessed provided that all parts of the recess lie inboard of vertical surfaces  on  both  sides  of  the
       ship, situated at a distance from the shell plating equal to one fifth of the breadth of the ship, and measured at  right  angles  to  the
       centreline at the level of the deepest subdivision load line. Any part of a recess which lies outside these limits shall be dealt with  as
       a step in accordance with paragraph 6.

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

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

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

NEW CLASS B, C AND D SHIPS:

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

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

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

       .3   the compartment over which the step extends does not exceed the permissible length corresponding to a margin line taken  76 mm  below
           the step.

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

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

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

8     Stability in damaged conditions (R 8)

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

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

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

.1.3  Where the required factor of subdivision is 0,50, the intact stability shall be adequate to withstand the  flooding  of  any  two  adjacent
       compartments.

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

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

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

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

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

       .2.3.2     The area under the righting lever curve shall be at least 0,015 m-rad, measured from the angle of equilibrium to the lesser of:

           .1    the angle at which progressive flooding occurs;

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

       .2.3.3     A residual righting lever is to be obtained within the range of positive stability, taking into account  the  greatest  of  the
           following heeling moments:

           .1    the crowding of all passengers towards one side;

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

           .3    due to wind pressure;

            as calculated by the formula:

            GZ(metres) = (heeling moment)/(displacement) + 0,04

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

       .2.3.4     For the purpose of calculating the heeling moments in paragraph .2.3.3 the following assumptions shall be made:

           .1    Moment due to crowding of passengers:

                .1.1   four persons per square metre;

                .1.2   a mass of 75 kg for each passenger;

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

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

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

                .2.2   for lifeboats which are arranged to be launched fully loaded from the stowed position, the maximum heeling  moment  during
                    launching shall be taken;

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

                .2.4   persons not in the life-saving appliances which are swung out shall not provide  either  additional  heeling  or  righting
                    moment;

                .2.5   life-saving appliances on the side of the ship opposite to the side to which the ship has heeled shall be assumed to be in
                    a stowed position.

           .3    Moments due to wind pressure:

                .3.1   class B: a wind pressure of 120 N/m2 to be applied;

                  classes C and D: a wind pressure of 80 N/m2 to be applied;

                .3.2   the area applicable shall be the projected lateral area of the ship  above  the  waterline  corresponding  to  the  intact
                    condition;

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

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

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

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

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

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

|Spaces                                                                                  |Permeability                     |
|                                                                                        |(%)                              |
|Appropriated to cargo or stores                                                         |60                               |
|Occupied by accommodations                                                              |95                               |
|Occupied by machineries                                                                 |85                               |
|Intended for liquids                                                                    |0 or 95(*)                       |
|(*) Whichever results in more severe requirements.                                                                        |

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

.4    Assumed extent of damage shall be as follows:

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

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

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

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

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

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

       .1   in the case of symmetrical flooding there shall be a positive residual metacentric height of at least  50 mm  as  calculated  by  the
           constant displacement method;

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

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

       .2b  for existing class B non ro-ro passenger ships, constructed before 29 April 1990, in the case of unsymmetrical  flooding,  the  angle
           shall not exceed 7°, except that in exceptional cases the Administration may allow additional heel due to the  unsymmetrical  moment,
           but in no case the final heel shall exceed 15°.

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

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

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

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

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

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

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

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

EXISTING CLASS B RO-RO PASSENGER SHIPS:

.1    Existing class B ro-ro passenger ships shall comply with Regulation 8, not later than the date of the first  periodical  survey  after  the
       date of compliance prescribed below, according to the value of A/Amax as defined in the Annex of the Calculation Procedure to  Assess  the
       Survivability Characteristics of Existing Ro-Ro Passenger Ships When Using  a  Simplified  Method  Based  Upon  Resolution  A.265  (VIII),
       developed by the Maritime Safety Committee at its 59th session in June 1991 (MSC/Circ. 574):

| Value of A/Amax:                                                                    |Date of compliance:                                 |
| less than 85 %                                                                      |1 October 1998                                      |
| 85 % or more but less than 90 %                                                     |1 October 2000                                      |
| 90 % or more but less than 95 %                                                     |1 October 2002                                      |
| 95 % or more but less than 97,5 %                                                   |1 October 2004                                      |
| 97,5 % or more                                                                      |1 October 2005                                      |

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

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

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

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

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

|.2.1 Value of A/Amax:                                                                |Date of compliance:                                |
| less than 85 %                                                                      |1 October 1998                                     |
| 85 % or more but less than 90 %                                                     |1 October 2000                                     |
| 90 % or more but less than 95 %                                                     |1 October 2002                                     |
| 95 % or more but less than 97,5 %                                                   |1 October 2004                                     |
| 97,5 % or more                                                                      |1 October 2010                                     |
|.2.2 Number of persons permitted to be carried:                                                                                          |
| 1 500 or more                                                                       |1 October 2002                                     |
| 1 000 or more but less than 1 500                                                   |1 October 2006                                     |
| 600 or more but less than 1 000                                                     |1 October 2008                                     |
| 400 or more but less than 600                                                       |1 October 2010                                     |

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

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

8-3   Special requirements for passenger ships, other than ro-ro passenger ships, carrying 400 persons or more

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

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

9     Peak and machinery space bulkheads (R 10)

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

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

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

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

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

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

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

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

      However in existing class B ships:

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

       .2   where the existing ramp does not comply with the requirements for acceptance as an  extension  to  the  collision  bulkhead  and  the
           position of the ramp prevents the siting of such extension within the limits specified in paragraph .1 or paragraph .2, the extension
           may be sited within a limited distance aft of the aft limit specified in paragraph .1  or  paragraph .2.  The  limited  distance  aft
           should be no more than is necessary to ensure non-interference with the ramp. The extension to  the  collision  bulkhead  shall  open
           forward and comply with the requirements of paragraph .3 and shall be so arranged as to preclude the possibility of the ramp  causing
           damage to it in the case of damage to, or detachment of, the ramp.

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

                                            ê 2002/25/EC Art. 1 and Annex (adapted)

.6    In existing class B ships, the requirements of paragraph .3 and .4 apply Ö as from Õ the date of the  first  periodical  survey  after  Ö 1
       July 1998 Õ .

                                            ê 2002/25/EC Art. 1 and Annex

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

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

10    Double bottoms (R 12)

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

.1    In new class B, C and D and existing class B ships, and new ships constructed on or after 1 January 2003 with a  length  of  24 metres  and
       above, a double bottom shall be fitted extending from the forepeak bulkhead to the afterpeak bulkhead as far as this  is  practicable  and
       compatible with the design and proper working of the ship.

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

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

       .3   In ships of 76 metres in length and upwards, a double bottom shall be fitted admidships and shall extend to the fore and  after  peak
           bulkhead or as near as practicable.

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

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

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

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

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

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

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

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

      If there is more than one subdivision load line, the alternative conditions shall be identified by the notations C.2, C.3, C.4 etc.[22].

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

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

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

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

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

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

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

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

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

.2.2  Where frames or beams pass through a watertight deck or bulkhead, such deck or bulkhead shall be made structurally watertight  without  the
       use of wood or cement.

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

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

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

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

13    Openings in watertight bulkheads (R 15)

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

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

.2.1  Where pipes, scuppers, electrical cables, etc., are carried through watertight subdivision bulkheads, arrangements shall be made to  ensure
       the watertight integrity of the bulkheads.

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

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

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

       .1   in the collision bulkhead below the margin line;

       .2   in watertight transverse bulkheads dividing a cargo space from an adjoining cargo space, except as provided  for  in  paragraph .10.1
           and in Regulation 14.

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

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

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

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

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

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

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

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

      Sliding doors may be either:

         – hand-operated only, or

         – power-operated as well as hand-operated.

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

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

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

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

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

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

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

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

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

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

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

EXISTING CLASS B SHIPS:

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

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

.7.1  Each power-operated sliding watertight door:

       .1   shall have a vertical or horizontal motion;

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

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

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

           .2.3  the door shall be kept closed when the ship is at sea, except for limited periods when absolutely necessary  as  determined  by
                the Administration of the flag State;

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

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

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

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

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

.7.2  The electrical power required for power-operated sliding watertight doors shall be supplied from the emergency switchboard either  directly
       or by a dedicated distribution board situated above the bulkhead deck; the associated control, indication  and  alarm  circuits  shall  be
       supplied from the emergency switchboard either directly or by a dedicated distribution board situated  above  the  bulkhead  deck  and  be
       capable of being automatically supplied by the transitional source of emergency electrical power in the event of  failure  of  either  the
       main or emergency source of electrical power.

.7.3  Power-operated sliding watertight doors shall have either:

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

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

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

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

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

.7.4  Control handles shall be provided at each side of the bulkhead at a minimum height of 1,6 metres above the floor and shall be  so  arranged
       as to enable persons passing through the doorway to hold both handles in the open position without being able to  set  the  power  closing
       mechanism in operation accidentally. The direction of movement of the handles in opening and closing the door shall be in the direction of
       door movement and shall be clearly indicated. Hydraulic control handles for watertight doors in accommodation spaces shall,  if  only  one
       action is required to start the door's closing movement, be so placed that children cannot operate them, e. g.  behind  panel  doors  with
       bolts placed at least 170 cm above deck level.

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

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

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

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

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

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

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

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

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

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

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

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

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

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

NEW CLASS B, C AND D SHIPS:

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

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

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

14    Ships carrying goods vehicles and accompanying personnel (R 16)

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

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

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

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

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

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

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

.2.1  The arrangement and efficiency of the means for closing any opening in the shell plating shall be consistent with its intended purpose  and
       the position in which it is fitted.

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

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

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

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

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

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

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

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

.4.2  The requirements of the International Convention on Load Lines in force shall apply to  discharges  led  through  the  shell  plating  from
       spaces above the margin line.

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

      NEW CLASS B, C AND D SHIPS:

       .1   The handwheels or handles of the sea cocks shall be easily accessible for operation. All valves which  are  used  as  seacocks  shall
           close by clockwise movement of their handwheels.

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

17    Closure of cargo loading doors (R 20-1)

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

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

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

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

       .3   cargo loading doors in the collision bulkhead;

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

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

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

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

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

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

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

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

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

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

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

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

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

EXISTING CLASS B RO-RO PASSENGER SHIPS:

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

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

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

                                            ê 2002/25/EC Art. 1 and Annex (adapted)

.2.4  the requirements of paragraph .2.1 apply Ö as from Õ the date of the first periodical survey after Ö 1 July 1998 Õ .

                                            ê 2002/25/EC Art. 1 and Annex

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

ALL RO-RO PASSANGER SHIPS:

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

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

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

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

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

18    Stability information (R 22)

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

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

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

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

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

19    Damage control plans (R 23)

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

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

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

                                            ê 2002/25/EC Art. 1 and Annex (adapted)

This regulation applies to all ro-ro passenger ships, except that for existing ships paragraph .2 shall apply not later  than  the  date  of  the
first periodical survey after Ö 1 July 1998 Õ .

                                            ê 2002/25/EC Art. 1 and Annex

.1    Indicators shall be provided on the navigating bridge for all shell doors, loading doors and other closing appliances which, if  left  open
       or not properly secured, could lead to flooding of a special category space or ro-ro cargo space. The indicator system shall  be  designed
       on the fail-safe principle and shall show by visual alarms if the door is not fully closed or if any of the securing arrangements are  not
       in place and fully locked and by audible alarms if such door or closing  appliances  become  open  or  the  securing  arrangements  become
       unsecured. The indicator panel on the navigating bridge shall be equipped with a mode selection function «harbour/sea voyage» so  arranged
       that an audible alarm is given on the navigation bridge if the ship leaves harbour with the bow doors, inner  doors,  stern  ramp  or  any
       other shell doors not closed or any closing device not in correct position. The power supply for the indicator system shall be independent
       of the power supply for operating and securing the doors. Indicator systems, approved by the Administration of the flag State, which  were
       installed on board existing ships, need not be changed.

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

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

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

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

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

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

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

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

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

22    Entries in log (R 25)

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

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

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

23    Hoistable car platforms and ramps

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

On ships fitted with suspended decks for transport of passenger vehicles, the construction, installation and operation shall be  carried  out  in
accordance with measures imposed by the Administration of the flag State. With regard to the construction, the relevant  rules  of  a  recognised
organisation shall be used.

24    Railings

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

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

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

                                                                      PART C
                                                                    MACHINERY

1     General (R 26)

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

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

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

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

NEW CLASS B AND C SHIPS:

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

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

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

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

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

2     Internal combustion engines (R 27)

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

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

3     Bilge pumping arrangement (R 21)

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

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

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

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

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

.1.5  All distribution boxes and manually operated valves in connection with the bilge pumping arrangements  shall  be  in  positions  which  are
       accessible under ordinary circumstances.

NEW CLASS B, C AND D SHIPS:

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

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

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

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

           .2    the pumping arrangements required by this regulation take account of the requirements for any  fixed  pressure  water  spraying
                fire-extinguishing system;

           .3    water contaminated with petrol or other dangerous substances is not drained to machinery spaces or other spaces  where  sources
                of ignition may be present; and

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

      NEW CLASS A, B, C AND D SHIPS:

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

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

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

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

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

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

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

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

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

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

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

      d = 25 + 1,68 √(L (B + D))

      branch bilge suction pipes between collecting boxes and suctions:

      d = 25 + 2,15 √(L1 (B + D))

      where:

|d                |is the internal diameter of the bilge main (millimetres),                                                  |
|L and B          |are the length and the breadth of the ship (metres),                                                       |
|L1               |is the length of the compartment, and                                                                      |
|D                |is the moulded depth of the ship to bulkhead deck (metres) provided that, in a ship having an enclosed     |
|                 |cargo space on the bulkhead deck which is internally drained in accordance with the requirements of        |
|                 |paragraph 1.6.2 and which extends for the full length of the ship, D shall be measured to the next deck    |
|                 |above the bulkhead deck. Where the enclosed cargo spaces cover a lesser length, D shall be taken as the    |
|                 |mouled depth to the bulkhead deck plus lh/L where l and h are the aggregate length and height respectively |
|                 |of the enclosed cargo spaces.                                                                              |

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

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

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

4     Number and type of bilge pumps (R 21)

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

|up to 250 passengers:             |one main engine pump and one independent power pump, located and powered outside the engine room,      |
|over 250 passengers:              |one main engine pump and two independent power pumps, one of which has to be located and powered       |
|                                  |outside the engine room.                                                                               |

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

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

5     Means of going astern (R 28)

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

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

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

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

6     Steering gear (R 29)

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

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

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

       .2.1 of adequate strength, and capable to steer the ship at maximum service speed ahead, and so designed that they will not be damaged  at
           maximum speed astern;

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

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

.3    If fitted, the auxiliary steering gear shall be:

       .1   of adequate strength and capable of steering the ship at navigable speed and of being brought speedily into action in an emergency;

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

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

NEW CLASS B, C AND D SHIPS:

.4    Steering power units shall be:

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

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

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

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

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

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

NEW CLASS B, C AND D SHIPS:

.6    Steering gear control shall be provided:

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

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

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

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

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

       .2   means shall be provided in the steering gear compartment for disconnecting any control system operable  from  the  navigating  bridge
           from the steering gear it serves;

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

       .4   in the event of a failure in the electrical power supply to the control system, an audible and visual alarm shall  be  given  in  the
           navigating bridge; and

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

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

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

.10   The angular position of the rudder(s) shall:

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

       .2   be recognisable in the steering gear compartment.

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

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

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

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

.12   The steering gear compartments shall be:

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

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

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

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

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

NEW CLASS B, C AND D SHIPS:

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

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

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

NEW CLASS B, C AND D SHIPS:

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

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

8     Ventilating systems in machinery spaces (R 35)

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

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

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

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

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

10    Engineers' alarm (R 38)

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

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

11    Location of emergency installations (R 39)

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

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

12    Machinery controls (R 31)

NEW CLASS B, C AND D SHIPS:

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

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

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

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

       .3   the main propulsion machinery shall be provided with an emergency stopping device on the navigating bridge which shall be independent
           of the navigating bridge control system;

       .4   propulsion machinery orders from the navigating bridge shall be indicated in the main machinery control room or  at  the  manoeuvring
           platform as appropriate;

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

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

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

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

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

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

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

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

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

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

                                            ê 2002/25/EC Art. 1 and Annex (adapted)

.5

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

Ö .6  Where remote control of propulsion machinery from the navigating bridge is provided, the following shall apply: Õ

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

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

       Ö .3 the main propulsion machinery shall be provided with an emergency stopping device on the navigating bridge which shall be independent
           of the navigating bridge control system; Õ

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

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

       Ö .6 it shall be possible to control the propulsion machinery locally, even in the case of failure in  any  part  of  the  remote  control
           system. Õ

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

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

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

                                            ê 2002/25/EC Art. 1 and Annex

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

                                            ê 2002/25/EC Art. 1 and Annex (adapted)

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

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

Ö .7  Where the main propulsion and associated machinery, including sources of main electrical power supply, are provided  with  various  degrees
       of automatic and remote control and are under continuous manual supervision from a control room the arrangements and controls shall be  so
       designed, equipped and installed that the machinery operation will be as safe and effective as if it were under  direct  supervision;  for
       this purpose Regulations II-1/E/1 to II-1/E/5 shall apply as appropriate. Particular consideration shall be given to protect  such  spaces
       against fire and flooding. Õ

Ö .8  In general, automatic starting, operational and control systems shall include provisions for manually overriding  the  automatic  controls.
       Failure of any part of such systems shall not prevent the use of the manual override. Õ

                                            ê 2002/25/EC Art. 1 and Annex

13    Steam pipe systems (R 33)

NEW CLASS B, C AND D SHIPS:

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

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

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

14    Air pressure systems (R 34)

NEW CLASS B, C AND D SHIPS:

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

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

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

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

15    Protection against noise (R 36)[23]

NEW CLASS B, C AND D SHIPS:

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

16    Lifts

NEW CLASS A, B, C AND D SHIPS:

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

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

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

.4    The Administration of the flag  State  may  permit  the  periodical  inspections  to  be  carried  out  by  an  expert  authorised  by  the
       Administration, or by a recognised organisation.

                                                                      PART D
                                                             ELECTRICAL INSTALLATIONS

1     General (R 40)

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

.1    Electrical installations shall be such that:

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

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

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

.2    The Administration of the flag State shall take appropriate steps to ensure uniformity of implementation and application of  the  provision
       of this part in respect of electrical installations[24].

2     Main source of electrical power and lighting (R 41)

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

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

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

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

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

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

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

3     Emergency source of electrical power (R 42)

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

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

                                            ê 2002/25/EC Art. 1 and Annex (adapted)

.2    The emergency source of electric power may be either an accumulator battery capable of complying with  the  requirements  of  paragraph .5,
       without being recharged or suffering an  excessive  voltage  drop,  or  a  generator,  capable  of  complying  with  the  requirements  of
       paragraph .5, driven by internal combustion type of machinery with an independent supply of fuel having a  flashpoint  of  not  less  than
       43 °C, with automatic starting arrangements for new ships and approved starting arrangements for  existing  ships,  and  provided  with  a
       transitional source of emergency electrical power according to paragraph .6, unless, in the case of new class C and D ships of  less  than
       24 metres in length a suitably located independent battery arrangement is provided for that particular consumer for  the  period  of  time
       required for these regulations.

                                            ê 2002/25/EC Art. 1 and Annex

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

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

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

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

            12 hours for class B ships (new and existing)

            6 hours for class C ships (new)

            3 hours for class D ships (new);

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

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

           (b)   emergency lighting:

                1.     at every assembly or embarkation station and over the sides;

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

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

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

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

                6.     at all stowage positions for firefighter's outfits;

                7.     at the emergency bilge pump and one of the fire pumps, referred to in subparagraph (a) and at  the  starting  position  of
                    their motors;

           (c)   the ship's navigation lights;

           (d)   1.    all communication equipment,

                2.     the general alarm system,

                3.     the fire detecting system, and

                4.     all signals which may be required in an emergency, if they are electrically operated from the ship's main generating sets;

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

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

       .3   be capable to operate, for a period of half an hour, the power-operated  watertight  doors  together  with  the  associated  control,
           indication and alarm circuits.

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

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

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

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

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

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

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

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

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

.1    all passenger public spaces and alleyways shall be provided with supplementary electric lighting that can operate for at least three  hours
       when all other sources of electrical power have failed and under any condition of heel. The illumination provided shall be such  that  the
       approach to the means of escape can be readily seen. The source of power for the  supplementary  lighting  shall  consist  of  accumulator
       batteries located within  the  lighting  units  that  are  continuously  charged,  where  practicable,  from  the  emergency  switchboard.
       Alternatively, any other means of lighting which is at least as effective may be accepted by the Administration of  the  flag  State.  The
       supplementary lighting shall be such that any failure of the lamp will be immediately apparent. Any accumulator battery provided shall  be
       replaced at intervals having regards to the specific service life in the ambient conditions that they are subject to in service; and

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

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

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

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

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

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

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

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

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

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

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

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

NEW CLASS B, C AND D SHIPS:

                                            ê 2002/25/EC Art. 1 and Annex (adapted)

.5.3  Cables and wiring serving essential or emergency power, lighting, internal communications or signals shall so far as practicable be  routed
       clear of galleys, laundries, machinery spaces of category A and their casings and other high fire risk areas. In new  and  existing  ro-ro
       passenger ships, cabling for emergency alarms and public address systems installed on or after Ö 1 July 1998 Õ shall be  approved  by  the
       Administration of the flag State having regard to the recommendations developed by the IMO. Cables connecting fire pumps to the  emergency
       switchboard shall be of a fire-resistant type where they pass through high fire risk areas. Where practicable all such  cables  should  be
       run in such a manner as to preclude their being rendered unserviceable by heating of the bulkheads that may be caused  by  a  fire  in  an
       adjacent space.

                                            ê 2002/25/EC Art. 1 and Annex

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

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

.7.1  Each separate circuit shall be protected against short circuit and against overload, except as permitted in Regulations  II-1/C/6  and  II-
       1/C/7.

NEW CLASS B, C AND D SHIPS:

.7.2  Lighting fittings shall be so arranged as to prevent  temperature  rises  which  could  damage  the  cables  and  wiring,  and  to  prevent
       surrounding material from becoming excessively hot.

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

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

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

                                                                      PART E

ADDITIONAL REQUIREMENTS FOR PERIODICALLY UNATTENDED MACHINERY SPACES

Special consideration (R 54)

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

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

1     General (R 46)

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

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

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

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

2     Fire precautions (R 47)

NEW CLASS B, C AND D SHIPS:

.1    Means shall be provided to detect and give alarms at an early stage in case of fires:

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

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

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

3     Protection against flooding (R 48)

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

.1    Bilge wells in periodically unattended machinery spaces shall be located and monitored in such a way that the accumulation  of  liquids  is
       detected at normal angles of trim and heel, and shall be large enough to accommodate easily the  normal  drainage  during  the  unattended
       period.

.2    Where the bilge pumps are capable of being started automatically, means shall be provided to indicate when the influx of liquid is  greater
       than the pump capacity or when the pump is operating more frequently than would normally be expected. In these cases, smaller bilge  wells
       to cover a reasonable period of time may be permitted. Where automatically controlled bilge pumps are provided, special attention shall be
       given to oil pollution prevention requirements.

.3    The location of the controls of any valve serving a sea inlet, a discharge below the waterline or a bilge  injection  system  shall  be  so
       sited as to allow adequate time for operation in case of influx of water to the space, having regard to the time likely to be required  in
       order to reach and operate such controls. If the level to which the space could become flooded with the ship in the fully loaded condition
       so requires, arrangements shall be made to operate the controls from a position above such level.

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

NEW CLASS B, C AND D SHIPS:

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

       .1   Such remote control shall be performed by a separate control device for each independent propeller, with automatic performance of all
           associated services, including, where necessary, means of preventing overload of the propulsion machinery.

       .2   The main propulsion machinery shall be provided with an emergency stopping device on the navigating bridge which shall be independent
           of the navigating bridge control system.

.2    Propulsion machinery orders from the navigating bridge shall be indicated  in  the  main  machinery  control  room  or  at  the  propulsion
       machinery control position as appropriate.

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

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

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

.6    Indicators shall be fitted on the navigating bridge for:

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

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

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

5     Communication (R 50)

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

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

6     Alarm system (R 51)

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

.1    An alarm system shall be provided indicating any fault requiring attention and shall:

       .1   be capable of sounding an audible alarm in the main machinery control room or at  the  propulsion  machinery  control  position,  and
           indicate visually each separate alarm function at a suitable position;

       .2   have a connection to the engineers' public rooms and to each of the engineers' cabins through a selector switch, to ensure connection
           to a least one of those cabins. Alternative arrangements may be permitted if they are considered to be equivalents;

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

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

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

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

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

.3.1  The alarm system shall be able to indicate at the same time more than one fault and the acceptance of any alarm shall not  inhibit  another
       alarm.

.3.2  Acceptance at the position referred to in paragraph .1 of any alarm condition shall be indicated at  the  positions  where  it  was  shown.
       Alarms shall be maintained until they are accepted and the visual indications of individual alarms shall remain until the fault  has  been
       corrected, when the alarm system shall automatically reset to the normal operating condition.

7     Safety systems (R 52)

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

A safety system shall be provided to ensure that serious malfunction in machinery or boiler  operations,  which  presents  an  immediate  danger,
shall initiate the automatic shutdown of that part of the plant and that an alarm shall be given. Shutdown of the propulsion system shall not  be
automatically activated except in cases which could lead to serious damage, complete breakdown, or explosion. Where arrangements  for  overriding
the shutdown of the main propelling machinery are fitted, these shall be such as  to  preclude  inadvertent  operation.  Visual  means  shall  be
provided to indicate when the override has been activated. Automatic machinery safety shut down and slow down controls should be  separated  from
the alarm installation.

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

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

.1    The main source of electrical power shall comply with the following:

       .1   where the electrical power can normally be supplied by one generator, suitable load-shedding arrangements shall be provided to ensure
           the integrity of supplies to services required for propulsion and steering as well as the safety of the ship. In the case of loss  of
           the generator in operation, adequate provision shall be made for automatic starting and connecting to the main switchboard of a stand-
           by generator of sufficient capacity to permit propulsion and steering and to ensure the safety of the ship with automatic  restarting
           of the essential auxiliaries including, where necessary, sequential operations;

       .2   if the electrical power is normally supplied by more than one generator simultaneously in  parallel  operation,  provision  shall  be
           made, for instance by load shedding, to ensure that, in case of loss of one of these generating sets, the remaining ones are kept  in
           operation without overload to permit propulsion and steering, and to ensure the safety of the ship.

.2    Where stand-by machines are required for other  auxiliary  machinery  essential  to  propulsion,  automatic  changeover  devices  shall  be
       provided.

9     Automatic control and alarm system (R 53.4)

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

.1    The control system shall be such that the services needed for the operation of the  main  propulsion  machinery  and  its  auxiliaries  are
       ensured through the necessary automatic arrangements.

.2    An alarm shall be given on the automatic changeover.

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

.4    A centralised control position shall be arranged with the necessary alarm panels and instrumentation indicating any alarm.

.5    Means shall be provided to keep the starting air pressure at the required level  where  internal  combustion  engines  essential  for  main
       propulsion are started by compressed air.

                                                                   CHAPTER II-2

                                               FIRE PROTECTION, FIRE DETECTION AND FIRE EXTINCTION

                                                                      PART A
                                                                     GENERAL

1     Basic principles (R 2)

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

.1    The fire safety objectives of this chapter are to:

       .1   prevent the occurrence of fire and explosion;

       .2   reduce the risk to life caused by fire;

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

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

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

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

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

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

       .3   restricted use of combustible materials;

       .4   detection of any fire in the zone of origin;

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

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

       .7   ready availability of fire-extinguishing appliances;

       .8   minimisation of possible ignition of flammable cargo vapour.

                                            ê 2002/25/EC Art. 1 and Annex (adapted)

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

                                            ê 2002/25/EC Art. 1 and Annex

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

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

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

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

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

EXISTING CLASS B SHIPS:

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

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

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

2     Definitions (R 3)

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

.1    Non-combustible material is a material which neither burns nor gives off flammable vapours in sufficient quantity  for  self-ignition  when
       heated to approximately 750 °C, this being determined  by  a  fire  test  in  accordance  with  the  IMO  Resolution  A.799 (19)  “Revised
       recommendation on test methods for qualifying marine construction materials as non-combustible”.  Any  other  material  is  a  combustible
       material.

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

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

.2    A standard fire test is one in which specimens of the  relevant  bulkheads  or  decks  are  exposed  in  a  test  furnace  to  temperatures
       corresponding approximately to the standard time-temperature curve. The specimen shall have an exposed surface of not  less  than  4,65 m2
       and height (or length of deck) of 2,44 metres, resembling as closely as possible the intended construction and including where appropriate
       at least one joint. The standard time-temperature curve is defined by  a  smooth  curve  drawn  through  the  following  internal  furnace
       temperature points:

|initial internal furnace temperature                     |20 °C                                                             |
|at the end of the first 5 minutes                        |576 °C                                                            |
|at the end of 10 minutes                                 |679 °C                                                            |
|at the end of 15 minutes                                 |738 °C                                                            |
|at the end of 30 minutes                                 |841 °C                                                            |
|at the end of 60 minutes                                 |945 °C                                                            |

.2a.  FOR CLASS B, C AND D SHIPS CONSTRUCTED ON OR AFTER 1 JANUARY 2003:

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

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

       .1   they shall be constructed of steel or other equivalent material;

       .2   they shall be suitably stiffened;

       .3   they shall be so constructed as to be capable of preventing the passage of smoke and flame to the end of the one-hour  standard  fire
           test;

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

|class ‘A-60’                                                            |60 minutes                                 |
|class ‘A-30’                                                            |30 minutes                                 |
|class ‘A-15’                                                            |15 minutes                                 |
|class ‘A-0’                                                             |0 minutes                                  |

       .5   The Administration of the flag State shall require a test of a prototype  bulkhead  or  deck  to  ensure  that  it  meets  the  above
           requirements for integrity and temperature rise in accordance with the IMO Resolution A.754 (18).

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

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

       .1   they shall be so constructed as to be capable of preventing the passage of flame to the end of the first half hour  of  the  standard
           fire test;

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

|class ‘B-15’                                                            |15 min                                     |
|class ‘B-0’                                                             |0 min                                      |

       .3   they shall be constructed of approved non-combustible materials and all materials entering into the construction and erection of  ‘B’
           class divisions shall be non-combustible, with the exception that combustible veneers may  be  permitted  provided  they  meet  other
           requirements of this chapter;

       .4   the Administration of the flag State shall require a test of a prototype division to ensure that it meets the above requirements  for
           integrity and temperature rise in accordance with IMO Resolution A.754 (18).

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

.5    ‘C’ class divisions are divisions constructed of approved non-combustible materials. They need meet neither requirements  relative  to  the
       passage of smoke and flame nor limitations relative to the temperature rise. Combustible veneers are permitted provided  they  meet  other
       requirements of this chapter.

.6    Continuous ‘B’ class ceilings or linings are those ‘B’ class ceilings or linings which terminate only at an ‘A’ or ‘B’ class division.

.7    Steel or other equivalent material. Where the words ‘steel or other equivalent  material’  occur,  ‘equivalent  material’  means  any  non-
       combustible material which, by itself or due to insulation provided, has structural and integrity properties equivalent to  steel  at  the
       end of the applicable exposure to the standard fire test (e.g. aluminium alloy with appropriate insulation).

.8    Low flame spread means that the surface thus described will adequately restrict the spread of flame, this being determined by a  fire  test
       according to IMO Resolution A.653 (16), for bulkhead, ceiling and deck finish materials.

.8a   FOR CLASS B, C, AND D SHIPS CONSTRUCTED ON OR AFTER 1 JANUARY 2003:

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

.9    Main vertical zones are those sections into which the hull, superstructure, and deckhouses are divided by ‘A’  class  divisions,  the  mean
       length and width of which on any deck does not in general exceed 40 metres.

.10   Accommodation spaces are those spaces used for public spaces,  corridors,  lavatories,  cabins,  offices,  hospitals,  cinemas,  games  and
       hobbies rooms, barber shops, pantries containing no cooking appliances and similar spaces.

.11   Public spaces are those portions of the accommodation which are used for halls, dining rooms,  lounges  and  similar  permanently  enclosed
       spaces.

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

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

.13-1 Vehicle spaces are cargo spaces intended for the carriage of motor vehicles with fuel in their tanks for their own propulsion.

.14   Ro-ro cargo spaces are spaces not normally subdivided in any way and extending to either a substantial length or the entire length  of  the
       ship in which motor vehicles with fuel in their tanks for their own propulsion and/or goods (packaged or in bulk, in or on  rail  or  road
       cars, vehicles (including road and rail tankers), trailers, containers, pallets, dismountable tanks or in or on similar stowage  units  or
       other receptacles) can be loaded and unloaded normally in a horizontal direction.

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

                                            ê 2002/25/EC Art. 1 and Annex (adapted)

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

                                            ê 2002/25/EC Art. 1 and Annex

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

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

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

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

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

       .1   internal combustion machinery used for main propulsion; or

       .2   internal combustion machinery used for purposes other than main propulsion where such machinery has in the aggregate  a  total  power
           output of not less than 375 kW; or

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

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

.20   Oil fuel unit is the equipment used for the preparation of oil fuel for delivery  to  an  oil-fired  boiler,  or  equipment  used  for  the
       preparation for delivery of heated oil to an internal combustion engine, and includes any oil pressure pumps, filters and heaters  dealing
       with oil at a pressure of more than 0,18 N/mm2.

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

.21.1 Central control station is a control station in which the following control and indicator functions are centralised:

       .1   fixed fire detection and alarm systems;

       .2   automatic sprinklers, fire detection and alarm systems;

       .3   fire door indicator panels;

       .4   fire doors closures;

       .5   watertight door indicator panels;

       .6   watertight door closures;

       .7   ventilation fans;

       .8   general/fire alarms;

       .9   communication systems including telephones; and

       .10  microphones to public address systems.

.21.2 Continuously manned central control station is a central control station which is continuously manned by a responsible member of the crew.

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

       .1   all case furniture such as desks, wardrobes, dressing tables, bureaux, dressers, is constructed entirely of approved  non-combustible
           materials, except that a combustible veneer not exceeding 2 mm may be used on the working surface of such articles;

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

       .3   all draperies, curtains and other suspended textile materials have qualities of resistance to the propagation of flame  not  inferior
           to those of wool of mass 0,8 kg/m2, in  accordance  with  IMO  Resolution  A.471 (XII)  and  its  amendments  adopted  by  Resolution
           A.563 (14).

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

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

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

            all floor coverings have low flame spread characteristics;

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

       .6   all upholstered furniture has qualities of resistance to the ignition and propagation of flame  in  accordance  with  the  Fire  Test
           Procedures of Upholstered Furniture of IMO Resolution A.652 (16)

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

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

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

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

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

.25   Fire Safety Systems Code means the International Code for Fire Safety Systems as adopted  by  the  Maritime  Safety  Committee  of  IMO  by
       Resolution MSC.98 (73), as may be amended by IMO, provided that such amendments are  adopted,  brought  into  force  and  take  effect  in
       accordance with the provisions of article VIII of the present SOLAS Convention concerning the amendment procedures applicable to the annex
       other than Chapter I thereof.

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

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

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

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

.1.1  Every ship shall be provided with fire pumps, fire mains, hydrants, hoses and nozzles complying as  applicable  with  the  requirements  of
       this regulation.

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

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

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

.1.3  Isolating valves to separate the section of the fire main within the machinery space containing the main fire pump or pumps from  the  rest
       of the fire main shall be fitted in an easily accessible and tenable position outside the machinery spaces. The  fire  main  shall  be  so
       arranged that when the isolating valves are shut all the hydrants on the ship, except those in the machinery space referred to above,  can
       be supplied with water by another pump or an emergency fire pump. The emergency pump, its seawater inlet and suction  and  delivery  pipes
       and isolating valves shall be located outside the machinery space. If this arrangement cannot be made, the sea-chest may be fitted in  the
       machinery space if the valve is remotely controlled from a position in the same compartment as the emergency pump and the suction pipe  is
       as short as practicable. Short lengths of suction or discharge piping may penetrate the machinery space, provided they are enclosed  in  a
       substantial steel casing or are insulated to A-60 standards. The pipes shall have substantial wall thickness, but in  no  case  less  than
       11 mm and shall be welded except for the flanged connection to the sea inlet valve.

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

.2    Capacity of fire pumps

       .1   The required fire pumps shall be capable of delivering for fire-fighting purposes a quantity of water, at the pressure  specified  in
           paragraph .4.2 not less than two thirds of the quantity required to be dealt with by the bilge pumps when employed for bilge pumping.

       .2   In every ship which is required by this regulation to be provided with more than one power fire pump, each of the required fire pumps
           shall have a capacity not less than 80 % of the total required capacity divided by the minimum number of required fire pumps  but  in
           any case not less than 25 m3/h and each such pump shall in any event be capable of delivering at  least  the  two  required  jets  of
           water. These fire pumps shall be capable of supplying the fire main system under the required conditions.

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

.3    Arrangements of fire pumps, fire mains and ready availability of water supply

       .1   Ships shall be provided with power driven fire pumps as follows:

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

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

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

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

            In new class B ships certified to carry up to 250 passengers or less, if a fire in any one compartment could put all the pumps out of
           action, the alternative means of providing water  for  fire-fighting  purposes  shall  be  an  independently  driven,  power-operated
           emergency fire pump and with its source of power and sea connection located  outside  the  machinery  space.  Such  an  independently
           driven, power operated emergency fire pump shall comply with the provisions of the Fire Safety Systems Code for ships constructed  on
           or after 1 January 2003.

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

       .5   In ships with a periodically unattended machinery space or when only one person is required on watch, there shall be immediate  water
           delivery from the fire main system at a suitable pressure, either by remote starting of one  of  the  main  fire  pumps  with  remote
           starting from the navigating bridge and fire control station, if any, or permanent pressurisation of the fire main system by  one  of
           the main fire pumps.

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

.4    Diameter of and pressure in the fire mains

       .1   The diameter of the fire main and water service pipes shall be sufficient for the effective  distribution  of  the  maximum  required
           discharge from two fire pumps operating simultaneously.

       .2   With two pumps simultaneously delivering through nozzles specified in  paragraph .8  and  sufficient  hydrants  to  provide  for  the
           quantity of water specified in paragraph .4.1, the following minimum pressures shall be maintained at all hydrants:

|Class B ships certified to carry:                  |New                             |Existing                        |
|more than 500 passengers                           |0,4 N/mm2                       |0,3 N/mm2                       |
|up to 500 passengers                               |0,3 N/mm2                       |0,2 N/mm2                       |

       .3   The maximum pressure at any hydrant shall not exceed that at which the effective control of a fire hose can be demonstrated.

.5    Number and position of hydrants

       .1   The number and position of hydrants shall be such that at least two jets of water not emanating from the same hydrant, one  of  which
           shall be from a single length of hose, may reach any part of the ship normally accessible to the passengers or crew while the ship is
           being navigated and any part of any cargo space when empty, any ro-ro cargo space or any special category space in which latter  case
           the two jets shall reach any part of such space, each from a single length of hose. Furthermore, such hydrants  shall  be  positioned
           near the accesses to the protected spaces.

       .2   In the accommodation, service and machinery spaces the number and position of the hydrants shall be such  that  the  requirements  of
           paragraph .5.1 may be complied with when all watertight doors and all doors in main vertical zone bulkheads are closed.

       .3   Where access is provided to a machinery space at a low level from an adjacent shaft tunnel, two hydrants shall be  provided  external
           to, but near the entrance to that machinery space. Where such access is provided from other  spaces,  in  one  of  those  spaces  two
           hydrants shall be provided near the entrance of the machinery space. Such provision need not be made where  the  tunnel  or  adjacent
           spaces are not part of the escape route.

.6    Pipes and hydrants

       .1   Materials readily rendered ineffective by heat shall not be used for fire mains and hydrants unless adequately protected.  The  pipes
           and hydrants shall be so placed that the fire hoses may be easily coupled to them. The arrangement of pipes  and  hydrants  shall  be
           such as to avoid the possibility of freezing. In ships where deck cargo may be carried, the positions of the hydrants shall  be  such
           that they are always readily accessible and the pipes shall be arranged as far as practicable to avoid risk of damage by such cargo.

       .2   A valve shall be fitted to serve each fire hose so that any fire hose may be removed while the fire pumps are at work.

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

.7    Fire hoses

       .1   Fire hoses shall be of non-perishable material, approved by the Administration of the flag State, and shall be sufficient  in  length
           to project a jet of water to any of the spaces in which they may be required to be used. Each hose shall be provided  with  a  nozzle
           and the necessary couplings. There shall be complete interchangeability of hose  couplings  and  nozzles.  Hoses  specified  in  this
           chapter as ‘fire hoses’ shall together with any necessary fittings and tools, be kept ready for use in conspicuous positions near the
           water service hydrants or connections. Additionally, in interior locations in ships carrying more than 36 passengers fire hoses shall
           be permanently connected to the hydrants.

       .2   There shall be at least one fire hose for each of the hydrants required by  paragraph .5.  The  length  of  a  fire  hose  should  be
           restricted to not more than 20 metres on deck and in superstructures and to 15 metres  in  machinery  spaces  and  on  smaller  ships
           respectively to 15 metres and 10 metres.

.8    Nozzles

       .1.1 For the purposes of this chapter, standard nozzle sizes shall be 12 mm, 16 mm and 19 mm or as near  thereto  as  possible.  In  cases
           where other systems are used — such as fog systems — different diameter nozzles may be permitted.

       .1.2 All nozzles shall be of an approved dual-purpose type (i.e., spray/jet type), and shall have a shutoff facility.

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

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

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

.9    Fire pumps, fire mains, hydrants, hoses, nozzles and ready availability of water supply

       .1   One independent fire pump is required, which shall be capable of delivering for fire-fighting purposes at least one jet of water from
           any fire hydrant, at the pressure specified below. The quantity of water so delivered is not to  be  less  than  two  thirds  of  the
           quantity required to be dealt with by the bilge pumps when employed for  bilge  pumping.  Such  fire  pump  shall  be  capable,  when
           discharging the maximum amount referred to above through fire hydrants with nozzles of 12 or 16  or  19 mm,  of  maintaining  at  any
           hydrant minimum pressures as required in class B ships.

       .2   Every ship carrying over 250 passengers shall be provided with an additional fire pump which shall be permanently  connected  to  the
           fire main. Such pump shall be operated by power. Such pump and its source of power shall not be situated in the same  compartment  as
           the pump required by paragraph .9.1 and shall be provided with a permanent sea connection situated outside the machinery space.  Such
           pump shall be capable of delivering at least one jet of water from any fire hydrants provided in the ship maintaining a  pressure  of
           at least 0,3 N/mm2.

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

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

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

       .6   In ships with a periodically unattended machinery space or when only one person is required on watch, there shall be immediate  water
           delivery from the fire main system at a suitable pressure, either by remote starting of one  of  the  main  fire  pumps  with  remote
           starting from the navigating bridge and fire control station, if any, or permanent pressurisation of the fire main system by  one  of
           the main fire pumps.

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

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

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

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

       .1   The necessary pipes for conveying fire-extinguishing medium into protected spaces shall be provided with control valves so marked  as
           to indicate clearly the spaces to which the pipes are led. Suitable provision shall be made to prevent inadvertent admission  of  the
           medium to any space.

       .2   The piping for the distribution of fire-extinguishing medium shall be arranged and discharge nozzles so  positioned  that  a  uniform
           distribution of medium is obtained.

       .3   Means shall be provided to close from outside the protected spaces all openings which may admit air to or allow gas  to  escape  from
           the protected space.

       .4   Means shall be provided for automatically giving audible warning of the release of fire-extinguishing medium into any space in  which
           personnel normally work or to which they have access. The alarm shall operate for a suitable period before the medium is released.

       .5   The means of control of any fixed gas fire-extinguishing system shall be readily accessible  and  simple  to  operate  and  shall  be
           grouped together in as few locations as possible at positions not likely to be cut off by a  fire  in  a  protected  space.  At  each
           location there shall be clear instructions relating to the operation of the system having regard to the safety of personnel.

       .6   Automatic release of fire-extinguishing medium shall not be permitted, except as permitted in respect of local automatically operated
           units fitted, in addition to and independent of any required fixed fire-extinguishing system,  in  machinery  spaces  over  equipment
           having a high fire risk or in enclosed areas of high fire risk within machinery spaces.

       .7   Where the quantity of extinguishing medium is required to protect more than one space, the quantity of medium available need  not  be
           more than the largest quantity required for any one space so protected.

       .8   Except as otherwise permitted, pressure containers required for the storage of fire-extinguishing medium, shall  be  located  outside
           protected spaces in accordance with paragraph .1.11.

       .9   Means shall be provided for the crew or shore personnel to safely check the quantity of medium in the containers.

       .10  Containers for the storage of fire extinguishing medium and associated pressure components shall be designed to appropriate codes  of
           practice having regard to their locations and maximum ambient temperatures expected in service.

       .11  When the fire-extinguishing medium is stored outside a protected space, it shall be stored in a room which shall  be  situated  in  a
           safe and readily accessible position and shall be effectively ventilated. Any entrance to such a storage  room  shall  preferably  be
           from the open deck and in any case shall be independent of the protected space.

            Access doors shall open outwards, and bulkheads and decks including doors and other means of closing any opening therein, which  form
           the boundaries between such rooms and adjoining enclosed spaces shall be gastight. For the purpose of application of the  tables  for
           fire integrity of bulkheads and decks in Regulations II-2/B/4 or II-2/B/5, as applicable, such storage  rooms  shall  be  treated  as
           control stations.

       .12  The use of a fire-extinguishing medium, which either by itself or under expected conditions of use gives  off  toxic  gases  in  such
           quantities as to endanger persons or gives off gases which are harmful to the environment, in fire-extinguishing systems on board new
           ships and in such new installations on board existing ships, is not permitted.

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

       .13  Fixed gas fire-extinguishing systems shall comply with the provisions of the Fire Safety Systems Code.

       .14  Means shall be provided to close from outside the protected space all openings which may admit air to or allow gas  escape  from  the
           protected space.

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

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

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

       .16  Where the volume of free air contained in air receivers in any space is such that, if released in such space in the  event  of  fire,
           such release of air within that space would seriously affect the efficiency of the fixed  fire-extinguishing  system,  an  additional
           quantity of fire-extinguishing medium shall be provided.

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

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

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

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

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

.2    Carbon dioxide systems (R 5.2)

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

       .1.1 For cargo spaces the quantity of CO2 available shall, unless otherwise provided, be sufficient to give a minimum volume of  free  gas
           equal to 30 % of the gross volume of the largest cargo space so protected in the ship.

            If there is a connection through ventilation ducts between two or more cargo spaces, these shall be considered one  space.  In  ships
           used for the carriage of vehicles, the necessary quantity of CO2 shall be calculated as 45 %  of  the  gross  cubic  content  of  the
           largest cargo space.

       .1.2 For machinery spaces the quantity of carbon dioxide carried shall be sufficient to give a minimum volume of free  gas  equal  to  the
           larger of the following volumes, either:

           .1    40 % of the gross volume of the largest machinery space so protected, the volume to exclude that part of the casing  above  the
                level at which the horizontal area of the casing is 40 % or less of the horizontal area  of  the  space  concerned  taken  midway
                between the tank top and the lowest part of the casing; or

           .2    35 % of the gross volume of the largest machinery space protected, including the casing; provided that if two or more machinery
                spaces are not entirely separated they shall be considered as forming one space.

       .2   For the purpose of this paragraph the volume of free carbon dioxide shall be calculated at 0,56 m3/kg.

       .3   The fixed piping system shall be such that 85 % of the gas can be discharged into the space within 2 min.

       .4   Release mechanism of carbon dioxide:

           .1    Two separate controls shall be provided for releasing carbon dioxide into a protected space and to ensure the activities of the
                alarm. One control shall be used to discharge the gas from its storage containers. A second control shall be used for opening the
                valve of the piping which conveys the gas into the protected space.

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

       .5   The Administration of the flag State shall ensure that the spaces in which the CO2 batteries are located will be properly arranged as
           regards their access,  ventilation  and  communication  equipment.  It  shall  take  the  necessary  safety  measures  regarding  the
           construction, installation, marking, filling and testing of CO2 cylinders,  pipes  and  fittings,  and  for  the  control  and  alarm
           equipment for such installation.

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

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

       .7   The Administration of the flag State shall ensure that the spaces in which the CO2 batteries are located will be properly arranged as
           regards their access,  ventilation  and  communication  equipment.  It  shall  take  the  necessary  safety  measures  regarding  the
           construction, installation, marking, filling and testing of CO2, cylinders piping and fittings and for control  and  alarm  equipment
           for such installation.

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

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

       .1   Where in any machinery space a fixed low-expansion foam fire-extinguishing system is  fitted  in  addition  to  the  requirements  of
           Regulation 6, such system shall be capable of discharging through fixed discharge outlets in not more than five minutes a quantity of
           foam sufficient to cover to a depth of 150 mm the largest single area over which oil fuel is liable to spread. The  system  shall  be
           capable of generating foam suitable for extinguishing oil fires. Means shall be provided  for  effective  distribution  of  the  foam
           through a permanent system of piping and control valves or cocks to suitable discharge outlets and for the  foam  to  be  effectively
           directed by fixed sprayers on other main fire hazards in the protected space. The expansion ratio of the foam shall not exceed 12  to
           1.

       .2   The means of control of any such systems shall be readily accessible and simple to operate and shall be grouped together  in  as  few
           locations as possible at positions not likely to be cut off by a fire in the protected space.

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

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

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

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

       .1   Any required fixed high-expansion foam system in machinery spaces shall be capable of rapidly  discharging  through  fixed  discharge
           outlets a quantity of foam sufficient to fill the greatest space to be protected at a rate of at least 1 metre in depth  per  minute.
           The quantity of foam-forming liquid available shall be sufficient to produce a volume of foam equal to five times the volume  of  the
           largest space to be protected. The expansion ratio of the foam shall not exceed 1 000 to 1.

       .2   Supply ducts for delivering foam, air intakes to the foam generator and the number of foam-producing units  shall  be  such  as  will
           provide effective foam production and distribution.

       .3   The arrangement of the foam generator delivery ducting shall be such that a fire in the protected space  will  not  affect  the  foam
           generating equipment.

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

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

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

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

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

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

       .2   The number and arrangement of the nozzles shall be such as to ensure an effective  average  distribution  of  water  of  at  least  5
           litres/m2 per minute in the spaces to be protected. Increased application  rates  may  be  considered  if  necessary  for  particular
           hazardous areas. Nozzles shall be fitted above bilges, tank tops and other areas over which oil fuel is liable  to  spread  and  also
           above other specific fire hazards in the machinery spaces.

       .3   The system may be divided into sections, the distribution valves of which shall be operated from easily accessible positions  outside
           the spaces to be protected and will not be readily cut off by a fire in the protected space.

       .4   The system shall be kept charged at the necessary pressure and the pump supplying the water for the system shall be put automatically
           into action by a pressure drop in the system.

       .5   The pump shall be capable of simultaneously supplying at the necessary pressure all sections of the system in any one compartment  to
           be protected. The pump and its controls shall be installed outside the space or spaces to be protected. It shall not be possible  for
           a fire in the space or spaces protected by the water-spraying system to put the system out of action.

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

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

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

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

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

5     Portable fire extinguishers (R 6)

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

.1    All fire extinguishers shall be of approved types and designs.

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

.3    Spare charges shall be carried for 50 % of the total of each type of extinguisher on board. Another extinguisher of  the  same  type  is  a
       spare charge for an extinguisher which cannot be readily recharged on board.

.4    In general, portable CO2 fire extinguishers shall not be located in accommodation spaces. Where such extinguishers are  provided  in  radio
       rooms, at switchboards and other similar positions, the volume of any space containing one or more extinguishers shall be such as to limit
       the concentration of vapour that can occur due to discharge to not more than 5 % of the net volume of the space for the  purpose  of  this
       regulation. The volume of CO2 shall be calculated at 0,56 m3/kg.

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

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

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

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

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

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

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

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

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

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

.13   The minimum number of fire extinguishers shall be as follows:

       .1   in accommodation and service spaces:

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

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

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

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

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

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

.15   Periodic inspection of fire extinguishers:

      the Administration of the Flag State shall ensure that portable fire extinguishers shall be  periodically  inspected,  function-tested  and
       pressure-tested.

6     Fire-extinguishing arrangements in machinery spaces (R 7)

Machinery spaces of category A shall be provided with:

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

.1    any one of the following fixed fire-extinguishing systems:

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

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

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

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

.3    In each such space, approved foam-type fire extinguishers, each of at least 45 litres capacity, or  equivalent,  sufficient  in  number  to
       enable foam or its equivalent to be directed on to any part of the fuel and lubricating oil  pressure  systems,  gearing  and  other  fire
       hazards. In addition, there shall be provided a sufficient number of portable foam extinguishers or equivalent which shall be  so  located
       that no point in the space is more than 10 metres walking distance from an extinguisher and that there are at least two such extinguishers
       in each such space.

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

.4    one of the fixed fire-extinguishing systems specified in paragraph .1 above, and in addition in any space  containing  internal  combustion
       engines, or oil fuel settling tanks or oil-fuel units, one foam fire-extinguisher of at least 45 litres capacity  or  one  carbon  dioxide
       extinguisher of at least 16 kg capacity shall be provided, and

.5    one portable fire extinguisher suitable for extinguishing oil fires for each 736 kW or part thereof of such machinery;  provided  that  not
       less than two nor more than six such extinguishers shall be required in any such space.

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

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

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

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

.7    When heated oil is used as heating medium, it may be additionally required that boiler rooms are  equipped  with  permanently-installed  or
       portable equipment for local systems for jet spraying of water under pressure or the spreading of foam above and below the floor for fire-
       extinguishing purposes

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

.8.   8.1   Machinery spaces of category A above 500 m3 in volume shall, in addition to the fixed  fire-extinguishing  system  required  in  this
           regulation, be protected by an approved type of fixed water-based or equivalent local application fire-fighting system, based on  the
           guidelines developed by IMO, see MSC/Circ. 913 “Guidelines for the approval of  fixed  water-based  local  application  fire-fighting
           systems for use in category A machinery spaces”.

            In the cases of periodically unattended machinery spaces, the fire-fighting system shall  have  both  automatic  and  manual  release
           capabilities. In the case of continuously manned machinery spaces the fire-fighting system is only required to have a manual  release
           capability.

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

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

           .2    boiler fronts,

           .3    the fire hazard portions of incinerators and

           .4    purifiers for heated fuel oil.

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

                                            ê 2002/25/EC Art. 1 and Annex (adapted)

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

                                            ê 2002/25/EC Art. 1 and Annex

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

7     Special arrangements in machinery spaces (R 11)

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

.1    The number of skylights, doors, ventilators, openings in funnels to permit exhaust ventilation  and  other  openings  to  machinery  spaces
       shall be reduced to a minimum consistent with the needs of ventilation and the proper and safe working of the ship.

.2    Skylights shall be of steel and shall not contain glass panels. Suitable arrangements shall be made to permit the release of smoke  in  the
       event of fire, from the space to be protected.

NEW CLASS B, C AND D SHIPS:

.3    Doors other than power-operated watertight doors, shall be so arranged that positive closure is assured in case of fire in  the  space,  by
       power-operated closing arrangements or by the provision of self-closing doors capable of closing against an inclination of  3,5°  opposing
       closure and having a fail-safe hold-back facility, provided with a remotely operated release device.

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

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

.5    Means of control shall be provided for:

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

       .2   permitting the release of smoke;

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

       .4   stopping ventilating fans; and

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

.6    The controls required in paragraph .5 and Regulation II-2/A/10.2.5 shall be located outside the space concerned, where  they  will  not  be
       cut off in the event of fire in the space they serve. Such controls and the controls for any required fire-extinguishing system  shall  be
       situated at one control position or grouped in as few positions as possible. Such positions shall have a safe access from the open deck.

.7    When access to any machinery space of category A is provided at a low level from an adjacent shaft tunnel, there shall be provided  in  the
       shaft tunnel, near the watertight door, a light steel fire-screen door operable from each side.

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

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

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

.2    Each section of sprinklers shall include means for giving a visual and audible alarm signal automatically at one or more  indicating  units
       whenever any sprinkler comes into operation. Such units shall indicate in which section served by the system fire has occurred  and  shall
       be centralised on the navigation bridge and in addition, visible and audible alarms from the unit shall be placed in a position other than
       on the navigating bridge so as to ensure that the indication of fire is immediately received by the crew. The alarm system shall  be  such
       as to indicate if any fault occurs in the system.

.3    Sprinklers shall be grouped into separate sections, each of which shall contain not more than 200 sprinklers.  Any  section  of  sprinklers
       shall not serve more than two decks and shall not be situated in more than one main vertical zone, unless  it  can  be  demonstrated  that
       arrangements with a section of sprinklers serving more than two decks or situated in more than one main vertical zone will not reduce  the
       protection of the ship against fire.

.4    Each section of sprinklers shall be capable of being isolated by one stop valve only. The stop valve  in  each  section  shall  be  readily
       accessible and its location shall be clearly and permanently indicated. Means shall be provided to  prevent  the  operation  of  the  stop
       valves by any unauthorised person.

.5    A gauge indicating the pressure in the system shall be provided at each section stop valve and at a central station.

.6    The sprinklers shall be resistant to corrosion by marine atmosphere. In accommodation and service spaces the  sprinklers  shall  come  into
       operation within the temperature range from 68 to 79 °C, except that in locations such as drying rooms, where  high  ambient  temperatures
       might be expected, the operating temperature may be increased by not more than 30 °C above the maximum deckhead temperature.

.7    A list or plan shall be displayed at each indicating unit showing the spaces covered and the location  of  the  zone  in  respect  of  each
       section. Suitable instructions for testing and maintenance shall be available.

.8    Sprinklers shall be placed in an overhead position and spaced in a suitable pattern to maintain an average application  rate  of  not  less
       than 5 litres/m2 per minute over the nominal area covered by the sprinklers.

      Sprinklers shall be placed as clear as possible of beams or other objects  likely  to  obstruct  the  projections  of  water  and  in  such
       positions that combustible material in the space will be well sprayed.

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

.10   Means shall be provided to prevent the passage of seawater into the tank. The pressure tank shall be fitted with an efficient relief  valve
       and a pressure gauge. Stop valves or cocks shall be provided at each of the gauge connections.

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

.12   The pump and the piping system shall be capable of maintaining the necessary pressure at the level of the highest  sprinkler  to  ensure  a
       continuous output of water sufficient for the simultaneous coverage of a minimum area of 280 m2  at  the  application  rate  specified  in
       paragraph .8. For new class C and D ships of less than 40 metres in  length  with  a  total  protected  area  of  less  than  280 m2,  the
       Administration may specify the appropriate area for sizing of pumps and alternative supply components.

.13   The pump shall have fitted on the delivery side a test valve with a short open-ended discharge pipe. The effective area through  the  valve
       and the pipe shall be adequate to permit the release of the required pump output while maintaining the pressure in the system specified in
       paragraph .9.

.14   The sea inlet to the pump shall wherever possible be in the space containing the pump and shall be  so  arranged  that  when  the  ship  is
       afloat it will not be necessary to shut off the supply of seawater to the pump for any purpose other than the inspection or repair of  the
       pump.

.15   The sprinkler pump and tank shall be situated in a position reasonably remote from any machinery space and shall not  be  situated  in  any
       space required to be protected by the sprinkler system.

.16   There shall be not less than two sources of power supply for the seawater pump and automatic alarm and detection system. Where the  sources
       of power for the pump are electrical, these shall be a main generator and an emergency source of power. One supply for the pump  shall  be
       taken from the main switchboard, and one from the emergency switchboard by separate feeders reserved solely for that purpose. The  feeders
       shall be so arranged as to avoid galleys, machinery spaces and other enclosed spaces of high fire risk except in so far as it is necessary
       to reach the appropriate switchboards, and shall be run to an automatic changeover switch situated near the sprinkler  pump.  This  switch
       shall permit the supply of power from the main switchboard so long as a supply is available therefrom, and to be  so  designed  that  upon
       failure of that supply it will automatically change over to  the  supply  from  the  emergency  switchboard.  The  switches  on  the  main
       switchboard and the emergency switchboard shall be clearly labelled and normally kept closed. No other switch shall be  permitted  in  the
       feeders concerned. One of the sources of power supply for the alarm and detection system shall be an emergency source. Where  one  of  the
       sources of power for the pump is an internal combustion engine it shall, in addition to complying with the provisions of paragraph .15, be
       so situated that a fire in any protected space will not affect the air supply to the machinery.

.17   The sprinkler system shall have a connection from the ship's fire main by way of a lockable screw-down non-return valve at  the  connection
       which will prevent a backflow from the sprinkler system to the fire main.

.18   A test valve shall be provided for testing the automatic alarm for each section of sprinklers by a discharge of  water  equivalent  to  the
       operation of one sprinkler. The test valve for each section shall be situated near the stop valve for that section.

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

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

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

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

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

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

9     Fixed fire detection and fire alarm systems (R 13)

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

.1    General

       .1   Any required fixed fire detection and fire alarm system with manually operated call points shall be capable of immediate operation at
           all times.

       .2   Power supplies and electric circuits necessary for the operation of the system  shall  be  monitored  for  loss  of  power  or  fault
           conditions as appropriate. Occurrence of a fault condition shall initiate a visual and audible fault  signal  at  the  control  panel
           which shall be distinct from a fire signal.

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

       .4   Detectors and manually operated call points shall be grouped into sections. The activation of any detector or manually operated  call
           point shall initiate a visual and audible fire signal at the control panel and indicating units. If the  signals  have  not  received
           attention within 2 minutes an audible alarm shall be automatically sounded throughout the  crew  accommodation  and  service  spaces,
           control stations and machinery spaces. This alarm sounder system need not be an integral part of the detection system.

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

       .6   Indicating units shall, as a minimum, denote the section in which a detector or manually operated call point has operated.  At  least
           one unit shall be so located that it is easily accessible to responsible members of the crew at all times, when at sea  or  in  port,
           except when the ship is out of service. One indicating unit shall be located on the navigating bridge if the control panel is located
           in the main fire control station.

       .7   Clear information shall be displayed on or adjacent to each indicating unit  about  the  spaces  covered  and  the  location  of  the
           sections.

       .8   Where the fire detection system does not include means of remotely identifying each detector individually, no section  covering  more
           than one deck within accommodation, service and control stations shall normally  be  permitted  except  a  section  which  covers  an
           enclosed stairway. In order to avoid delay in identifying the source of fire, the number of enclosed spaces included in each  section
           shall be limited as determined by the Administration of the flag State. In no case shall more than 50 enclosed spaces be permitted in
           any section. If the detection system is fitted with remotely and individually identifiable fire detectors,  the  sections  may  cover
           several decks and serve any number of enclosed spaces.

       .9   If there is no fire detection system capable of remotely and individually identifying each detector, a section of detectors shall not
           serve spaces on both sides of the ship nor on more than one deck and neither shall it be situated in more than one main vertical zone
           except that the Administration of the flag State, if it is satisfied that the protection of the ship against fire will not thereby be
           reduced, may permit such a section of detectors to serve both sides of the ship  and  more  than  one  deck.  In  ships  fitted  with
           individually identifiable fire detectors, a section may serve spaces on both sides of the ship and on several decks but  may  not  be
           situated in more than one main vertical zone.

       .10  A section of fire detectors which covers a control station, a service space or an accommodation space shall not include  a  machinery
           space.

       .11  Detectors shall be operated by heat, smoke or other products of combustion, flame or any  combination  of  these  factors.  Detectors
           operated by other factors indicative of incipient fires may be considered by the Administration of the flag State provided that  they
           are not less sensitive than such detectors. Flame detectors shall only be used in addition to smoke or heat detectors.

       .12  Suitable instructions and component spares for testing and maintenance shall be provided.

       .13  The function of the detection system shall be periodically tested to the satisfaction of the Administration  of  the  flag  State  by
           means of equipment producing hot air at the appropriate temperature, or smoke or aerosol particles having the  appropriate  range  of
           density or particle size, or other phenomena associated with incipient fires to which the detector is designed to respond.

            All detectors shall be of a type such that they can be tested for correct operation and restored to normal surveillance  without  the
           renewal of any component.

       .14  The fire detection system shall not be used for any other purpose, except that closing of fire doors and  similar  functions  may  be
           permitted at the control panel.

       .15  Fire detection systems with a zone address identification capability shall be so arranged that:

              – a loop cannot be damaged at more than one point by a fire;

              – means are provided to ensure that any fault (e.g. power break, short circuit, earth) occurring in the loop will  not  render  the
                whole loop ineffective,

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

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

.2    Installation requirements

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

       .2   Smoke detectors shall be installed in all stairways, corridors and escape routes within accommodation spaces.

       .3   Where a fixed fire detection and fire alarm is required for the protection of spaces other than  those  specified  in  paragraph .2.2
           above, at least one detector complying with paragraph .1.11 shall be installed in each such space.

       .4   Detectors shall be located for optimum performance. Positions near beams and ventilation ducts or other positions where  patterns  of
           airflow could adversely affect performance and positions where impact or physical damage is likely  shall  be  avoided.  In  general,
           detectors which are located on the overhead shall be a minimum distance of 0,5 metres away from bulkheads.

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

|Type of detector            |Maximum floor area per      |Maximum distance apart      |Maximum distance away from  |
|                            |detector                    |between centres             |bulkheads                   |
|                            |(m2)                        |(m)                         |(m)                         |
|Heat                        |37                          |9                           |4,5                         |
|Smoke                       |74                          |11                          |5,5                         |

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

       .6   Electrical wiring which forms part of the system shall be so arranged as to avoid  galleys,  machinery  spaces,  and  other  enclosed
           spaces of high fire risk except where it is necessary to provide for fire detection or fire alarm in such spaces or to connect to the
           appropriate power supply.

.3    Design requirements

       .1   The system and equipment shall be suitably designed to  withstand  supply  voltage  variation  and  transients,  ambient  temperature
           changes, vibration, humidity, shock, impact and corrosion normally encountered in ships.

       .2   Smoke detectors to be installed in stairways, corridors and escape routes within accommodation spaces as required  by  paragraph .2.2
           shall be certified to operate before the smoke density exceeds 12,5 % obscuration per metre, but not until the smoke density  exceeds
           2 % obscuration per metre.

            Smoke detectors to be installed in other spaces shall operate within sensitivity limits to the satisfaction of the Administration  of
           the flag State having regard to the avoidance of detector insensitivity or oversensitivity.

       .3   Heat detectors shall be certified to operate before the temperature exceeds 78 °C but not until the temperature exceeds  54 °C,  when
           the temperature is raised to those limits at a rate less than 1 °C per minute. At higher rates of temperature rise, the heat detector
           shall operate within temperature limits to the satisfaction of the Administration of the flag State having regard to the avoidance of
           detector insensitivity or oversensitivity.

       .4   The permissible temperature of operation of heat detectors may be increased to 30 °C above the maximum deckhead temperature in drying
           rooms and similar spaces of a normal high ambient temperature.

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

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

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

NEW CLASS A, B, C AND D SHIPS:

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

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

NEW CLASS B, C AND D AND EXISTING CLASS B SHIPS:

.1    Limitations in the use of oil as fuel

      The following limitations shall apply to the use of oil as fuel:

       .1   Except as otherwise permitted by this paragraph, no oil fuel with a flashpoint of less than 60 °C shall be used.

       .2   In emergency generators, oil fuel with a flashpoint of not less than 43 °C may be used.

       .3   Subject to such additional precautions as it may consider necessary and on condition that the ambient temperature  of  the  space  in
           which such oil fuel is stored or used shall not be allowed to rise to within  10 °C  below  the  flashpoint  of  the  oil  fuel,  the
           Administration of the flag State may permit the general use of oil fuel having a flashpoint of less than  60 °C  but  not  less  than
           43 °C.

            For ships constructed on or after 1 January 2003 oil fuel having a flashpoint of less than 60 °C but  not  less  than  43 °C  may  be
           permitted subject to the following:

           .3.1  fuel oil tanks except those arranged in double bottom compartments shall be located outside of machinery spaces of category A;

           .3.2  provisions for the measurement of oil temperature are provided on the suction pipe of the fuel pump;

           .3.3  stop valves and/or cocks are provided on the inlet side and outlet side of the oil fuel strainers and;

           .3.4  pipe joints of welded construction or of circular cone type or spherical type union joint are applied as much as possible.

            The flashpoint of oils shall be determined by an approved closed cup method.

.2    Oil fuel arrangements

      In a ship in which oil fuel is used, the arrangements for the storage, distribution and utilisation of the oil fuel shall  be  such  as  to
       ensure the safety of the ship and persons on board and shall at least comply with the following provisions:

       .1.1 As far as practicable, parts of the oil fuel system containing heated oil under pressure exceeding 0,18 N/mm2 shall not be placed  in
           a concealed position such that defects and leakage cannot readily be observed. The machinery spaces in way of such parts of  the  oil
           fuel system shall be adequately illuminated.

       .1.2 By heated oil is meant oil the temperature of which after heating is higher than 60 °C or higher than the current flashpoint  of  the
           oil, if this is lower than 60 °C.

       .2   The ventilation of machinery spaces shall be sufficient under all normal conditions to prevent accumulation of oil vapour.

       .3   As far as practicable, oil fuel tanks shall be part of the ship's structure and shall be located outside machinery spaces. Where  oil
           fuel tanks, other than double bottom tanks, are necessarily located adjacent to or within machinery spaces, at  least  one  of  their
           vertical sides shall be contiguous to the machinery space boundaries, and shall preferably have a common  boundary  with  the  double
           bottom tanks, and the area of the tank boundary common with the machinery spaces shall be kept to a minimum.  Where  such  tanks  are
           situated within the boundaries of machinery spaces they shall not contain oil fuel having a flashpoint of less than 60 °C. The use of
           freestanding oil fuel tanks shall be avoided and shall be prohibited in machinery spaces.

       .4   No oil fuel tank shall be situated where spillage or leakage therefrom can  constitute  a  hazard  by  falling  on  heated  surfaces.
           Precautions shall be taken to prevent any oil that may escape under pressure from any pump, filter or heater from coming into contact
           with heated surfaces.

       .5   Every oil fuel pipe, which, if damaged, would allow oil to escape from a storage, settling or daily service tank, having  a  capacity
           of 500 litres or above, situated above the double bottom, shall be fitted with a cock or valve directly on the tank capable of  being
           closed from a safe position outside the space concerned in the event of a fire occurring  in  the  space  in  which  such  tanks  are
           situated. In the special case of deep tanks situated in any shaft or pipe tunnel or similar space, valves on the tank shall be fitted
           but control in the event of fire may be effected by means of an additional valve on the pipe or pipes outside the tunnel  or  similar
           space. If such additional valve is fitted in the machinery space it shall be operated from a position outside this space.

            In ships constructed on or after 1 January 2003 the controls for remote operation of the valve for the emergency generator fuel  tank
           shall be in a separate location from the controls for remote operation of other valves located in machinery spaces.

       .6   Safe and efficient means of ascertaining the amount of oil fuel contained in any oil fuel tank shall be provided.

       NEW CLASS B, C AND D SHIPS:

           .1    Sounding pipes shall not terminate in any space where the risk of ignition of spillage from the sounding pipe might  arise.  In
                particular, they shall not terminate in passenger or crew spaces. As a general  rule,  sounding  pipes  shall  not  terminate  in
                machinery spaces. However, where the Administration of the flag State considers that these latter requirements are impracticable,
                it may permit termination of sounding pipes in machinery spaces on condition that all the following requirements are met:

           .1.1  in addition, an oil-level gauge is provided meeting the requirements of subparagraph .2.6.2;

           .1.2  the sounding pipes terminate in locations remote from ignition hazards unless precautions are taken, such  as  the  fitting  of
                effective screens, to prevent the oil fuel in the case of spillage through the terminations of the  sounding  pipes  from  coming
                into contact with a source of ignition;

           .1.3  the termination of sounding pipes are fitted with self-closing blanking devices and with a small-diameter self-closing  control
                cock located below the blanking device for the purpose of ascertaining before the blanking device is opened that oil fuel is  not
                present. Provision shall be made as to ensure that any spillage of oil fuel through the control cock involves no ignition hazard.

       NEW CLASS B, C AND D AND EXISTING CLASS B SHIPS:

           .2    Other means of ascertaining the amount of oil fuel contained in any oil fuel tank may be permitted  if  such  means,  like  the
                means provided in subparagraph .2.6.1.1, do not require penetration below the top of the tank, and  providing  their  failure  or
                overfilling of the tanks will not permit release of fuel.

           .3    Means prescribed in subparagraph .2.6.2 shall be maintained  in  the  proper  condition  to  ensure  their  continued  accurate
                functioning in service.

       .7   Provision shall be made to prevent overpressure in any oil tank or in any part of the oil fuel system, including  the  filling  pipes
           served by pumps on board. Any relief valves and air or overflow pipes shall discharge to a position where there is no risk of fire or
           explosion from the emergence of oils and vapour and shall not lead into crew spaces,  passenger  spaces  nor  into  special  category
           spaces, closed ro-ro spaces, machinery spaces or similar spaces, situated in ships constructed on or after 1 January 2003.

       .8   Oil fuel pipes and their valves and fittings shall be of steel or other approved material, except that  restricted  use  of  flexible
           pipes may be permitted. Such flexible pipes and end attachments shall be of approved fire-resisting materials of adequate strength.

            For valves, fitted to oil fuel tanks and which are under static pressure, steel or spheroidal-graphite cast  iron  may  be  accepted.
           However, ordinary cast iron valves may be used in piping systems, where the design pressure  is  lower  than  7 bar  and  the  design
           temperature is below 60 °C.

      NEW CLASS B, C AND D SHIPS:

       .9   All external high pressure fuel delivery lines between the high pressure fuel pumps and fuel injectors  shall  be  protected  with  a
           jacketed piping system capable of containing fuel from a high pressure line failure. A jacketed pipe incorporates an outer pipe  into
           which the high-pressure fuel pipe is placed forming a permanent assembly. The jacketed  piping  system  shall  include  a  means  for
           collection of leakages and arrangements shall be provided for an alarm to be given of a fuel line failure.

       .10  All surfaces with temperatures above 220 °C which may be impinged as a result of a fuel system failure shall be properly insulated.

       .11  Oil fuel lines shall be screened or otherwise suitably protected to avoid as far as practicable oil spray or oil  leakages  onto  hot
           surfaces, into machinery air intakes, or other sources of ignition. The number of joints in such piping systems shall be  kept  to  a
           minimum.

      NEW CLASS B, C AND D SHIPS CONSTRUCTED ON OR AFTER 1 JANUARY 2003:

       .12  Oil fuel lines shall not be located immediately above or near units of high temperature including boilers, steam  pipelines,  exhaust
           manifolds, silencers or other equipment required to be insulated. As far as practicable, oil fuel lines shall be arranged  far  apart
           from hot surfaces, electrical installations or other sources of ignition and shall be screened or  otherwise  suitably  protected  to
           avoid oil spray or oil leakage onto the sources of ignition. The number of joints in such piping systems shall be kept to a minimum.

       .13  Components of a diesel engine fuel system shall be designed considering the maximum  peak  pressure  which  will  be  experienced  in
           service, including any high pressure pulses which are generated and transmitted back into fuel supply and spill lines by  the  action
           of fuel injection pumps. Connections within the fuel supply and spill lines shall be constructed having regard to  their  ability  to
           prevent pressurised oil fuel leaks while in service and after maintenance.

       .14  In multi-engine installations which are supplied from the same fuel source, means of isolating the fuel supply and  spill  piping  to
           individual engines, shall be provided. The means of isolation shall not affect the operation  of  the  other  engines  and  shall  be
           operable from a position not rendered inaccessible by a fire on any of the engines

       .15  Where the Administration of the flag State may permit the conveying of oil and combustible liquids through accommodation and  service
           spaces, the pipes conveying oil or combustible liquids shall be of a material approved by the Administration having regarded  of  the
           fire risk.

                                            ê 2002/25/EC Art. 1 and Annex (adapted)

       .16  Existing class B ships shall comply with the requirements of paragraphs .2.9 to .2.11 , except that a suitable enclosure  of  engines
           having an output of 375 kW or less having fuel injection pumps serving more than one injector may be used as an  alternative  to  the
           jacketed piping system in paragraph .2.9.

                                            ê 2002/25/EC Art. 1 and Annex

NEW CLASS B, C AND D AND EXISTING CLASS B SHIPS:

.3    Lubricating oil arrangements

      The arrangements for the storage, distribution and utilisation of oil used in pressure lubrication systems shall be such as to  ensure  the
       safety of the ship and persons on board, and such arrangements  in  machinery  spaces  shall  at  least  comply  with  the  provisions  of
       paragraphs .2.1, .2.4, .2.5, .2.6, .2.7, .2.8, .2.10 and .2.11, except that:

       .1   this does not preclude the use of sight-flow glasses in lubricating systems provided that they are shown by test to have  a  suitable
           degree of fire resistance. If sight-flow glasses are used, the pipe shall be provided with valves in both  ends.  The  valve  at  the
           lower end of the pipe shall be of a self-closing type;

       .2   sounding pipes may be authorised in machinery spaces; the requirements of paragraphs .2.6.1.1 and .2.6.1.3 need  not  be  applied  on
           condition that the sounding pipes are fitted with appropriate means of closure.

            For ships constructed on or after 1 January 2003 the provisions of paragraph 10.2.5 shall also apply to lubricating oil tanks  except
           those of having a capacity less than 500 litres, storage tanks on which valves are closed during the normal operation of the ship  or
           where it is determined that the unintended operation of a quick closing valve on the lubricating oil tank  would  endanger  the  safe
           operation of the main propulsion and essential auxiliary machinery.

.4    Arrangements for other flammable oils

      The arrangements for the storage, distribution and utilisation of other flammable  oils  employed  under  pressure  in  power  transmission
       systems, control and activating systems and heating systems shall be such as to ensure the safety of the ship and  persons  on  board.  In
       locations where means of ignition are present, such arrangements shall at least comply with the provisions of paragraphs .2.4, .2.6, .2.10
       and .2.11 and with the provisions of paragraphs .2.7 and .2.8 in respect of strength and construction.

.5    Periodically unattended machinery spaces

      In addition to the requirements of provisions 1 to 4, the oil fuel and lubricating oil systems shall comply with the following:

       .1   where daily service oil fuel tanks are filled automatically, or by remote control,  means  shall  be  provided  to  prevent  overflow
           spillages. Other equipment which treats flammable liquids automatically, e.g. oil fuel purifiers, which, whenever practicable,  shall
           be installed in a special space reserved for purifiers and their heaters, shall have arrangements to prevent overflow spillages;

       .2   where daily service oil fuel tanks or settling tanks are fitted with heating arrangements, a high temperature alarm shall be provided
           if the flashpoint of the oil fuel can be exceeded.

.6    Prohibition of carriage of flammable oils in forepeak tanks

      Fuel oil, lubrication oil and other flammable oils shall not be carried in forepeak tanks.

11    Firefighter's outfit (R 17)

NEW CLASS B, C AND D AND EXISTING CLASS B SHIPS:

.1    A firefighter's outfit shall consist of:

       .1.1 Personal equipment comprising:

           .1    protective clothing of material to protect the skin from the heat radiating from the fire and from burns and scalding by steam.
                The outer surface shall be water-resistant;

           .2    boots and gloves of rubber or other electrically non-conducting material;

           .3    a rigid helmet providing effective protection against impact;

           .4    an electric safety lamp (hand lantern) of an approved type with a minimum burning period of three hours;

           .5    a firefighter's axe.

       .1.2 A breathing apparatus of an approved type consisting of a self-contained  compressed-air-operated  breathing  apparatus  (SCBA),  the
           volume of air contained in the cylinders of which shall be at least 1 200 litres, or other self-contained breathing  apparatus  which
           shall be capable of functioning for at least 30 minutes. Every SCBA shall be provided with fully charged  spare  cylinders  having  a
           spare storage capacity of at least 2 400 litres of free air except that:

           (i)   if the ship is carrying five or more SCBA, the total spare storage capacity of free air need not to exceed 9 600 litres; or

           (ii)  if the ship is equipped with means for recharging the air cylinders with full pressure with air, free from  contamination,  the
                spare storage capacity of the fully charged spare cylinders of each SCBA shall be at least 1 200 litres  of  free  air,  and  the
                total spare storage capacity of free air provided in the ship shall not be required to exceed 4 800 litres of free air.

            All air cylinders for SCBA's shall be interchangeable.

.2    For each breathing apparatus a fireproof lifeline of sufficient length and strength shall be provided capable of being  attached  by  means
       of a snaphook to the harness of the apparatus or to a separate belt in order to prevent the breathing apparatus becoming detached when the
       lifeline is operated.

.3    New class B and existing class B ships of 24 metres in length and above and all new class C and D ships of 40 metres in  length  and  above
       shall carry at least two firefighter's outfits.

       .1   In ships of 60 metres in length and above, in addition there shall be provided, if the aggregate of  the  lengths  of  all  passenger
           spaces and service spaces on the deck which carries such spaces is more than 80 metres, or, if there is more than one such  deck,  on
           the deck which has the largest aggregate of such lengths, two firefighter's outfits and two sets  of  personal  equipment  for  every
           80 metres, or part thereof, of such aggregate of lengths.

            In ships carrying more than 36 passengers, two additional firefighter's outfits shall be provided for each main vertical zone, except
           for stairway enclosures which constitute individual main vertical zones and for main vertical zones of limited length in the fore and
           aft end of a ship which do not include, machinery spaces or main galleys.

       .2   In ships of 40 metres in length and above but less than 60 metres two firefighter's outfits have to be provided.

       .3   In new class B and existing class B ships of 24 metres in length and above but less than 40 metres, also  two  firefighter's  outfits
           have to be provided, but with only one spare aircharge for self-contained breathing apparatus.

.4    In new and existing class B ships of less than 24 metres length and in new class C and  D  ships  of  less  than  40 metres  in  length  no
       firefighter's outfit has to be provided.

.5    The firefighter's outfits or sets of personal equipment shall be so stored as to be easily accessible and ready for  use  and,  where  more
       than one fire-fighter's outfit or more than one set of personal equipment is carried, they shall be stored in widely separated  positions.
       At least one firefighter's outfit and one set of personal equipment shall be available at any one such position.

12    Miscellaneous items (R 18)

NEW CLASS B, C AND D AND EXISTING CLASS B SHIPS:

.1    Where class ‘A’ divisions are penetrated for the passage of electric cables, pipes, trunks, ducts etc., or  for  girders,  beams  or  other
       structural members, arrangements shall be made to ensure that the fire resistance  is  not  impaired  in  so  far  as  is  reasonable  and
       practicable.

      For ships which are constructed on or after 1 January 2003, where ‘A’ class divisions are penetrated, such penetrations shall be tested  in
       accordance with the Fire Test Procedures Code, to ensure that the fire resistance of the divisions is not impaired.

      In the case of ventilation ducts Regulations II-2/B/9.2.2b and II-2/B/9.3 apply.

      However, where a pipe penetration is made of steel or equivalent material having a thickness of 3 mm or greater and a length  of  not  less
       than 900 mm (preferably 450 mm on each side of the division) and no openings, testing is not required.

      Such penetrations shall be suitably insulated by extension of the insulation at the same level of the division.

.2    Where class ‘B’ divisions are penetrated for the passage of electric cables, pipes, trunks, ducts etc., or for the fitting  of  ventilation
       terminals, lighting fixtures and similar devises, arrangements shall be made to ensure that the fire resistance is not impaired in so  far
       as is reasonable and practicable. In ships which are constructed on or after 1 January 2003 for such penetrations  arrangements  shall  be
       made to ensure that the fire resistance of the divisions is not impaired.

      Pipes other than steel or copper that penetrate ‘B’ class divisions shall be protected by either:

       .1   a fire tested penetration device, suitable for the fire resistance of the division pierced and the type of the pipe used; or

       .2   a steel sleeve, having a thickness of not less than 1,8 mm and a length of not less than 900 mm for pipe diameters of 150 mm or  more
           and not less than 600 mm for pipe diameters of less than 150 mm ( preferably equally divided to each side of the division).

            The pipe shall be connected to the ends of the sleeve by flanges or couplings or the clearance between the sleeve and the pipe  shall
           not exceed 2,5 mm or any clearance between pipe and sleeve shall be  made  tight  by  means  of  non-combustible  or  other  suitable
           material.

.3    Pipes penetrating ‘A’ or ‘B’ class divisions shall be of approved materials having regard to the temperature such  divisions  are  required
       to withstand.

      In ships constructed on or after 1 January 2003, no-insulated metallic pipes penetrating ‘A’ or ‘B’ class divisions shall be  of  materials
       having a melting temperature which exceeds 950 °C for ‘A-0’ and 850 °C for ‘B-0’ class divisions.

.4    In accommodation spaces, service spaces or control stations, pipes intended to convey  oil  or  other  flammable  liquids  shall  be  of  a
       suitable material and construction having regard to the fire risk.

.5    Materials readily rendered ineffective by heat shall not be used for over board scuppers, sanitary discharges, and other outlets which  are
       close to the waterline and where the failure of the material in the event of fire would give rise to danger of flooding.

.6    Electric radiators, if used, shall be fixed in position and so constructed as to reduce fire risks to a minimum. No  such  radiators  shall
       be fitted with an element so exposed that clothing, curtains, or other similar materials can be scorched or set on fire by heat  from  the
       element.

.7    All waste receptacles shall be constructed of non-combustible materials with no openings in the sides or bottom.

.8    In spaces where penetration of oil products is possible, the surface of insulation shall be impervious to oil or oil vapours.

      NEW CLASS A, B, C AND D SHIPS: In spaces in which there is a risk of oils splashing or oil vapour, e.g. in machinery spaces of  category A,
       the surface of the insulating material shall be impermeable by oil and oil vapour. Where there is covering by non-perforated  steel  plate
       or other non-combustible materials (not aluminium) which is the ultimate physical  surface,  this  covering  may  be  joined  by  seaming,
       riveting, etc.

.9    Paint lockers and flammable liquid lockers shall be  protected  by  an  approved  fire-extinguishing  arrangement,  enabling  the  crew  to
       extinguish a fire without entering the space.

      In ships which are constructed on or after 1 January 2003:

       .1   Paint lockers shall be protected by:

           .1.1  a carbon dioxide system, designed to give a minimum volume of free gas equal to 40 % of  the  gross  volume  of  the  protected
                space;

           .1.2  a dry powder system, designed for at least 0,5 kg powder/m3;

           .1.3  a waterspraying or sprinkler system, designed for 5 litres/m2 min. Water spraying systems may be connected to the fire main  of
                the ship; or

           .1.4  a system providing equivalent protection, as determined by the Administration of the flag State.

            In any case the system shall be operable from outside the protected space.

       .2   Flammable liquid lockers shall be protected by an appropriate fire extinguishing arrangement approved by the  Administration  of  the
           flag State.

       .3   For lockers of a deck area of less than 4 m2,  which  do  not  give  access  to  accommodation  spaces,  a  carbon  dioxide  portable
           extinguisher sized to provide a minimum volume of free gas equal to 40 % of the gross volume of the space may be accepted in lieu  of
           a fixed system.

            A discharge port shall be arranged in the locker to allow the discharge  of  the  extinguisher  without  having  to  enter  into  the
           protected space. The required portable fire extinguisher shall be  stowed  adjacent  to  the  port.  Alternatively  a  port  or  hose
           connection may be provided to facilitate the use of fire main water.

NEW CLASS A, B, C AND D SHIPS AND EXISTING CLASS B SHIPS:

.10   Deep-fat friers, boiling and roasting apparatus:

      When deep-fat friers, boiling and roasting apparatus are installed and used in spaces outside the main galley, the  Administration  of  the
       flag State shall impose additional safety measures with regard to the specific fire hazards associated  with  the  use  of  this  type  of
       equipment.

      In ships which are constructed on or after 1 January 2003, deep-fat cooking equipment shall be fitted with the following:

       .1   an automatic or manual extinguishing system tested to an international standard in accordance with Publication ISO 15371:2000 on fire-
           extinguishing systems for protection of galley deep-fat cooking equipment;

       .2   a primary and backup thermostat with an alarm to alert the operator in the event of failure of either thermostat;

       .3   arrangements for automatically shutting off the electrical power upon activation of the extinguishing system;

       .4   an alarm for indicating operation of the extinguishing system in the galley where the equipment is installed; and

       .5   controls for manual operation of the extinguishing system, which are clearly labelled for ready use of the crew.

      In ships which are constructed before 1 January 2003, new installations for deep-fat cooking equipment shall comply with  the  requirements
       of this paragraph.

NEW CLASS A, B, C AND D SHIPS:

.11   Heat bridges:

      In the implementation of fire proofing measures, steps shall be undertaken by  the  Administration  of  the  flag  State  to  prevent  heat
       transfer through heat bridges, e.g. between decks and bulkheads.

      In ships which are constructed on or after 1 January 2003, the insulation of a deck or bulkhead shall  be  carried  past  the  penetration,
       intersection or terminal point for a distance of at least 450 mm in the case of steel and aluminium structures. If a space is divided with
       a deck or a bulkhead of ‘A’ class standard having insulation of different values, the insulation with the higher value shall  continue  on
       the deck or bulkhead with the insulation of the lesser value for a distance of at least 450 mm.

NEW CLASS A, B, C AND D SHIPS AND EXISTING CLASS B SHIPS:

.12   Pressurised gas containers:

      All portable containers for gases which are compressed, liquefied or broken down under pressure, which may  feed  a  possible  fire,  shall
       immediately after use be put in a suitable place above the bulkhead deck, from which there is direct access to open deck.

13    Fire control plans (R 20)

NEW CLASS B, C AND D AND EXISTING CLASS B SHIPS:

.1    In all ships general arrangement plans shall be permanently exhibited for the guidance of the ship's officers,  showing  clearly  for  each
       deck the control stations, the various fire sections enclosed by  ‘A’ class  divisions,  the  sections  enclosed  by  ‘B’ class  divisions
       together with particulars of the fire detection and fire alarm systems, the sprinkler  installation,  the  fire-extinguishing  appliances,
       means of access to different compartments, decks, etc. and the ventilating system including particulars of the fan control positions,  the
       position of dampers and identification numbers of the ventilating fans serving each section. Alternatively the aforementioned details  may
       be set out in a booklet, a copy of which shall be supplied to each officer, and one copy shall at all times be available on  board  in  an
       accessible position. Plans and booklets shall be kept up to  date,  any  alterations  being  recorded  thereon  as  soon  as  practicable.
       Description in such plans and booklets shall be in the official language of the flag State. If the language is neither English nor French,
       a translation into one of these languages shall be included. In the case the ship is engaged on domestic voyages in another Member  State,
       a translation into the official language of that host State, if this language is neither English nor French, shall be included.

      For new class B, C and D ships constructed on or after 1 January 2003, the information to be provided with the required fire control  plans
       and booklets and the graphical symbols to be used for the fire control plans shall be in accordance with  the  IMO  Resolutions A.756 (18)
       and A.654 (16).

.2    In all ships with a length of 24 metres and over a duplicate set of fire control  plans  or  a  booklet  containing  such  plans  shall  be
       permanently stored in a prominently marked weather tight enclosure outside the deckhouse for the assistance of  shore  side  fire-fighting
       personnel.

14    Operational readiness and maintenance

NEW CLASS B, C AND D AND EXISTING CLASS B SHIPS:

.1    General requirements

      At all times while the ship is in service, the fire protection systems and fire-fighting systems and appliances shall be  maintained  ready
       for use.

      A ship is not in service when:

       .1   it is in for repairs or lay-up (either at anchor or at port ) or in dry-dock;

       .2   it is declared not in service by the owner or the owner's representative; and

       .3   if there are no passengers on board.

      The following fire protection systems shall be kept in good order so as to ensure their required performance if a fire occurs:

       .1.1 Operational readiness

           .1    structural fire protection including fire resisting divisions and protection of openings and penetrations in these divisions;

           .2    fire detection and fire alarm systems; and

           .3    means of escape systems and appliances.

            Fire-fighting systems and appliances shall be kept  in  good  working  order  and  readily  available  for  immediate  use.  Portable
           extinguishers which have been discharged shall be immediately recharged or replaced with an equivalent unit.

       .1.2 Maintenance, testing and inspections

            Maintenance, testing and inspections shall be carried out based on the guidelines developed by IMO and in a manner having due  regard
           to ensuring the reliability of fire-fighting systems and appliances.

            A maintenance plan shall be kept on board the ship and shall be available for inspection, whenever required by the Administration  of
           the flag State.

            The maintenance plan shall include at least the following fire protection systems and fire-fighting  systems  and  appliances,  where
           installed:

           .1    fire mains, fire pumps and hydrants including hoses and nozzles;

           .2    fixed fire detection and fire alarm systems;

           .3    fixed fire-extinguishing systems and other fire-extinguishing appliances;

           .4    automatic sprinkler, fire detection and fire alarm systems;

           .5    ventilation systems including fire and smoke dampers, fans and their controls;

           .6    emergency shut down of fuel supply;

           .7    fire doors including their controls;

           .8    general emergency alarm systems;

           .9    emergency escape breathing devices;

           .10   portable fire extinguishers including spare charges; and

           .11   firefighter's outfits.

            The maintenance programme may be computer-based.

.2    Additional requirements

      For new class B, C and D ships constructed on or after 1 January 2003 carrying  more  than  36 passengers,  a  maintenance  plan  for  low-
       location lighting and public address systems shall be developed in addition to the maintenance plan mentioned under paragraph .1.2.

15    Instructions, on-board training and drills

NEW CLASS B, C AND D AND EXISTING SHIPS:

.1    Instructions, duties and organisation

       .1   Crew members shall receive instructions on fire safety on-board the ship.

       .2   Crew members shall receive instructions on their assigned duties.

       .3   Parties responsible for fire extinguishing shall be organised. These parties shall have the capability to complete  their  duties  at
           all times while the ship is in service.

.2    On-board training and drills

       .1   Crew members shall be trained to be familiar with the arrangements of the ship as well as the location and  operation  of  any  fire-
           fighting systems and appliances that they may be called upon to use.

       .2   Training in the use of the emergency escape breathing devices shall be considered as a part of on-board training.

       .3   Performance of crew members assigned fire-fighting duties shall be periodically evaluated by conducting on-board training and  drills
           to identify areas in need of improvement, to ensure competency in fire-fighting skills is maintained and to  ensure  the  operational
           readiness of the fire-fighting organisation.

       .4   On-board training in the use of the ship's fire-extinguishing systems and appliances shall be planned  and  conducted  in  accordance
           with provisions of Regulation III/19.4.1 of SOLAS 1974, as amended.

       .5   Fire drills shall be conducted and recorded in accordance with the provisions of Regulations III/19.3.4, III/19.5 and III/30 of SOLAS
           1974, as amended.

.3    Training manuals

      A training manual shall be provided in each crew mess room and recreation room or in each crew cabin. The training manual shall be  written
       in the working language of the ship. The training manual, which may comprise several volumes,  shall  contain  the  instructions  and  the
       information required in this paragraph in easily understood terms and illustrated wherever possible. Any part of such information  may  be
       provided in the form of audio-visual aides in lieu of the manual. The training manual shall explain the following in detail:

       .1   general fire safety practice and precautions related to the dangers of smoking, electrical hazards,  flammable  liquids  and  similar
           common shipboard hazards;

       .2   general instructions on fire-fighting activities and fire-fighting procedures including procedures for notification of a fire and use
           of manually operated call points;

       .3   meanings of ship's alarms;

       .4   operation and use of fire-fighting systems and appliances;

       .5   operation and use of fire doors;

       .6   operation and use of fire and smoke dampers; and

       .7   escape systems and appliances.

.4    Fire control plans

      Fire control plans have to comply with the requirements of Regulation II-2/A-13.

16.   Operations

NEW CLASS B, C, D AND EXISTING CLASS B SHIPS:

.1    To provide information and instruction for proper ship and cargo handling operations in  relation  to  fire  safety,  operational  booklets
       shall be provided on board.

.2    The required fire operational booklet shall contain the necessary information and instructions for the  safe  operation  of  the  ship  and
       cargo handling operations in relation to fire safety. The booklet shall include information concerning the crew's responsibilities for the
       general fire safety of the ship while loading and discharging cargo and while underway. For ships carrying dangerous goods the fire safety
       booklet shall provide reference to the pertinent fire-fighting and emergency cargo handling instructions contained  in  the  International
       Maritime Dangerous Goods Code.

.3    The fire safety operational booklet shall be written in the working language of the ship.

.4    The fire safety operational booklet may be combined with the training manuals required in Regulation II-2/A/15.3.

                                                                      PART B
                                                               FIRE SAFETY MEASURES

1     Structure (R 23)

NEW CLASS B, C AND D AND EXISTING CLASS B SHIPS:

.1    The hull, superstructures, structural bulkheads, decks and deckhouses shall be constructed of steel or other equivalent material.  For  the
       purpose of applying the definition of steel or other equivalent material as given in Regulation II-2/A/2.7, the ‘applicable fire exposure’
       shall be according to the integrity and insulation standards given in the tables of Regulations 4 and 5. For example, where divisions such
       as decks or sides and ends of deckhouses are permitted to have ‘B-0’ fire integrity, the ‘applicable fire exposure’ shall be half an hour.

.2    However, in cases where any part of the structure is of aluminium alloy, the following shall apply:

       .1   The insulation of aluminium alloy components of ‘A’ or ‘B’ class divisions, except structure which is non-load-bearing, shall be such
           that the temperature of the structural core does not rise more than 200 °C above the ambient  temperature  at  any  time  during  the
           applicable fire exposure to the standard fire test.

       .2   Special attention shall be given to the insulation of aluminium alloy components of columns, stanchions and other structural  members
           required to support lifeboat and life-raft stowage, launching and embarkation areas, and ‘A’ and ‘B’ class divisions to ensure:

           .1    that for such members supporting lifeboat and  life-raft  areas  and  ‘A’ class  divisions,  the  temperature  rise  limitation
                specified in paragraph .2.1 shall apply at the end of one hour; and

           .2    that for such members required to support ‘B’ class divisions, the temperature  rise  limitation  specified  in  paragraph .2.1
                shall apply at the end of half an hour.

       .3   Crowns and casings of machinery spaces shall be of steel construction adequately insulated and openings therein,  if  any,  shall  be
           suitably arranged and protected to prevent the spread of fire.

2     Main vertical zones and horizontal zones (R 24)

NEW CLASS B, C AND D SHIPS:

.1.1  In ships carrying more than 36 passengers, the hull, superstructure and deckhouses shall be subdivided  into  main  vertical  zones  by  A-
       60 class divisions.

      Steps and recesses shall be kept to a minimum but where they are necessary, they shall also be A-60 class divisions.

      Where an open deck space, a sanitary or similar space or a tank including a fuel oil tank, void space or auxiliary machinery  space  having
       little or no fire risk, is on one side or where fuel oil tanks are on both sides of the division the standard may be reduced to A-0.

NEW CLASS B, C AND D AND EXISTING CLASS B SHIPS:

.1.2  For new class B, C and D ships carrying not more than 36 passengers and for existing class B ships carrying more  than  36 passengers,  the
       hull, superstructure and deckhouses in way of accommodation and service spaces shall be subdivided into main vertical zones by  «A»  class
       divisions. These divisions shall have insulation values in accordance with the tables in Regulation 5.

NEW CLASS B, C AND D SHIPS:

.2    As far as practicable, the bulkheads forming the boundaries of the main vertical zones above the  bulkhead  deck  shall  be  in  line  with
       watertight subdivision bulkheads situated immediately below the bulkhead deck. The length and width of main vertical zones may be extended
       to a maximum of 48 metres in order to bring the ends of main vertical zones to coincide with subdivision watertight bulkheads or in  order
       to accommodate a large public space extending for the whole length of the main vertical zone provided that the  total  area  of  the  main
       vertical zone is not greater than 1 600 m2 on any deck. The length or width of a main vertical zone is the maximum  distance  between  the
       furthermost points of the bulkheads bounding it.

NEW CLASS B, C AND D SHIPS AND EXISTING CLASS B SHIPS CARRYING MORE THAN 36 PASSENGERS:

.3    Such bulkheads shall extend from deck to deck and to the shell or other boundaries.

.4    Where a main vertical zone is subdivided by horizontal  ‘A’ class  divisions  into  horizontal  zones  for  the  purpose  of  providing  an
       appropriate barrier between sprinkled and non-sprinklered zones of the ship, the divisions shall extend  between  adjacent  main  vertical
       zone bulkheads and to the shell or exterior boundaries of the ship and shall be insulated in  accordance  with  the  fire  insulation  and
       integrity values given in table 4.2 for new ships carrying more than 36 passengers, respectively table 5.2 for new ships carrying not more
       than 36 passengers and existing class B ships carrying more than 36 passengers.

.5    .1    On ships designed for special purposes, such as automobile or railroad  car  ferries  where  the  provision  of  main  vertical  zone
           bulkheads would defeat the purpose for which the ship is intended, equivalent protection shall  be  obtained  by  dividing  space  in
           horizontal zones.

       .2   However, in a ship with special category spaces, any such space shall comply with the applicable provisions  of  Regulation II-2/B/14
           and in so far as such compliance would be inconsistent with compliance with other requirements of  this  part,  the  requirements  of
           Regulation II-2/B/14 shall prevail.

3     Bulkheads within a main vertical zone (R 25)

NEW CLASS B, C AND D SHIPS CARRYING MORE THAN 36 PASSENGERS:

.1.1  For new ships carrying more than 36 passengers all bulkheads which are not required to be ‘A’ class divisions shall be at  least  ‘B’ class
       or ‘C’ class divisions as prescribed in the tables in Regulation 4. All  such  divisions  may  be  faced  with  combustible  materials  in
       accordance with the provisions of Regulation 11.

NEW CLASS B, C AND D SHIPS CARRYING NOT MORE THAN 36 PASSENGERS AND EXISTING CLASS B SHIPS CARRYING MORE THAN 36 PASSENGERS:

.1.2  For new ships carrying not more than 36 passengers and existing class B  ships  carrying  more  than  36 passengers  all  bulkheads  within
       accommodation and service spaces which are not required to be ‘A’ class divisions shall be at least ‘B’ class or  ‘C’ class  divisions  as
       prescribed in the tables in Regulation 5.

      If such divisions may be faced with combustible materials in accordance with the provisions of Regulation 11.

NEW CLASS B, C AND D AND EXISTING CLASS B SHIPS:

.2    In new class B, C and D ships carrying not more than 36 passengers and in existing class B  ships  carrying  more  than  36 passengers  all
       corridor bulkheads where not required to be ‘A’ class shall be ‘B’ class divisions which shall extend from deck to deck except:

       .1   when continuous ‘B’ class ceilings or linings are fitted on both sides of the bulkhead,  the  portion  of  the  bulkhead  behind  the
           continuous ceiling or lining shall be of material which, in thickness and composition, is acceptable in the construction of ‘B’ class
           divisions but which shall be required to meet «B» class integrity standards only in so far as is reasonable and practicable;

       .2   in the case of a ship protected by an automatic sprinkler system complying with the provisions of Regulation II-2/A/8,  the  corridor
           bulkheads of ‘B’ class materials may terminate at a ceiling in the corridor provided such ceiling is of material which, in  thickness
           and composition, is acceptable in the construction of ‘B’ class divisions.

            Notwithstanding the requirements of Regulations 4 and 5, such bulkheads and ceilings shall be required to  meet  ‘B’ class  integrity
           standards only in so far as is reasonable and practicable. All doors and  frames  in  such  bulkheads  shall  be  of  non-combustible
           materials and shall be so constructed and erected as to provide substantial fire resistance.

.3    All bulkheads required to be ‘B’ class division, except corridor bulkheads prescribed in paragraph .2, shall extend from deck to  deck  and
       to the shell or other boundaries unless the continuous ‘B’ class ceilings or linings fitted on both sides of the bulkheads are at least of
       the same fire resistance as the bulkhead, in which case the bulkhead may terminate at the continuous ceiling or lining.

4     Fire integrity of bulkheads and decks in new ships carrying more than 36 passengers (R 26)

NEW CLASS B, C AND D SHIPS:

.1    In addition to complying with the specific provisions for fire integrity of bulkheads and decks  mentioned  elsewhere  in  this  part,  the
       minimum fire integrity of all bulkheads and decks shall be as prescribed in tables 4.1 and 4.2.

.2    The following requirements shall govern the application of the tables:

       .1   Table 4.1 shall apply to bulkheads not bounding either main vertical zones or bounding horizontal zones.

            Table 4.2 shall apply to decks not forming steps in main vertical zones nor bounding horizontal zones.

       .2   For determining the appropriate fire integrity standards to be applied  to  boundaries  between  adjacent  spaces,  such  spaces  are
           classified according to their fire risk as shown in categories (1) to (14). Where the contents and use of a space are such that there
           is a doubt as to its classification for the purpose of this regulation, it shall be treated as a space within the  relevant  category
           having the most stringent boundary requirements. The title of each category is intended to be typical rather  than  restrictive.  The
           number in parentheses preceding each category refers to the applicable column or row in the tables.

           (1)   Control stations:

                  – spaces containing emergency sources of power and lighting,

                  – wheelhouse and chartroom,

                  – spaces containing the ship's radio equipment,

                  – fire-extinguishing rooms, fire control rooms and fire-recording stations,

                  – control room for propulsion machinery when located outside the propulsion machinery space,

                  – spaces containing centralised fire alarm equipment,

                  – spaces containing centralised emergency public address system stations and equipment.

           (2)   Stairways:

                  – interior stairways, lifts and escalators (other than those wholly contained within the machinery spaces) for  passengers  and
                    crew and enclosures thereto;

                  – in this connection a stairway which is enclosed at only one level shall be regarded as part of the space  from  which  it  is
                    not separated by a fire door.

           (3)   Corridors:

                  – passenger and crew corridors.

           (4)   Evacuation stations and external escape routes:

                  – survival craft stowage area,

                  – open deck spaces and enclosed promenades forming lifeboat and life-raft embarkation and lowering stations,

                  – assembly stations, internal and external,

                  – external stairs and open decks used for escape routes,

                  – the ship's side to the waterline in the lightest seagoing condition, superstructure and deckhouse sides  situated  below  and
                    adjacent to the life-rafts and evacuation slide's embarkation areas.

           (5)   Open deck spaces:

                  – open deck spaces and enclosed promenades clear of lifeboat and life-raft embarkation and lowering stations,

                  – air spaces (the space outside superstructures and deckhouses).

           (6)   Accommodation spaces of minor fire risk:

                  – cabins containing furniture and furnishing of restricted fire risk,

                  – offices and dispensaries containing furniture and furnishings of restricted fire risk,

                  – public spaces containing furniture and furnishings of restricted fire risk and having a deck area of less than 50 m2.

           (7)   Accommodation spaces of moderate fire risk:

                  – spaces as in category (6) above but containing furniture and furnishing of other than restricted fire risk,

                  – public spaces containing furniture and furnishing of restricted fire risk and having a deck area of 50 m2 or more,

                  – isolated lockers and small storerooms in accommodation spaces having areas less than 4 m2 (in  which  flammable  liquids  are
                    not stowed),

                  – sale shops,

                  – motion picture projection and film stowage rooms,

                  – diet kitchens (containing no open flame),

                  – cleaning gear lockers (in which flammable liquids are not stowed),

                  – laboratories (in which flammable liquids are not stowed),

                  – pharmacies,

                  – small drying rooms (having a deck area of 4 m2 or less),

                  – specie rooms,

                  – operating rooms.

           (8)   Accommodation spaces of greater fire risk:

                  – public spaces containing furniture and furnishing of other than restricted fire risk and having  a  deck  area  of  50 m2  or
                    more,

                  – barber shops and beauty parlours.

           (9)   sanitary and similar spaces:

                  – communal sanitary facilities, shower, baths, water closets, etc.,

                  – small laundry rooms,

                  – indoor swimming pool area,

                  – isolated pantries containing no cooking appliances in accommodation spaces,

                  – private sanitary facilities shall be considered a portion of the space in which they are located.

           (10)  Tanks, voids and auxiliary machinery spaces having little or no fire risk:

                  – water tanks forming part of the ship's structure;

                  – voids and cofferdams;

                  – auxiliary machinery spaces which do not contain  machinery  having  a  pressure  lubrication  system  and  where  storage  of
                    combustibles is prohibited, such as;

                  – ventilation and air-conditioning rooms; windlass room; steering gear room; stabiliser equipment room;  electrical  propulsion
                    motor room; rooms  containing  section  switchboards  and  purely  electrical  equipment  other  than  oil-filled  electrical
                    transformers (above 10 kVA); shaft alleys and pipe tunnels; spaces for pumps and refrigeration  machinery  (not  handling  or
                    using flammable liquids),

                  – closed trunks serving the spaces listed above,

                  – other closed trunks such as pipe and cable trunks.

           (11)  Auxiliary machinery spaces, cargo spaces, cargo and other oil tanks and other similar spaces of moderate fire risk:

                  – cargo oil tanks,

                  – cargo holds, trunkways and hatchways,

                  – refrigerated chambers,

                  – oil fuel tanks (where installed in a separate space with no machinery),

                  – shaft alleys and pipe tunnels allowing storage of combustibles,

                  – auxiliary machinery spaces as in category (10) which contain machinery having a pressure lubrication system or where  storage
                    of combustibles is permitted,

                  – oil fuel filling stations,

                  – spaces containing oil-filled electrical transformers (above 10 kVA),

                  – spaces containing small internal combustion engines of power output up to 110 kW driving generators, sprinkler,  drencher  or
                    fire pumps, bilge pumps, etc.,

                  – closed trunks serving the spaces listed above.

           (12)  Machinery spaces and main galleys:

                  – main propulsion machinery rooms (other than electric propulsion motor rooms) and boiler rooms,

                  – auxiliary machinery spaces other than those in categories (10) and (11) which contain internal combustion machinery or  other
                    oil burning, heating or pumping units,

                  – main galleys and annexes,

                  – trunks and casings to the spaces listed above.

           (13)  Storesrooms, workshops, pantries, etc.:

                  – main pantries not annexed to galleys,

                  – main laundry,

                  – large drying rooms (having a deck area of more than 4 m2),

                  – miscellaneous stores,

                  – mail and baggage rooms,

                  – garbage rooms,

                  – workshops (not part of machinery spaces, galleys, etc.),

                  – lockers and storerooms having areas greater than 4 m2, other than those spaces  that  have  provisions  for  the  storage  of
                    flammable liquids.

           (14)  Other spaces in which flammable liquids are stowed:

                  – paint lockers,

                  – storerooms containing flammable liquids (including dyes, medicines, etc.),

                  – laboratories (in which flammable liquids are stowed).

       .3   Where a single value is shown for the fire integrity of a boundary between two spaces, that value shall apply in all cases.

       .4   There are no special requirements for material or integrity of boundaries where only a dash appears in the tables.

       .5   The Administration of the flag State shall determine in respect of category (5) spaces whether the  insulation  values  in  table 4.1
           shall apply to ends of deckhouses and superstructures, and whether the insulation values in table 4.2 shall apply to  weather  decks.
           In no case shall the requirements of category (5) of table 4.1 or 4.2 necessitate enclosure of spaces which in  the  opinion  of  the
           Administration of the flag State need not be enclosed.

.3    Continuous ‘B’ class ceiling or linings, in association with the relevant decks or bulkheads, may be accepted as contributing wholly or  in
       part, to the required insulation and integrity of a division.

.4    In approving structural fire protection details the Administration of the flag State shall have regard to the risk of heat transmission  at
       intersections and terminal points of required thermal barriers.

                                                                    Table 4.1

                                      Bulkheads not bounding either main vertical zones or horizontal zones

|Spaces                                                                                                                                                                                                                    |

5     Fire integrity of bulkheads and decks in new ships carrying not more than 36 passengers and  existing  class B  ships  carrying  more  than
       36 passengers (R 27)

NEW CLASS B, C, AND D SHIPS CARRYING NOT MORE THAN 36 PASSENGERS AND EXISTING CLASS B SHIPS CARRYING MORE THAN 36 PASSENGERS:

.1    In addition to complying with the specific provisions for fire integrity of bulkheads and decks  mentioned  elsewhere  in  this  part,  the
       minimum fire integrity of bulkheads and decks shall be as prescribed in tables 5.1 and 5.2.

      In approval of structural precautions for fire protection in new ships, account shall be taken of the risk of heat  transfer  between  heat
       bridges at intersection points, and where the thermal barring devices terminate.

.2    The following requirements shall govern application of the tables:

       .1   Tables 5.1 and 5.2 shall apply respectively to the bulkheads and decks separating adjacent spaces.

       .2   For determining the appropriate fire integrity standards to be  applied  to  divisions  between  adjacent  spaces,  such  spaces  are
           classified according to their fire risk as shown in categories (1) to (11) below. The title  of  each  category  is  intended  to  be
           typical rather than restrictive. The number in parentheses preceding each category refers to the applicable  column  or  row  in  the
           tables.

           (1)   Control stations:

                  – spaces containing emergency sources of power and lighting,

                  – wheelhouse and chartroom,

                  – spaces containing the ship's radio equipment,

                  – fire-extinguishing rooms, fire control rooms and fire-recording stations,

                  – control room for propulsion machinery when located outside the propulsion machinery space,

                  – spaces containing centralised fire alarm equipment.

           (2)   Corridors:

                  – passenger and crew corridors and lobbies.

           (3)   Accommodation spaces:

                  – spaces as defined in Regulation II-2/A/2.10 excluding corridors.

           (4)   Stairways:

                  – interior stairways, lifts and escalators (other than those wholly contained  within  the  machinery  spaces)  and  enclosures
                    thereto,

                  – in this connection, a stairway which is enclosed only at one level shall be regarded as part of the space from  which  it  is
                    not separated by a fire door.

           (5)   Service spaces (low risk):

                  – lockers and storerooms not having provisions for the storage of flammable liquids and having areas less than 4 m2 and  drying
                    rooms and laundries.

           (6)   Machinery spaces of category A:

                  – spaces as defined in Regulation II-2/A/2.19.1.

           (7)   Other machinery spaces:

                  – spaces as defined in Regulation II-2/A/2.19.2 excluding machinery spaces of category A.

           (8)   Cargo spaces:

                  – all spaces used for cargo (including cargo oil tanks) and  trunkways  and  hatchways  to  such  spaces,  other  than  special
                    category spaces.

           (9)   Service spaces (high risk):

                  – galleys, pantries containing cooking appliances, paint and lamp rooms, lockers and storerooms having areas of 4 m2  or  more,
                    spaces for the storage of flammable liquids, and workshops other than those forming part of the machinery spaces.

           (10)  Open decks:

                  – open deck spaces and enclosed promenades having no fire risk. Air spaces (the space outside superstructures and deckhouses).

           (11)  Special category spaces:

                  – spaces as defined in Regulation II-2/A/2.18.

       .3   In determining the applicable fire integrity standard of a boundary between two spaces within a main vertical zone or horizontal zone
           which is not protected by an automatic sprinkler system complying with the provisions of Regulation II-2/A/8 or  between  such  zones
           neither of which is so protected, the higher of the two values given in the tables shall apply.

       .4   In determining the applicable fire integrity standard of a boundary between two spaces within a main vertical zone or horizontal zone
           which is protected by an automatic sprinkler system complying with the provisions of Regulation II-2/A/8 or between such  zones  both
           of which are so protected, the lesser of the two values given in the tables  shall  apply.  Where  a  sprinklered  zone  and  a  non-
           sprinklered zone meet within accommodation and service spaces, the higher of the two values given in the tables shall  apply  to  the
           division between the zones.

.3    Continuous ‘B’ class ceilings or linings, in association with the relevant decks or bulkheads, may be accepted as contributing,  wholly  or
       in part, to the required insulation and integrity of a division.

.4    External boundaries which are required in Regulation 1.1 to be of steel or other equivalent material may be  pierced  for  the  fitting  of
       windows and sidescuttles provided that there is no requirement for  such  boundaries  to  have  ‘A’  class  integrity  elsewhere  in  this
       part. Similarly, in such boundaries which are not required to have ‘A’ class integrity, doors may be of materials to the  satisfaction  of
       the Administration of the flag State.

                                                                    Table 5.1

                                              Fire integrity of bulkheads separating adjacent spaces

|Spaces                                                                                                                                                                                            |

6     Means of escape (R 28)

NEW CLASS B, C AND D SHIPS AND EXISTING CLASS B SHIPS:

.1    Stairways and ladders, corridors and doors shall be arranged to provide ready means of escape to the  lifeboat  and  life-raft  embarkation
       deck from all passenger and crew spaces and from spaces in  which  the  crew  is  normally  employed,  other  than  machinery  spaces.  In
       particular, the following provisions shall be complied with:

       .1   Below the bulkhead deck two means of escape, at least one of which shall be independent of watertight doors, shall be  provided  from
           each watertight compartment or similarly restricted space or group of spaces. Exceptionally  one  of  the  means  of  escape  may  be
           dispensed with, due regard being paid to the nature and location of spaces and to  the  number  of  persons  who  might  be  normally
           employed there.

            In such a case the sole means of escape shall provide safe escape.

            For ships which are constructed on or after 1 January 2003, the abovementioned dispensation may only be given for  crew  spaces  that
           are entered only occasionally, in which case the required escape route shall be independent of watertight doors.

       .2   Above the bulkhead deck there shall be at least two means of escape from each main vertical zone or  similarly  restricted  space  or
           group of spaces at least one of which shall give access to a stairway forming a vertical escape.

       .3   If a radiotelegraph station has no direct access to the open deck, two means of escape from  or  access  to  such  station  shall  be
           provided, one of which may be a porthole or window of sufficient size or another means.

       .4   In existing class B ships, a corridor, or part of a corridor from which there is only one route of escape shall not exceed  5  metres
           in length.

            In new class A, B, C and D ships of 24 metres in length and above, a corridor, lobby or part of a corridor from which there  is  only
           one route of escape shall be prohibited.

            Dead-end corridors used in service areas which are necessary for the practical utility of the ship, such as  fuel  oil  stations  and
           athwartship supply corridors, shall be permitted, provided such dead-end corridors are separated from crew  accommodation  areas  and
           inaccessible from passenger accommodation areas. A part of a corridor that has a depth not exceeding its width is considered a recess
           or local extension and is permitted.

      NEW CLASS B, C AND D SHIPS OF 24 METRES IN LENGTH AND ABOVE CONSTRUCTED BEFORE 1 JANUARY 2003:

       .5   At least one of the means of escape required by paragraphs .1.1 and .1.2 shall consist of a  readily  accessible  enclosed  stairway,
           which shall provide continuous fire shelter from the level of its origin to the appropriate lifeboat and life-raft embarkation decks,
           or to the uppermost deck if the embarkation deck does not extend to the main vertical zone being considered.

            In the latter case, direct access to the embarkation deck by way of external open stairways and passageways  shall  be  provided  and
           shall have emergency lighting in accordance with Regulation III/5.3 and slip-free surfaces underfoot. Boundaries facing external open
           stairways and passageways forming part of an escape route shall be so protected that  a  fire  in  any  enclosed  space  behind  such
           boundaries would not impede escape to the embarkation stations.

            The widths, number and continuity of escapes shall be as follows:

           .1    Stairways shall not be less than 900 mm in clear width, if reasonable and practicable to the satisfaction of the Member  State,
                but shall in no case be less than 600 mm. Stairways shall be fitted with handrails on each  side.  The  minimum  clear  width  of
                stairways shall be increased by 10 mm for every one person provided for in excess of 90 persons. The maximum clear width  between
                handrails where stairways are wider than 900 mm shall be 1 800 mm. The total number of persons to be evacuated by such  stairways
                shall be assumed to be two thirds of the crew and the total number of passengers in the areas served by such stairways. The width
                of the stairways shall at least conform to the standard as given in IMO Resolution A.757 (18).

           .2    All stairways sized for more than 90 persons shall be aligned before and after.

           .3    Doorways and corridors and intermediate landings included in means of escape shall be sized in the same manner as stairways.

           .4    Stairways shall not exceed 3,5 metres in vertical rise without the provision of a landing  and  shall  not  have  an  angle  of
                inclination greater than 45°.

           .5    Landings at each deck level shall not be less than 2 m2 in area and shall increase by 1 m2 for every 10 persons provided for in
                excess of 20 persons but need not exceed 16 m2, except for those landings servicing public spaces having direct access  onto  the
                stairway enclosure.

      NEW CLASS B, C AND D SHIPS OF 24 METRES IN LENGTH AND ABOVE CONSTRUCTED ON OR AFTER 1 JANUARY 2003:

       .5a  At least one of the means of escape required in the paragraphs .1.1 and .1.2 shall consist of a readily accessible enclosed stairway,
           which shall provide continuous fire shelter from the level of its origin to the appropriate lifeboat and life-raft embarkation  decks
           or to the uppermost weather deck if the embarkation deck does not extend to the main vertical zone being considered.

            In the latter case direct access to the embarkation deck by way of external open stairways and  passageways  shall  be  provided  and
           shall have emergency lighting in accordance with Regulation III/5.3 and slip-free surfaces underfoot. Boundaries facing external open
           stairways and passageways forming part of an escape route and boundaries in such a position that their failure during  a  fire  would
           impede escape to the embarkation deck shall have fire integrity, including insulation values, in accordance with tables 4.1  to  5.2,
           as appropriate.

            The widths, number and continuity of escapes shall be in accordance with the requirements of the Fire Safety Systems Code.

      NEW CLASS B, C AND D CONSTRUCTED BEFORE 1 JANUARY 2003 AND EXISTING CLASS B SHIPS:

       .6   Satisfactory protection of access from the stairway enclosures to the lifeboat and life-raft embarkation areas shall be provided.

      NEW CLASS B, C AND D SHIPS CONSTRCTED ON OR AFTER 1 JANUARY 2003:

       .6a  Protection of access from the stairway enclosures to the lifeboat and life-raft embarkation areas shall be provided  either  directly
           or through protected internal routes which have fire integrity and  insulation  values  for  stairway  enclosures  as  determined  by
           tables 4.1 to 5.2, as appropriate.

      NEW CLASS B, C AND D SHIPS:

       .7   In addition to the emergency lighting required by Regulations II-1/D/3 and III/5.3, the  means  of  escape  including  stairways  and
           exits, shall be marked by lighting or photoluminescent strip indicators placed not more than 0,3 metres above the deck at all  points
           of the escape route including angles and intersections. The marking must enable passengers to identify all the routes of  escape  and
           readily identify the escape exits. If electric illumination is used, it shall be supplied by the emergency source  of  power  and  it
           shall be so arranged that the failure of any single light or  cut  in  a  lighting  strip  will  not  result  in  the  marking  being
           ineffective. Additionally, all escape route signs and fire equipment location markings  shall  be  of  photoluminescent  material  or
           marked by lighting. The Administration of the flag State shall ensure that such lighting  or  photoluminescent  equipment  have  been
           evaluated, tested and applied in accordance with the guidelines as given in IMO Resolution A.752 (18).

            However, for new class B, C and D ships constructed on or after 1 January 2003 the Administration of the Flag State shall ensure that
           such lighting or photoluminescent equipment has been evaluated, tested and applied in accordance with the Fire Safety Systems Code.

      NEW CLASS B, C AND D SHIPS CONSTRUCTED ON OR AFTER 1 JANUARY 2003:

       .8   In ships carrying more than 36 passengers the requirements of paragraph .1.7  of  this  regulation  shall  also  apply  to  the  crew
           accommodations.

       .9   Normally locked doors that form part of an escape route.

           .1    Cabin and stateroom doors shall not require keys to unlock them from inside the room.

            Neither shall there be any doors along any designated escape route which require keys to unlock them when moving in the direction of
                escape.

           .2    Escape doors from public spaces that are normally latched shall be fitted with a means  of  quick  release.  Such  means  shall
                consist of a door-latching mechanism incorporating a device that releases the latch upon  the  application  of  a  force  in  the
                direction of escape flow. Quick release mechanisms shall be designed and installed to the satisfaction of the  Administration  of
                the flag State and in particular:

                .2.1   consist of bars or panels, the actuating portion of which extends across at least one half of the width of the door  leaf,
                    at least 760 mm and not more than 1 120 mm above the deck;

                .2.2   cause the door latch to release when a force not exceeding 67 N is applied; and

                .2.3   not be equipped with any locking device, set screw or other arrangement that  prevents  the  release  of  the  latch  when
                    pressure is applied to the releasing device.

NEW CLASS B, C AND D AND EXISTING CLASS B SHIPS:

.2    .1    In special category spaces the number and disposition of the means of escape both below and above the bulkhead deck shall be  to  the
           satisfaction of the Administration of the flag State and in general the safety of access to the embarkation deck shall  be  at  least
           equivalent to that provided under paragraphs .1.1, .1.2, .1.5 and .1.6.

            In new class B, C and D ships constructed on or after 1 January 2003, such spaces shall be provided with designated walkways  to  the
           means of escape with a breadth of at least 600 mm, and where practicable and reasonable those designated longitudinal walkways  shall
           raise at least 150 mm above the deck surface. The parking arrangements for the vehicles shall maintain  the  walkways  clear  at  all
           times.

       .2   One of the escape routes from the machinery spaces where the crew is normally employed shall  avoid  direct  access  to  any  special
           category space.

       .3   Hoistable drive-up/down ramps to platform decks must not be capable of blocking the approved escape routes when in lowered position.

.3.1  Two means of escape shall be provided from each machinery space. In particular, the following provisions shall be complied with:

       .1   Where the space is below the bulkhead deck the two means of escape shall consist of either:

           .1    two sets of steel ladders as widely separated as possible, leading to doors in the upper part of the space similarly  separated
                and from which there is access to the appropriate lifeboat and life-raft embarkation decks. In new ships, one  of  these  ladders
                shall provide continuous fire shelter from the lower part of the space to a safe position outside the space. In  new  class B,  C
                and D ships constructed on or after 1 January 2003 that ladder shall be located  within  a  protected  enclosure  that  satisfies
                Regulation II-2/B/4, category (2) or II-2/B/5, category (4), as appropriate, from the lower part of the space it serves to a safe
                position outside the space. Self-closing fire doors of the same fire integrity standards shall be fitted in  the  enclosure.  The
                ladder shall be fixed in such a way that heat is not transferred into the enclosure  through  non-insulated  fixing  points.  The
                protected enclosure shall have minimum internal dimensions of  at  least  800 mm × 800 mm,  and  shall  have  emergency  lighting
                provisions; or

           .2    one steel ladder leading to a door from which access is provided to the embarkation deck and additionally, in the lower part of
                the space and in a position well separated from the ladder referred to, a steel door capable of being operated from each side and
                which provides access to a safe escape route from the lower part of the space to the embarkation deck.

       .2   Where the space is above the bulkhead deck, the two means of escape shall be as widely separated as possible and  the  doors  leading
           from such means of escape shall be a position from which access is provided to the appropriate  lifeboat  and  life-raft  embarkation
           decks. Where such means of escape require the use of ladders, these shall be of steel.

      NEW CLASS A, B, C AND D SHIPS:

       .3   From spaces for monitoring of operation of machinery, and from work spaces, there shall be at least two means of escape, of which one
           shall be independent of the machinery space and give access to the embarkation deck.

       .4   The underside of stairs in machinery spaces shall be shielded.

NEW CLASS B, C AND D AND EXISTING CLASS B SHIPS:

.3.2  In a ship of less than 24 metres in length, the Administration of the flag State may dispense with one of the means of escape in  machinery
       spaces, due regard being paid to the width and disposition of the upper part of the space.

      In a ship of 24 metres in length and above, the Administration of the flag State may dispense with one means of escape from any such  space
       so long as either a door or a steel ladder provides a safe escape route to the embarkation deck, due regard being paid to the  nature  and
       location of the space and whether persons are normally employed in that space. In new class B, C and  D  ships  constructed  on  or  after
       1 January 2003, a second means of escape shall be provided in the steering gear space when the emergency steering position is  located  in
       that space unless there is a direct access to the open deck.

.3.3  Two means of escape shall be provided from a machinery control room located within a machinery space, at least one of  which  will  provide
       continuous fire shelter to a safe position outside the machinery space.

.4    In no case shall lifts be considered as forming one of the required means of escape.

.5    NEW CLASS B, C AND D AND EXISTING CLASS B SHIPS OF 40 METRES IN LENGTH AND ABOVE:

       .1   Emergency escape breathing devices shall be carried, complying with the Fire Safety Systems Code.

       .2   At least two emergency escape breathing devices shall be carried in each main vertical zone

       .3   In ships carrying more than 36 passengers, two emergency escape breathing devices, in addition to those required in subparagraph .5.2
           shall be carried in each main vertical zone.

       .4   However, subparagraphs .5.2 and .5.3 do not apply to stairway enclosures which constitute individual main vertical zones and for  the
           main vertical zones in the fore or aft end of a ship, which do not contain spaces of categories (6), (7),  (8)  or  (12)  defined  in
           Regulation II-2/B/4.

       .5   Within the machinery spaces, emergency escape breathing devices shall be situated ready for use at easily visible places,  which  can
           be reached quickly and easily at any time in the event of fire. The location of emergency escape breathing devices  shall  take  into
           account the layout of the machinery space and the number of persons normally working in the space.

       .6   Reference is made to the IMO Guidelines for the performance, location , use and care of emergency breathing devices. (MSC/Circ. 849).

       .7   The number and location of these devices shall be indicated in the fire control plan required in Regulation II-2/A/13.

6-1   Escape routes on ro-ro passenger ships (R 28-1)

.1    REQUIREMENTS APPLICABLE TO NEW CLASS B, C AND D AND EXISTING CLASS B RO-RO PASSENGER SHIPS

.1.1  This paragraph applies to new class B, C and D and existing class B ro-ro passenger ships. For  existing  ships  the  requirements  of  the
       regulation shall apply not later than the date of the first periodical survey after the date referred to in paragraph .1 of Regulation II-
       2/B/16.

.1.2  Handrails or other handholds shall be provided in all corridors along the entire escape route, so that a firm handhold is  available  every
       step of the way, where possible, to the assembly stations and embarkation stations. Such handrails shall be  provided  on  both  sides  of
       longitudinal corridors more than 1,8 metres in width and transverse corridors more than 1 metre in width. Particular  attention  shall  be
       paid to the need to be able to cross lobbies, atriums and other large open spaces along escape routes. Handrails and other handholds shall
       be of such strength as to withstand a distributed horizontal load of 750 N/m applied in the direction of the centre  of  the  corridor  or
       space, and a distributed vertical load of 750 N/m applied in the downward direction. The two loads need not be applied simultaneously.

.1.3  Escape routes shall not be obstructed by furniture or other obstructions. With the exception of tables and chairs which may be  cleared  to
       provide open space, cabinets and other heavy furnishings in public spaces and along escape routes shall be secured  in  place  to  prevent
       shifting if the ship rolls or lists. Floor coverings shall also be secured in place. When the ship is underway,  escape  routes  shall  be
       kept clear of obstructions such as cleaning carts, bedding, luggage and boxes of goods.

.1.4  Escape routes shall be provided from every normally occupied space on the ship to  an  assembly  station.  These  escape  routes  shall  be
       arranged so as to provide the most direct route possible to the assembly station, and shall be marked with symbols related to  life-saving
       appliances and arrangements, adopted by IMO by Resolution A.760 (18).

.1.5  Where enclosed spaces adjoin an open deck, openings from the enclosed space to the open deck shall, where practicable, be capable of  being
       used as an emergency exit.

.1.6  Decks shall be sequentially numbered, starting with ‘1’ at the tank top or lowest deck. These numbers shall  be  prominently  displayed  at
       stair landings and lift lobbies. Decks may also be named, but the deck number shall always be displayed with the name.

.1.7  Simple ‘mimic’ plans showing the ‘you are here’ position and escape routes marked by arrows shall be prominently displayed  on  the  inside
       of each cabin door and in public spaces. The plan shall show the directions of escape, and shall be properly oriented in relation  to  its
       position on the ship.

.1.8  Cabin and stateroom doors shall not require keys to unlock them from inside the room. Neither shall there be any doors along  any  designed
       escape route which require keys to unlock them when moving in the direction of escape.

.2    REQUIREMENTS APPLICABLE TO NEW CLASS B, C AND D RO-RO PASSENGER SHIPS

.2.1  The lowest 0,5 metres of bulkheads and other partitions forming vertical divisions along escape routes shall be able to sustain a  load  of
       750 N/m2 to allow them to be used as walking surfaces from the side of the escape route with the ship at large angles of heel.

.2.2  The escape route from cabins to stairway enclosures shall be as direct as possible, with a minimum  number  of  changes  in  direction.  It
       shall not be necessary to cross from one side of the ship to the other to reach an escape route. It shall not be necessary to  climb  more
       than two decks up or down in order to reach an assembly station or open deck from any passenger space.

.2.3  External routes shall be provided from open decks, referred to in paragraph 2.2, to the survival craft embarkation stations.

.3    REQUIREMENTS APPLICABLE TO NEW CLASS B, C AND D RO-RO PASSENGER SHIPS CONSTRUCTED ON OR AFTER 1 JULY 1999

      For new class B, C and D ro-ro passenger ships constructed on or after 1 July 1999, escape routes  shall  be  evaluated  by  an  evacuation
       analysis early in the design process. The analysis shall be used to identify and eliminate, as far as practicable,  congestion  which  may
       develop during an abandonment, due to normal movement of passengers and crew along escape routes, including the possibility that crew  may
       need to move along these routes in a direction opposite the movement of the passengers.  In  addition,  the  analysis  shall  be  used  to
       demonstrate that escape arrangements are sufficiently flexible to provide  for  the  possibility  that  certain  escape  routes,  assembly
       stations, embarkation stations or survival craft may not be available as a result of a casualty.

7     Penetrations and openings in ‘A’ and ‘B’ class divisions (R 30, 31)

NEW CLASS B, C AND D AND EXISTING CLASS B SHIPS:

.1    All openings in ‘A’ class divisions shall be provided with permanently attached means of closing which shall be as effective for  resisting
       fires as the divisions in which they are fitted.

.2    The construction of all doors and door frames in ‘A’ class  divisions,  with  the  means  of  securing  them  when  closed,  shall  provide
       resistance to fire as well as to the passage of smoke and flame, as far as practicable, equivalent to that of the bulkheads in  which  the
       doors are situated. Such doors and doorframes shall be constructed of steel or other equivalent material. Watertight  doors  need  not  be
       insulated.

.3    It shall be possible for each door to be opened and closed from each side of the bulkhead by one person only.

.4    Fire doors in main vertical zone bulkheads and stairways enclosures other than power-operated sliding watertight doors and  doors  normally
       locked, shall satisfy the following requirements:

       .1   The doors shall be self-closing and be capable of closing with an angle of up to 3,5° opposing closure. The speed of  closure  shall,
           if necessary, be controlled so as to prevent undue danger to persons. In new ships the uniform rate of closure shall be no more  than
           0,2 m/s and no less than 0,1 m/s with the ship in the upright position.

      NEW CLASS B, C AND D SHIPS:

       .2   Remote-controlled sliding or power-operated doors shall be equipped with an alarm that sounds at least 5 seconds but no more than  10
           seconds before the door begins to move and continue sounding until the door is completely closed.  Doors  designed  to  re-open  upon
           contacting an object in its path shall re-open sufficiently to allow a clear passage of at least 0,75 metres, but no  more  than  one
           metre.

       .3   All doors, except fire doors which are normally kept closed, shall be capable of remote and automatic  release  from  a  continuously
           manned central control station, either simultaneously or in groups, and also individually from a position at both sides of the  door.
           Indication must be provided at the fire control panel in the continuously manned central control station whether each of the  remote-
           controlled doors is closed. The release mechanism shall be so designed that the  door  will  automatically  close  in  the  event  of
           disruption of the control system or central power supply. Release switches  shall  have  an  on-off  function  to  prevent  automatic
           resetting of the system. Holdback hooks not subject to central control station release are prohibited.

       .4   Local power accumulators for power-operated doors shall be provided in the immediate vicinity of the doors to enable the doors to  be
           operated at least 10 times (fully opened and closed) using the local controls.

       .5   Double-leaf doors equipped with a latch necessary to their fire integrity shall have a latch that is automatically activated  by  the
           operation of the doors when released by the system.

       .6   Doors giving direct access to special category spaces which are power-operated and automatically closed need  not  be  equipped  with
           alarms and remote-release mechanisms required in .4.2 and .4.3.

CLASS B, C AND D SHIPS CONSTRUCTED ON OR AFTER 1 JANUARY 2003:

Instead of .4 the following paragraph .4a shall apply

.4a   Fire doors in main vertical zone bulkheads, galley boundaries and stairway enclosures other than power-operated watertight doors and  those
       which are normally locked, shall satisfy the following requirements:

       .1   the doors shall be self-closing and be capable of closing against an angle of inclination of up to 3,5° opposing closure;

       .2   the approximate time of closure for hinged fire doors shall be no more than 40 seconds and no less than 10 seconds from the beginning
           of their movement with the ship in upright position. The approximate uniform rate of closure for sliding fire doors shall  be  of  no
           more than 0,2 m/s and no less than 0,1 m/s with the ship in the upright position;

       .3   the doors shall be capable of remote release from the continuously manned central control station, either simultaneously or in groups
           and shall be capable of release also individually from a position at both sides of the door. Release switches shall  have  an  on-off
           function to prevent automatic resetting of the system;

       .4   hold-back hooks not subject to central control station release are prohibited;

       .5   a door closed remotely from the central control station shall be capable of being reopened  at  both  sides  of  the  door  by  local
           control. After such local opening the door shall automatically close again;

       .6   indication shall be provided at the fire door indicator panel in the continuously manned central control station whether each of  the
           remote-released doors are closed;

       .7   the release mechanism shall be so designed that the door will automatically close in the event of disruption of the control system or
           main source of electric power;

       .8   local power accumulators for power-operated doors shall be provided in the immediate vicinity of the doors to enable the doors to  be
           operated after disruption of the control system or main source of electric power at least 10 times (fully opened or closed) using the
           local controls;

       .9   disruption of the control system or main source of electric power at one door shall not impair the  safe  functioning  of  the  other
           doors;

       .10  remote-released sliding or power-operated doors shall be equipped with an alarm that sounds for at least 5 seconds but no  more  than
           10 seconds after the door is released from the central control station and before the door begins to move and continue sounding until
           the door is completely closed;

       .11  a door designed to re-open upon contacting an object in its path shall re-open not more than one metre from the point of contact;

       .12  double-leaf doors equipped with latch necessary to their fire integrity shall have a latch that is  automatically  activated  by  the
           operation of the doors when released by the control system;

       .13  doors giving direct access to special category spaces which are power-operated and automatically closed need not be equipped with the
           alarms and remote-release mechanisms required in paragraph .3 and .10;

       .14  the components of the local control system shall be accessible for maintenance and adjusting; and

       .15  power-operated doors shall be provided with a control system of an approved type which shall be able to operate in case of fire, this
           being determined in accordance with the Fire Test Procedure Code. This system shall satisfy the following requirements:

           .15.1 the control system shall be able to operate the door at a temperature of at least 200 °C for at least 60 minutes, served by the
                power supply;

           .15.2 the power supply for all other doors not subject to fire shall not be impaired, and;

           .15.3 at temperatures exceeding 200 °C the control system shall be automatically isolated from the power supply and shall be  capable
                of keeping the door closed up to at least 945 °C.

NEW CLASS B, C AND D SHIPS:

.5    The requirements for ‘A’ class integrity of the outer boundaries of a ship shall not apply to glass partitions, windows  and  sidescuttles,
       provided that there is no requirement for such boundaries to have ‘A’ class integrity in Regulation 10. Similarly,  the  requirements  for
       ‘A’ class integrity shall not apply to exterior doors in superstructures and deckhouses.

CLASS B, C AND D SHIPS CONSTRUCTED ON OR AFTER 1 JANUARY 2003:

Instead of .5: the following paragraph .5a shall apply:

.5a   The requirements for ‘A’ class integrity of the outer boundaries of a ship shall not apply to glass partitions, windows  and  sidescuttles,
       provided that there is no requirement for such boundaries to have a ‘A’ class integrity in Regulation 10.

      The requirements for ‘A’ class integrity of the outer boundaries of the ship shall not  apply  to  exterior  doors,  except  for  those  in
       superstructures and deckhouses facing life-saving appliances. embarkation and external assembly station areas, external  stairs  and  open
       decks used for escape routes. Stairway enclosure doors need not meet this requirement.

NEW CLASS B, C AND D SHIPS:

.6    Except for watertight doors, weathertight doors (semi-watertight doors), doors leading to  the  open  deck  and  doors  which  need  to  be
       reasonably gastight all ‘A’ class doors located in stairways, public spaces and main vertical zone bulkheads in  escape  routes  shall  be
       equipped with a self-closing hose port of material, construction and fire resistance which is equivalent to the  door  into  which  it  is
       fitted, and shall be a 150 mm square clear opening with the door closed and shall be inset into the lower edge of the  door,  opposite  to
       the door hinges, or in the case of sliding doors, nearest the opening.

NEW CLASS B, C AND D AND EXISTING CLASS B SHIPS:

.7    Doors and door frames in ‘B’ class divisions and means of securing them shall provide a method of closure which shall  have  resistance  to
       fire equivalent to that of the divisions except that ventilation openings may be permitted in the lower portion of such doors. Where  such
       opening is in or under a door the total net area of any such  opening  or  openings  shall  not  exceed  0,05 m2.  Alternatively,  a  non-
       combustible air balance duct routed between the cabin and the corridor and located below the sanitary unit is permitted where  the  cross-
       sectional area of the duct does not exceed 0,05 m2. All ventilation openings  shall  be  fitted  with  a  grill  made  of  non-combustible
       material. Doors shall be non combustible.

.7.1  For reasons of noise reduction, the Administration may approve,  as  an  equivalent,  doors  with  built-in  ventilation  sound-locks  with
       openings at the bottom on one side of the door and at the top on the other side, on condition that  the  following  provisions  have  been
       complied with:

       .1   The upper opening shall always face towards the corridor and shall be provided with a grating  of  non-combustible  material  and  an
           automatically operating fire damper, which is activated at a temperature of about 70 °C.

       .2   The lower opening shall be provided with a grating made of a non-combustible material.

       .3   The doors shall be tested in accordance with Resolution A.754 (18).

NEW CLASS B, C AND D SHIPS:

.8    Cabin doors in ‘B’ class divisions shall be of a self-closing type. Hold-backs are not permitted.

NEW CLASS B,C AND D AND EXISTING CLASS B SHIPS:

.9    The requirements for «B» class integrity of the outer boundaries of a ship shall not apply to glass partitions, windows  and  sidescuttles.
       Similarly the requirements for ‘B’ class integrity shall not apply to exterior doors in superstructures and deckhouses. For ships carrying
       not more than 36 passengers, the Administration of the flag State may permit the use of combustible materials in doors  separating  cabins
       from the individual interior sanitary spaces such as showers.

8     Protection of stairways and lifts in accommodation and service spaces (R 29)

NEW CLASS B, C AND D SHIPS:

.1    All stairways shall be of steel frame construction and shall be within enclosures formed of ‘A’ class divisions,  with  positive  means  of
       closure of all openings except that:

       .1   a stairway connecting only two decks need not be enclosed, provided the integrity of the deck is maintained by  proper  bulkheads  or
           doors in one between-deck space. When a stairway is closed in one between-deck space, the stairway enclosure shall  be  protected  in
           accordance with the tables for decks in Regulations 4 and 5;

       .2   stairways may be fitted in the open in a public space, provided they lie wholly within such public space.

NEW CLASS B, C AND D AND EXISTING CLASS B SHIPS:

.2    Stairway enclosures shall have direct access with the corridors and be of a sufficient area to  prevent  congestion,  having  in  view  the
       number of persons likely to use them in an emergency.

      NEW CLASS B, C AND D SHIPS: Within the perimeter of such stairway enclosures only  public  toilets,  lockers  of  non-combustible  material
       providing storage for safety equipment and open information counters are permitted.

      Only public spaces, corridors, public toilets, special category spaces, other escape stairways required by  Regulation 6-1.5  and  external
       areas are permitted to have direct access to these stairway enclosures.

NEW CLASS B, C AND D AND EXISTING CLASS B SHIPS:

.3    Lift trunks shall be so fitted as to prevent the passage of smoke and flame from one between-deck to another and  shall  be  provided  with
       means of closing so as to permit the control of draught and smoke.

9     Ventilation systems (R 32)

.1    Ships carrying more than 36 passengers

NEW CLASS B, C AND D SHIPS:

                                            ê 2002/25/EC Art. 1 and Annex (adapted)

       .1   The ventilation system shall, in addition to paragraph .1 of Regulation Ö 32 Õ , also be in  compliance  with  subparagraphs .2.2  to
           .2.6, .2.8 and .2.9 of Regulation Ö 32 Õ .

                                            ê 2002/25/EC Art. 1 and Annex

NEW CLASS B, C AND D AND EXISTING CLASS B SHIPS:

       .2   In general, the ventilation fans shall be so disposed that the ducts reaching the various spaces  remain  within  the  main  vertical
           zone.

       .3   Where ventilation systems penetrate decks, precautions shall be taken, in addition to those relating to fire integrity  of  the  deck
           required by Regulation II-2/A/12.1, to reduce the likelihood of smoke and hot gases passing from one between-deck  space  to  another
           through the system. In addition to insulation requirements contained in this regulation,  vertical  ducts  shall,  if  necessary,  be
           insulated as required by the appropriate tables in Regulation 4.

NEW CLASS B, C AND D SHIPS:

       .4   Ventilation ducts shall be constructed of the following materials:

           .1    ducts not less than 0,075 m2 in sectional area and all vertical ducts serving more than a single between-deck  space  shall  be
                constructed of steel or other equivalent material;

           .2    ducts less than 0,075 m2 in sectional area other than vertical ducts referred to in subparagraph .1.4.1, shall  be  constructed
                of non-combustible materials. Where such ducts penetrate ‘A’ or ‘B’ class divisions due regard shall be  given  to  ensuring  the
                fire integrity of the division;

           .3    short lengths of duct, not in general exceeding 0,02 m2 in sectional area nor two metres in length, need not be non-combustible
                provided that all of the following conditions are met:

                .1     the duct is constructed of a material of low fire risk to the satisfaction of the Administration of the flag State;

                .2     the duct is used only at the terminal end of the ventilation system, and

                .3     the duct is not located closer than 600 mm measured along its length to a penetration of an ‘A’  or  ‘B’  class  division,
                    including continuous «B» class ceilings.

            CLASS B, C AND D SHIPS CONSTRUCTED ON OR AFTER 1 JANUARY 2003:

            instead of subparagraph .1 the following subparagraph .1a shall apply:

           .1a   the duct shall be of a material which has low flame spread characteristics.

       .5   Stairway enclosures shall be ventilated and shall be served only by an independent fan and duct system  which  shall  not  serve  any
           other spaces in the ventilation system.

NEW CLASS B, C AND D AND EXISTING CLASS B SHIPS:

       .6   All power ventilation, except machinery space and cargo space ventilation and any alternative system  which  may  be  required  under
           subparagraph .9.2.6, shall be fitted with controls so grouped that all fans may be stopped from  either  of  two  separate  positions
           which shall be situated as far apart as practicable. Controls provided for the power ventilation serving machinery spaces shall  also
           be grouped so as to be operable from two positions, one of which shall be outside such spaces. Fans serving power ventilation systems
           to cargo spaces shall be capable of being stopped from a safe position outside such spaces.

NEW CLASS B, C AND D SHIPS:

       .7   Where public spaces span three or more open decks and contain combustibles such as furniture  and  enclosed  spaces  such  as  shops,
           offices and restaurants, the space shall be equipped with a smoke extraction system. The smoke extraction system shall  be  activated
           by the required smoke detection system and be capable of manual control. The fans shall be sized such that the entire  volume  within
           the space can be exhausted in 10 minutes or less.

       .8   Ventilation ducts shall be provided with suitably located hatches for inspection and cleaning, where reasonable and practicable.

       .9   Exhaust ducts from galley ranges in which grease or fat is likely to accumulate shall meet requirements  of  subparagraphs .9.2.3.2.1
           and .9.2.3.2.2 and shall be fitted with:

           .1    a grease trap readily removable for cleaning unless an alternative approved grease removal system is fitted;

           .2    a fire damper located in the lower end of the duct which is automatically and remotely operated, and  in  addition  a  remotely
                operated fire damper located in the upper end of the duct;

           .3    a fixed means for extinguishing a fire within the duct;

           .4    remote control arrangements for shutting off the exhaust fans and supply fans, for operating the fire dampers mentioned  in  .2
                and for operating the fire-extinguishing system, which shall be placed in a position close to the entrance to the galley. Where a
                multi-branch system is installed, means shall be provided to close all branches exhausting through the same main duct  before  an
                extinguishing medium is released into the system; and

           .5    suitably located hatches for inspection and cleaning.

.2    Ships carrying not more than 36 passengers

      NEW CLASS B, C AND D SHIPS:

       .1   Ventilation ducts shall be of non-combustible material. Short ducts, however, not generally exceeding two metres in length and with a
           cross-section not exceeding 0,02 m2 need not be non-combustible, subject to the following conditions:

           .1    these ducts shall be of a material which, in the opinion of the Administration of the flag State, has a low fire risk;

           .2    they may only be used at the end of the ventilation device;

           .3    they shall not be situated less than 600 mm, measured along the duct, from  an  opening  in  an  ‘A’  or  ‘B’  class  division,
                including continuous «B» class ceilings.

            CLASS B, C AND D SHIPS CONSTRUCTED ON OR AFTER 1 JANUARY 2003:

            instead of subparagraph .1 the following subparagraph .1a shall apply:

                .1a    these ducts shall be of a material which has low flame spread characteristics.

       .2a  Where the ventilation ducts with a free-sectional area exceeding 0,02 m2 pass through class ‘A’  bulkheads  or  decks,  the  openings
           shall be lined with a steel sheet sleeve unless the ducts passing through the bulkheads or decks are of  steel  in  the  vicinity  of
           passage through the deck or bulkhead and the ducts and sleeves shall comply in this part with the following:

           .1    The sleeves shall have a thickness of at least 3 mm and a length of at least  900 mm.  When  passing  through  bulkheads,  this
                length shall be divided preferably into 450 mm on each side of the bulkhead. These ducts, or sleeves lining such ducts, shall  be
                provided with fire insulation. The insulation shall have at least the same fire integrity as the bulkhead or deck  through  which
                the duct passes.

           .2    Ducts with a free cross-sectional area exceeding 0,075 m2 shall be fitted with fire dampers in addition to the requirements  of
                sub-paragraph .9.2.2.1. The fire damper shall operate automatically but shall also be capable of being closed manually from  both
                sides of the bulkhead or deck. The damper shall be provided with an indicator which shows whether the damper is open  or  closed.
                Fire dampers are not required, however, where ducts pass through spaces surrounded by ‘A’ class divisions, without serving  those
                spaces, provided those ducts have the same fire integrity as the divisions which  they  pierce.  Fire  dampers  shall  be  easily
                accessible. In new class B, C and D ships constructed on or after 1 January 2003, where fire dampers are placed  behind  ceilings
                or linings, these ceilings or linings shall be provided with an inspection door on which a  plate  reporting  the  identification
                number of the fire damper is provided. The fire damper identification  number  shall  also  be  placed  on  any  remote  controls
                required.

       .2b  In new class B, C and D ships constructed on or after 1 January 2003, where a thin plated duct with a free cross-sectional area equal
           to or less than 0,02 m2 passes through ‘A’ class bulkheads or decks, the opening  shall  be  lined  with  a  steel  sleeve  having  a
           thickness of at least 3 mm and a length of at least 200 mm, divided preferably into 100 mm on each side of the bulkhead  or,  in  the
           case of the deck, wholly laid on the lower side of the decks pierced.

       .3   Ducts provided for the ventilation of machinery spaces, galleys, car deck spaces, ro-ro cargo spaces or special category spaces shall
           not pass through accommodation spaces, service spaces or control stations  unless  they  comply  with  the  conditions  specified  in
           subparagraphs .9.2.3.1.1 to .9.2.3.1.4 or .9.2.3.2.1 and .9.2.3.2.2:

           .1.1  the ducts are constructed of steel having a thickness of at least 3 mm and 5 mm for ducts the widths or diameters of which  are
                up to and including 300 mm and 760 mm and over respectively and, in the case of such ducts, the widths or diameters of which  are
                between 300 mm and 760 mm having a thickness to be obtained by interpolation;

           .1.2  the ducts are suitably supported and stiffened;

           .1.3  the ducts are fitted with automatic fire dampers close to the boundaries penetrated; and

           .1.4  the ducts are insulated to ‘A-60’ standard from the machinery spaces, galleys, car deck spaces, ro-ro cargo spaces  or  special
                category spaces to a point at least 5 metres beyond each fire damper;

            or

           .2.1  the ducts are constructed of steel in accordance with paragraphs .9.2.3.1.1 and .9.2.3.1.2; and

           .2.2  the ducts are insulated to ‘A-60’ standard throughout the accommodation spaces, service spaces or control stations;

            except that penetrations of main zone divisions shall also comply with the requirements of subparagraph .9.2.8.

            In new class B, C and D ships constructed on or after 1 January 2003, the ventilation systems for machinery  spaces  of  category A,
                vehicle spaces, ro-ro spaces, galleys, special category spaces and cargo spaces shall, in general, be separated from  each  other
                and from the ventilation systems serving other spaces. Except that the galley ventilation systems on passenger ships carrying not
                more than 36 passengers need not be completely separated, but may be served by separate ducts from  a  ventilation  unit  serving
                other spaces. In any case an automatic fire damper shall be fitted in the galley ventilation duct near the ventilation unit.

       .4   Ducts provided for ventilation to accommodation spaces, service spaces or control stations shall not pass through  machinery  spaces,
           galleys, car deck spaces, ro-ro cargo spaces or special  category  spaces  unless  they  comply  with  the  conditions  specified  in
           subparagraphs .9.2.4.1.1 to .9.2.4.1.3 or .9.2.4.2.1 and .9.2.4.2.2:

           .1.1  the ducts where they pass through a machinery space, galley, car deck space, ro-ro cargo space or special  category  space  are
                constructed of steel in accordance with subparagraphs .9.2.3.1.1 and .9.2.3.1.2;

           .1.2  automatic fire dampers are fitted close to the boundaries penetrated; and

           .1.3  the integrity of the machinery space, galley, car deck space, ro-ro  cargo  space  or  special  category  space  boundaries  is
                maintained at the penetrations;

            or

           .2.1  the ducts where they pass through a machinery space, galley, car deck space, ro-ro cargo space or special  category  space  are
                constructed of steel in accordance with subparagraphs .9.2.3.1.1 and .9.2.3.1.2; and

           .2.2  the ducts are insulated to ‘A-60’ standard throughout the machinery space, galley, car deck space, ro-ro cargo space or special
                category space;

            except that penetrations of main zone divisions shall also comply with the requirements of subparagraph .9.2.8.

       .5   Ventilation ducts with a free-sectional area exceeding 0,02 m2 passing through class ‘B’ bulkheads shall be lined  with  steel  sheet
           sleeves of 900 mm in length divided preferably into 450 mm on each side of the bulkheads unless the duct is of steel for this length.

       .6   Such measures as are practicable shall be taken in respect of control stations outside machinery  spaces  in  order  to  ensure  that
           ventilation, visibility and freedom from smoke are maintained, so that in the event of fire the  machinery  and  equipment  contained
           therein may be supervised and continue to function effectively. Alternative and separate means of air supply shall be  provided;  air
           inlets of the two sources of supply shall be so disposed that the risk of both inlets drawing in smoke simultaneously  is  minimised.
           Such requirements need not apply to control stations situated  on,  and  opening  on  to,  an  open  deck,  or  where  local  closing
           arrangements would be equally effective.

       .7   Where they pass through accommodation spaces or spaces containing combustible materials, the exhaust ducts from galley  ranges  shall
           be constructed of ‘A’ class divisions. Each exhaust duct shall be fitted with:

           .1    a grease trap readily removable for cleaning;

           .2    a fire damper located in the lower end of the duct;

           .3    arrangements, operable from within the galley, for shutting off the exhaust fans; and

           .4    fixed means for extinguishing a fire within the duct.

       .8   Where it is necessary that a ventilation duct passes through a main vertical zone division, a fail-safe automatic closing fire damper
           shall be fitted adjacent to the division. The damper shall also be capable of being manually closed from each side of  the  division.
           The operating position shall be readily accessible and be marked in red light-reflecting colour. The duct between  the  division  and
           the damper shall be of steel or other  equivalent  material  and,  if  necessary,  insulated  to  comply  with  the  requirements  of
           Regulation II 2/A/12.1. The damper shall be fitted on at least one side of the division with a visible indicator showing whether  the
           damper is in the open position.

      NEW CLASS B, C AND D AND EXISTING CLASS B SHIPS:

       .9   The main inlets and outlets of all ventilation systems shall be capable of being closed from outside the spaces being ventilated.

      NEW CLASS B, C AND D SHIPS:

       .10  Power ventilation of accommodation spaces, service spaces, cargo spaces, control stations and machinery spaces shall  be  capable  of
           being stopped from an easily accessible position outside the space being served. This position should not be readily cut off  in  the
           event of a fire in the spaces served. The means provided for stopping the power ventilation of the machinery spaces shall be entirely
           separate from the means provided for stopping ventilation of other spaces.

.3    ALL CLASS B,C AND D SHIPS CONSTRUCTED ON OR AFTER 1 JANUARY 2003:

      The following arrangements shall be tested in accordance with the IMO Fire Test Procedures Code:

       .1   fire dampers including relevant means of operation; and

       .2   duct penetrations through ‘A’ class divisions. Where steel sleeves are directly joined to ventilation ducts by means  of  riveted  or
           screwed flanges or by welding, the test is not required.

10    Windows and sidescuttles (R 33)

NEW CLASS B, C AND D AND EXISTING CLASS B SHIPS:

.1    All windows and sidescuttles in bulkheads within accommodation and service spaces and control  stations  other  than  those  to  which  the
       provisions of Regulation 7.5 apply, shall be so constructed as to preserve the integrity requirements of the type of  bulkheads  in  which
       they are fitted.

      In new class B, C and D ships constructed on or after 1 January 2003 this shall be determined in accordance with the Fire  Test  Procedures
       Code.

.2    Notwithstanding the requirements of the tables in Regulations 4 and 5, all windows and sidescuttles in bulkheads  separating  accommodation
       and service spaces and control stations from weather shall be constructed with frames of steel or other suitable material. The glass shall
       be retained by a metal glazing bed or angle.

NEW CLASS B, C AND D SHIPS CARRYING MORE THAN 36 PASSENGERS:

.3    Windows facing life-saving appliances, embarkation and assembly areas, external stairs and open decks used for escape routes,  and  windows
       situated below life-raft and escape slide embarkation areas shall have the fire integrity as required in the tables of Regulation 4. Where
       automatic dedicated sprinkler heads are provided for windows, ‘A-0’ windows may be accepted as equivalent

      In new class B, C and D ships constructed on or after 1 January 2003, the automatic dedicated sprinkler heads must either be:

       .1   dedicated heads located above the windows and installed in addition to the conventional ceiling sprinklers; or

       .2   conventional ceiling sprinkler heads arranged such that the  window  is  protected  by  an  average  application  rate  of  at  least
           5 litres/m2 per minute and the additional window area is included in the calculation of the area of coverage.

      Windows located in the ship's side below the lifeboat embarkation areas shall have the fire integrity at least equal to ‘A-0’ class.

NEW CLASS B, C AND D SHIPS CARRYING NOT MORE THAN 36 PASSENGERS AND EXISTING CLASS B SHIPS:

.4    Notwithstanding the requirements of the tables in Regulation II-2/B/5, special attention shall be given to the fire  integrity  of  windows
       facing open or enclosed lifeboat and life-raft embarkation areas and to the fire integrity of windows situated below such areas in such  a
       position that their failure during a fire would impeded the launching of, or embarkation into, lifeboats or life-rafts.

11    Restricted use of combustible material (R 34)

NEW CLASS B, C AND D SHIPS:

.1    Except in cargo spaces, mail rooms, baggage rooms, or refrigerated compartments of service  spaces,  all  linings,  grounds,  draughtstops,
       ceilings, and insulations shall be of non-combustible materials. Partial bulkheads or decks used to  subdivide  a  space  for  utility  or
       artistic treatment shall also be of non-combustible material.

.2    Vapour barriers and adhesives used in conjunction with insulation, as well as insulation of pipe fittings, for cold  service  systems  need
       not be non-combustible, but they shall be kept to the minimum quantity practicable and their exposed  surfaces  shall  have  qualities  of
       resistance to the propagation of flame in accordance with the test procedure of IMO Resolution A.653 (16).

      CLASS B, C AND D SHIPS CONSTRUCTED ON OR AFTER 1 JANUARY 2003:

      Instead of .2 the following paragraph .2a shall apply:

       .2a  Vapour barriers and adhesives used in conjunction with insulation, as well as insulation of pipe fittings for  cold  service  systems
           need not be non-combustible, but they shall be kept to the minimum quantity practicable and their exposed  surfaces  shall  have  low
           flame spread characteristics.

.3    The following surfaces shall have low flame-spread characteristics:

       .1   exposed surfaces in corridors and stairway enclosures, and of bulkheads, wall and ceiling linings in all  accommodation  and  service
           spaces and control stations;

       .2   concealed or inaccessible spaces in accommodation, service spaces and control stations.

.4    The total volume of combustible facings, mouldings, decorations and veneers in any accommodation and  service  space  shall  not  exceed  a
       volume equivalent to 2,5 mm veneer on the combined area of the walls and ceilings. Furniture fixed to linings, bulkheads or decks need not
       be included in the calculation of the total volume of combustible materials.

      In the case of ships fitted with an automatic sprinkler system complying with the provisions of Regulation II 2/A/8 , the above volume  may
       include some combustible material used for erection of ‘C’ class divisions.

.5    Veneers used on surfaces and linings covered by the requirements of paragraph .3 shall have a calorific value  not  exceeding  45 MJ/m2  of
       the area for the thickness used.

.6    Furniture in stairway enclosures shall be limited to seating. It shall be fixed, limited to  six  seats  on  each  deck  in  each  stairway
       enclosure, be of restricted fire risk, and shall not restrict the passenger escape route. The Administration of the flag State may  permit
       additional seating in the main reception area within a stairway enclosure if it is  fixed,  non-combustible  and  does  not  restrict  the
       passenger escape route. Furniture shall not be permitted in passenger and crew corridors forming escape routes in cabin areas. In addition
       to the above, lockers of non-combustible material, providing storage for safety equipment  required  by  regulations,  may  be  permitted.
       Drinking water dispensers and ice cube machines may be permitted in corridors provided they are fixed and do not restrict the width of the
       escape routes. This applies as well to decorative flower or plant arrangements, statues or other objects of  art  such  as  paintings  and
       tapestries in corridors and stairways.

.7    Paints, varnishes and other finishes used on exposed interior surfaces shall not be capable of producing excessive quantities of smoke  and
       toxic products.

CLASS B, C AND D SHIPS CONSTRUCTED ON OR AFTER 1 JANUARY 2003:

Instead of .7 the following paragraph .7a. shall apply:

.7a   Paints, varnishes and other finishes used on exposed interior surfaces shall not be capable of producing excessive quantities of smoke  and
       toxic products, this being determined in accordance with the IMO Fire Test Procedures Code.

.8    Primary deck coverings, if applied within accommodation and service spaces and control stations, shall be of approved material  which  will
       not readily ignite, in accordance with the fire test procedures of IMO Resolution A.687 (17) or give rise to toxic or explosive hazards at
       elevated temperatures.

CLASS B, C AND D SHIPS CONSTRUCTED ON OR AFTER 1 JANUARY 2003:

Instead of paragraph .8 the following paragraph .8a shall apply:

.8a   Primary deck coverings, if applied within accommodation and service spaces and control stations, shall be of  an  approved  material  which
       will not readily ignite or give rise to toxic or explosive hazards at elevated temperatures, this being determined in accordance with  the
       IMO Fire Test Procedure Code.

12    Details of construction (R 35)

NEW CLASS B, C AND D AND EXISTING CLASS B SHIPS:

In accommodation and service spaces, control stations, corridors and stairways:

.1    air spaces enclosed behind ceilings, panelling or linings shall be suitably divided by close-fitting draught stops not more than  14 metres
       apart;

.2    in the vertical direction, such enclosed air spaces, including those behind linings of stairways, trunks, etc.  shall  be  closed  at  each
       deck.

13    Fixed fire detection and fire alarm systems and automatic sprinkler, fire detection and fire alarm system (R 14) (R 36)

NEW CLASS B, C AND D SHIPS:

.1    In ships carrying not more than 36 passengers and in ships with a length of less than 24 metres there shall be  installed  throughout  each
       separate zone, whether vertical or horizontal, in all accommodation and service spaces and in control stations, except spaces which afford
       no substantial fire risk such as void spaces, sanitary spaces, etc., either:

       .1   a fixed fire detection and fire alarm system of an approved type and complying with the requirements of  Regulation II-2/A/9  and  so
           installed and arranged as to detect the presence of fire in such spaces, however in new class B, C and  D  ships  constructed  on  or
           after 1 January 2003 providing smoke detection in corridors, stairways and escape routes within accommodation spaces, or,

       .2   an automatic sprinkler, fire detection and fire alarm system of an approved type complying with the  requirements  of  Regulation II-
           2/A/8 or with the IMO guidelines for an approved equivalent sprinkler system as given in IMO Resolution A.800 (19) and  so  installed
           and arranged as to protect such spaces and, in addition, a fixed fire detection and  fire  alarm  system  of  an  approved  type  and
           complying with the requirements of Regulation II-2/A/9 and so installed and arranged as to  provide  smoke  detection  in  corridors,
           stairways and escape routes within accommodation spaces.

.2    Ships carrying more than 36 passengers, except ships with a length of less than 24 metres, shall be equipped with:

      An automatic sprinkler, fire detection and fire alarm system of an approved type complying with the requirements of Regulation II-2/A/8  or
       with the IMO guidelines for an approved equivalent sprinkler system as given in IMO Resolution A.800 (19), in all service spaces,  control
       stations and accommodation spaces, including corridors and stairways.

      Alternatively control stations where water may cause damage to essential equipment may be fitted with an approved fixed  fire-extinguishing
       system of another type.

      A fixed fire detection and fire alarm system of an  approved  type,  complying  with  the  requirements  of  Regulation II-2/A/9  shall  be
       installed, so installed and arranged as to provide smoke detection in service spaces, control stations and accommodation spaces, including
       corridors and stairways. Smoke detectors need not be fitted in private bathrooms and galleys.

      Spaces having little or no fire risk such as voids, public toilets, carbon dioxide rooms and similar spaces need  not  be  fitted  with  an
       automatic sprinkler system or fixed fire detection and alarm system.

.3    In periodically unattended machinery spaces a fixed fire detection and fire alarm system of  an  approved  type,  in  accordance  with  the
       relevant provisions of Regulation II-2/A/9, shall be installed.

      This fire detection system shall be so designed and the detectors so positioned as to detect rapidly the onset  of  fire  in  any  part  of
       those spaces and under any normal conditions of operation of the machinery and variations of ventilation as required by the possible range
       of ambient temperatures. Except in spaces of restricted height and where their use is specially appropriate, detection systems using  only
       thermal detectors shall not be permitted. The detection system shall initiate audible and visual alarms distinct in both respects from the
       alarms of any other system not indicating fire, in sufficient places to ensure that the alarms are heard and observed  on  the  navigating
       bridge and by a responsible engineer officer.

      When the navigating bridge is unmanned the alarm shall sound in a place where a responsible member of the crew is on duty.

      After installation the system shall be tested under varying conditions of engine operation and ventilation.

14    Protection of special category spaces (R 37)

.1    Provisions applicable to special category spaces whether above or below the bulkhead deck

      NEW CLASS B, C AND D SHIPS AND EXISTING CLASS B SHIPS CARRYING MORE THAN 36 PASSENGERS:

       .1   General

           .1    The basic principle underlying the provisions of this regulation is that as normal main vertical zoning may not be  practicable
                in special category spaces, equivalent protection must be obtained in such spaces on the basis of a horizontal zone  concept  and
                by the provision of an efficient fixed fire-extinguishing system. Under this concept a horizontal zone for the  purpose  of  this
                regulation may include special category spaces on more than one deck provided that the total overall clear  height  for  vehicles
                does not exceed 10 metres.

           .2    The requirements of Regulations II-2/A/12, II-2/B/7 and II-2/B/9 for maintaining the  integrity  of  vertical  zones  shall  be
                applied equally to decks and bulkheads forming the boundaries separating horizontal zones from each other and from the  remainder
                of the ship.

       .2   Structural protection

           .1    In new ships carrying more than 36 passengers the boundary bulkheads and decks of special category spaces shall be insulated to
                ‘A-60’ class standard. However, where an open deck space (as defined in Regulation 4.2.2(5)), a sanitary  or  similar  space  (as
                defined in Regulation 4.2.2(9)) or a tank, void or auxiliary machinery space having  little  or  no  fire  risk  (as  defined  in
                Regulation 4.2.2(10)), is on one side of the division the standard may be reduced to ‘A-0’.

            Where fuel oil tanks are below a special category space, the integrity of the deck between such  spaces  may  be  reduced  to  ‘A-0’
                standard.

           .2    In new ships carrying not more than 36 passengers and existing class B ships carrying  more  than  36 passengers  the  boundary
                bulkheads of special category spaces shall be insulated as required for category (11) spaces in table 5.1 of Regulation 5 and the
                horizontal boundaries as required for category (11) in table 5.2 of Regulation 5.

           .3    Indicators shall be provided on the navigating bridge which shall indicate when any fire door leading to or  from  the  special
                category spaces is closed.

            Doors to special category spaces shall be of such a construction that they cannot be kept open permanently and shall be kept  closed
                during the voyage.

       .3   Fixed fire-extinguishing system

            Each special category space shall be fitted with an approved fixed pressure water-spraying system for manual  operation  which  shall
           protect all parts of any deck and vehicle platform in such space.

            In new class B, C and D ships constructed on or after 1 January 2003, such water spray systems shall have:

           .1    a pressure gauge on the valve manifold;

           .2    clear marking on each manifold valve indicating the spaces served;

           .3    instructions for maintenance and operation located in the valve room; and

           .4    a sufficient number of drainage valves.

            The Administration of the flag State may permit the use of any other fixed fire-extinguishing system that has been  shown  by  full-
                scale test in conditions simulating a flowing petrol fire in a special category space to be not  less  effective  in  controlling
                fires likely to occur in such a space. Such fixed pressure water-spraying system or other  equivalent  fire-extinguishing  system
                shall comply with the provisions of IMO Resolution A.123 (V) and the IMO MSC/Circ. 914  «Guidelines  when  approving  alternative
                water-based fire-fighting systems for use in special category spaces» shall be taken into consideration.

       .4   Patrols and detection

           .1    An efficient patrol system shall be maintained in special category spaces. In any  such  space  in  which  the  patrol  is  not
                maintained by a continuous fire watch at all times during the voyage there shall be provided a  fixed  fire  detection  and  fire
                alarm system of an approved type complying with the requirements of Regulation II-2/A/9. The fixed fire detection system shall be
                capable of rapidly detecting the onset of fire. The type and the spacing and location of detectors shall determined  taking  into
                account the effects of ventilation and other relevant factors.

            In new class B, C and D ships constructed on or after 1 January 2003, after being installed the system shall be tested under  normal
                ventilation conditions and shall give an overall response time to the satisfaction of the Administration of the flag State.

           .2    Manually operated call points shall be provided as necessary throughout the special category spaces and  one  shall  be  placed
                close to each exit from such spaces.

            In new class B, C and D ships constructed on or after 1 January 2003, manually operated call points shall be spaced so that no  part
                of the space is more than 20 metres from a manually operated call point.

       5    Portable fire-extinguishing equipment

      NEW CLASS B, C AND D, CONSTRUCTED BEFORE 1  JANUARY 2003 AND EXISTING CLASS B SHIPS:

       .5a  There shall be provided in each special category space:

           .1    at least three water fog applicators;

           .2    one portable foam applicator unit complying with the provisions of Regulation II-2/A/6.2, provided that at least two such units
                are available in the ship for use in such spaces; and

           .3    at least one portable extinguisher located at each access to such spaces.

      NEW CLASS B, C, AND D SHIPS, CONSTRUCTED ON OR AFTER 1 JANUARY 2003:

       .5b  Portable extinguishers shall be provided at each deck level in each hold or compartment where vehicles are carried, spaced  not  more
           than 20 metres apart on both sides of the space. At least one portable fire extinguisher shall be located  at  each  access  to  such
           space.

            In addition the following fire extinguishing appliances shall be provided in special category spaces:

           .1    at least three water-fog applicators; and

           .2    one portable foam applicator unit complying with the provisions of the Fire Safety Systems Code, provided  that  at  least  two
                such units are available in the ship for use in such ro-ro space.

      NEW CLASS B, C AND D AND EXISTING CLASS B SHIPS:

       .6   Ventilation system

           .1    There shall be provided an effective power ventilation system for the special category  spaces  sufficient  to  give  at  least
                10 air changes per hour. The system for such spaces shall be entirely separated from  other  ventilation  systems  and  shall  be
                operating at all times when vehicles are in such spaces. The number of air changes shall  be  increased  at  least  to  20 during
                loading and unloading of vehicles.

            Ventilation ducts serving special category spaces capable of being effectively sealed shall be separated for each  such  space.  The
                system shall be capable of being controlled from a position outside such spaces.

           .2    The ventilation shall be such as to prevent air stratification and the formation of air pockets.

           .3    Means shall be provided to indicate on the navigating bridge any loss or reduction of the required ventilating capacity.

           .4    Arrangements shall be provided to permit a rapid shutdown and effective closure of the ventilation  system  in  case  of  fire,
                taking into account the weather and sea conditions.

           .5    Ventilation ducts, including dampers, shall be made of steel and  their  arrangement  shall  be  to  the  satisfaction  of  the
                Administration of the flag State.

            In new class B, C and D ships constructed on or after 1 January 2003, ventilation  ducts  that  pass  through  horizontal  zones  or
                machinery spaces shall be  ‘A-60’  class  steel  ducts  constructed  in  accordance  with  Regulations II-2/B/9.2.3.1.1  and  II-
                2/B/9.2.3.1.2.

.2    Additional provisions applicable only to special category spaces above the bulkhead deck

      NEW CLASS B, C AND D SHIPS:

       .1.1 Scuppers

            In view of the serious loss of stability which could arise due to large quantities  of  water  accumulating  on  the  deck  or  decks
           consequent on the operation of the fixed pressure water-spraying system, scuppers shall be fitted so as to ensure that such water  is
           rapidly discharged directly overboard.

      NEW CLASS B, C AND D AND EXISTING CLASS B RO-RO PASSENGER SHIPS:

       .1.2 Discharges

           .1.2.1      Discharge valves for scuppers, fitted with positive means of closing operable from a position above the bulkhead deck  in
                accordance with the requirements of the International Convention on Load Lines in force, shall be kept open while the  ships  are
                at sea.

           .1.2.2      Any operation of the valves referred to in subparagraph .1.2.1 shall be recorded in the logbook.

      NEW CLASS B, C AND D SHIPS:

       .2   Precautions against ignition of flammable vapours

           .1    On any deck or platform, if fitted, on which vehicles are  carried  and  on  which  explosive  vapours  might  be  expected  to
                accumulate, except platforms with openings of sufficient size permitting penetration of petrol gases downwards,  equipment  which
                may constitute a source of ignition of flammable vapours and, in particular, electrical equipment and wiring, shall be  installed
                at least 450 mm above the deck or platform. Electrical equipment installed at more than 450 mm above the deck or  platform  shall
                be of a type so enclosed and protected as to prevent the escape of sparks. However, if the installation of  electrical  equipment
                and wiring at less than 450 mm above the deck or platform is necessary for the  safe  operation  of  the  ship,  such  electrical
                equipment and wiring may be installed provided that it is of a certified safe type approved for use in an  explosive  petrol  and
                air mixture.

           .2    Electrical equipment and wiring, if installed in an exhaust ventilation duct, shall be of a type approved for use in  explosive
                petrol and air mixtures and the outlet from any exhaust duct shall be sited in a safe position, having regard to  other  possible
                sources of ignition.

.3    Additional provisions applicable only to special category spaces below the bulkhead deck

      NEW CLASS B,C AND D SHIPS:

       .1   Bilge pumping and drainage

            In view of the serious loss of stability which could arise due to large quantities of water accumulating on  the  deck  or  tank  top
           consequent on the operation of the fixed pressure water-spraying system, the Administration of the flag State may require pumping and
           drainage facilities to be provided additional to the requirements of Regulation II-1/C/3.

            In new class B, C and D ships constructed on or after 1 January 2003 in such case, the drainage system shall be sized to  remove  not
           less than 125 % of the combined capacity of both the water spraying system pumps and the required number of fire  hose  nozzles.  The
           drainage system valves shall be operable from outside the protected space at a position in the vicinity of the  extinguishing  system
           controls. Bilge wells shall be of sufficient holding capacity and shall be arranged at the side shell of the ship at a distance  from
           each other of not more than 40 metres in each watertight compartment.

       .2   Precautions against ignition of flammable vapours

           .1    Electrical equipment and wiring, if fitted, shall be of a type suitable for use in explosive petrol  and  air  mixtures.  Other
                equipment which may constitute a source of ignition of flammable vapours shall not be permitted.

           .2    Electrical equipment and wiring, if installed in an exhaust ventilation duct, shall be of a type approved for use in  explosive
                petrol and air mixtures and the outlet from any exhaust duct shall be sited in a safe position, having regard to  other  possible
                sources of ignition.

.4    Permanent openings

      CLASS B, C AND D SHIPS CONSTRUCTED ON OR AFTER 1 JANUARY 2003:

      Permanent openings in the side plating, the ends or deckhead of special category spaces shall be so situated that a  fire  in  the  special
       category space does not endanger stowage areas and embarkation stations for survival craft and accommodation spaces,  service  spaces  and
       control stations in superstructures and deckhouses above the special category spaces.

15    Fire patrols, detection, alarms and public address systems (R 40)

NEW CLASS B, C AND D SHIPS:

.1    Manually operated call points complying with the requirements of Regulation II-2/A/9 shall be installed.

.2    All ships shall at all times when at sea, or in port (except when out of service), be so manned or equipped as to ensure that  any  initial
       fire alarm is immediately received by a responsible member of the crew.

.3    A special alarm, operated from the navigating bridge or fire control station, shall be fitted to summon the crew. This alarm  may  be  part
       of the ship's general alarm system but it shall be capable of being sounded independently of the alarm to the passenger spaces.

.4    A public address system or other effective means of communication shall be available throughout the accommodation and  service  spaces  and
       control stations and open decks.

      In new class B, C and D ships constructed on or after 1 January 2003, this public address system shall  comply  with  the  requirements  of
       Regulation III/6.5.

.5    NEW CLASS B, C AND D AND EXISTING CLASS B SHIPS:

      For ships carrying more than 36 passengers an efficient patrol system shall be maintained so that an  outbreak  of  fire  may  be  promptly
       detected. Each member of the fire patrol shall be trained to be familiar with the arrangements of the ship as well  as  the  location  and
       operation of any equipment he or she may be called upon to use. Each member of the fire patrol shall be provided with a  two-way  portable
       radio telephone apparatus.

NEW CLASS B, C AND D SHIPS:

.6    Ships carrying more than 36 passengers shall have the detection alarms for  the  systems  required  by  Regulation 13.2  centralised  in  a
       continuously manned central control station. In addition, controls for remote closing of the fire doors and shutting down the  ventilation
       fans, shall be centralised in the same location. The ventilation fans shall be capable of reactivation by the  crew  at  the  continuously
       manned control station. The control panel in the central control station shall be capable of indicating open or closed positions  of  fire
       doors, closed or off status of the detectors, alarms and fans. The control  panel  shall  be  continuously  powered  and  should  have  an
       automatic changeover to standby power supply in case of loss of normal power supply. The control panel shall  be  powered  from  the  main
       source of electrical power and the emergency source of electrical power defined  by  Regulation II-1/D/3  unless  other  arrangements  are
       permitted by the regulations, as applicable.

.7    The control panel shall be designed on the fail-safe principle, e.g. an open detector circuit shall cause an alarm condition.

16    Upgrading of existing class B ships carrying more than 36 passengers (R 41-1)

In addition to the requirements for existing class B ships in this Chapter II-2, existing class B ships carrying more  than  36 passengers  shall
comply with the following requirements:

                                            ê 2002/25/EC Art. 1 and Annex (adapted)

.1

                                            ê 2002/25/EC Art. 1 and Annex

       .1   All accommodation and service spaces, stairway enclosures and corridors shall be equipped with a smoke detection and alarm system  of
           an approved type, and complying with the requirements of Regulation II-2/A/9. Such system need not be fitted  in  private  bathrooms,
           and spaces having little or no fire risk such as voids and similar spaces. Detectors operated by  heat  instead  of  smoke  shall  be
           installed in galleys.

       .2   Smoke detectors connected to the fire detection and alarm system shall also be fitted above ceilings in stairways  and  corridors  in
           the areas where ceilings are of combustible construction.

       .3.1 Hinged fire doors in stairway enclosures, main vertical zone bulkheads and galley boundaries which are normally kept  open  shall  be
           self-closing and be capable of release from a central control station and from a position at the door.

       .3.2 A panel shall be placed in a continuously manned central control station to indicate whether the fire doors in  stairway  enclosures,
           main vertical zone bulkheads and galley boundaries are closed.

       .3.3 Exhaust ducts from galley ranges in which grease or fat is likely to accumulate and which pass through accommodation spaces or spaces
           containing combustible materials shall be constructed of ‘A’ class divisions. Each galley range exhaust duct shall be fitted with:

           .1    a grease trap readily removable for cleaning unless an alternative grease removal process is fitted;

           .2    a fire damper located in the lower end of the duct;

           .3    arrangements operable from within the galley for shutting off the exhaust fans;

           .4    fixed means for extinguishing a fire within the duct; and

           .5    suitably located hatches for inspection and cleaning.

       .3.4 Only public toilets, lifts, lockers of non-combustible materials providing storage for safety equipment and open information counters
           may be located within the stairway enclosure boundaries. Other existing spaces within the stairway enclosure:

           .1    shall be emptied, permanently closed and disconnected from the electrical system; or

           .2    shall be separated from the stairway enclosure by the provision of ‘A’ class divisions in accordance  with  Regulation 5.  Such
                spaces may have direct access to stairway enclosures by the provision of ‘A’ class doors in  accordance  with  Regulation 5,  and
                subject to a sprinkler system being provided in these  spaces.  However,  cabins  shall  not  directly  open  into  the  stairway
                enclosure.

       .3.5 Spaces other than public spaces, corridors, public toilets, special category spaces, other stairways  required  by  Regulation 6.1.5,
           open deck spaces and spaces covered by paragraph .3.4.2 are not permitted to have direct access to stairway enclosures.

       .3.6 Existing machinery spaces of category (10) described in Regulation II-2/B/4 and back offices  for  information  counters  which  open
           directly into the stairway enclosure may be retained, provided that they are protected by smoke detectors and that back  offices  for
           information counters contain only furniture of restricted fire risk.

       .3.7 In addition to the emergency lighting required by Regulations II-1/D/3 and III/5.3, the means of escape including stairways and exits
           shall be marked, at all points of the escape route  including  angles  and  intersections,  by  lighting  or  photoluminescent  strip
           indicators placed not more than 0,3 metres above the deck. The marking must enable passengers to identify all the  routes  of  escape
           and readily identify the escape exits. If electric illumination is used, it shall be supplied by the emergency source of power and it
           shall be so arranged that the failure of any single light or cut  in  a  lighting  strip,  will  not  result  in  the  marking  being
           ineffective. Additionally, all escape route signs and fire equipment location markings  shall  be  of  photoluminescent  material  or
           marked by lighting. The Administration of the flag State shall ensure that such lighting  or  photoluminescent  equipment  have  been
           evaluated, tested and applied in accordance with the guidelines as given in IMO Resolution A.752 (18) or in ISO Standard 15370-2001.

       .3.8 A general emergency alarm system shall be provided. The alarm shall be audible throughout  all  the  accommodation  and  normal  crew
           working spaces and open decks, and its sound pressure level shall comply with the standards of the  Code  on  Alarms  and  Indicators
           adopted by IMO in Resolution A.686 (17).

       .3.9 A public address system or other effective means of communication shall be available throughout the accommodation, public and service
           spaces, control stations and open decks.

       .3.10      Furniture in stairway enclosures shall be limited to seating. It shall be fixed, limited to six seats  on  each  deck  in  each
           stairway enclosure, be of restricted fire risk, and shall not restrict the passenger escape route. The  Administration  of  the  flag
           State may permit additional seating in the main reception area within a stairway enclosure, if it is fixed, non-combustible, and does
           not restrict the passenger escape route. Furniture shall not be permitted in passenger and crew corridors forming  escape  routes  in
           cabin areas. In addition to the above, lockers of non-combustible material,  providing  storage  for  safety  equipment  required  by
           regulations, may be permitted.

                                            ê 2002/25/EC Art. 1 and Annex (adapted)

.2

                                            ê 2002/25/EC Art. 1 and Annex

       .1   All stairways in accommodation and service spaces shall be of steel frame construction except where the Administration  of  the  flag
           State sanctions the use of other equivalent material, and shall be within enclosures formed of  ‘A’ class  divisions,  with  positive
           means of closure at all openings, except that:

           .1    a stairway connecting only two decks need not be enclosed, provided the integrity of the deck is maintained by proper bulkheads
                or doors in one between-deck space. When a stairway is closed  in  one  between-deck  space,  the  stairway  enclosure  shall  be
                protected in accordance with the tables for decks in Regulation 5;

           .2    stairways may be fitted in the open in a public space, provided they lie wholly within such public space.

       .2   Machinery spaces shall be fitted with a fixed fire-extinguishing system complying with the requirements of Regulation II-2/A/6.

       .3   Ventilation ducts passing through divisions between main vertical zones shall be equipped with a  fail-safe  automatic  closing  fire
           damper which shall also be capable of being manually closed from each side of the division. In addition, fail-safe automatic  closing
           fire dampers with manual operation from within the enclosure shall be fitted to all ventilation ducts serving both accommodation  and
           service spaces and stairway enclosures where they pierce such enclosures. Ventilation ducts passing through a main fire zone division
           without serving spaces on both sides or passing through a stairway enclosure without serving that enclosure need not be  fitted  with
           dampers provided that the ducts are constructed and insulated to ‘A-60’ standard and have no openings within the  stairway  enclosure
           or in the trunk on the side which is not directly served.

       .4   Special category spaces shall comply with the requirements of Regulation II-2/B/14.

       .5   All fire doors in stairway enclosures, main vertical zone bulkheads and galley boundaries which  are  normally  kept  open  shall  be
           capable of release from a central control station and from a position at the door.

       .6   The requirements of paragraph .1.3.7 of this regulation shall also apply to the accommodations.

.3    Not later than 1 October 2005 or 15 years after the date of construction of the ship, whichever is the later:

       .1   Accommodation and service spaces, stairway enclosures and corridors shall be fitted with an automatic sprinkler, fire  detection  and
           fire alarm system complying with the requirements of Regulation II-2/A/8 or with  the  IMO  guidelines  for  an  approved  equivalent
           sprinkler system as given in IMO Resolution A.800 (19).

17    Special requirements for ships carrying dangerous goods (R 41)

NEW CLASS B, C AND D SHIPS CONSTRUCTED BEFORE 1 JANUARY 2003 AND EXISTING CLASS B SHIPS:

The requirements of SOLAS Regulation II-2/54 shall apply, as appropriate, to passenger ships carrying dangerous goods.

NEW CLASS B, C AND D SHIPS CONSTRUCTED ON OR AFTER 1 JANUARY 2003:

The requirements of Regulation 19 of Part G of the SOLAS Chapter II-2, as revised per 1 January 2003, shall apply, as appropriate,  to  passenger
ships carrying dangerous goods.

18    Special requirements for helicopter facilities

NEW CLASS B,C AND D SHIPS CONSTRUCTED ON OR AFTER 1 JANUARY 2003:

Ships equipped with helidecks shall comply with the requirements of Regulation 18 of Part G of the SOLAS Chapter II-2, as revised  per  1 January
2003.

                                                                   CHAPTER III

                                                              LIFE SAVING APPLIANCES

1     Definitions (R 3)

NEW AND EXISTING CLASS B, C AND D SHIPS:

For the purpose of this chapter, unless expressly provided otherwise, the definitions of SOLAS 1974 Regulation III/3, as amended, shall apply.

2     Communication, survival craft and rescue boats, personal life-saving appliances (R 6 + 7 + 18 + 21 + 22)

NEW AND EXISTING CLASS B, C AND D SHIPS:

Every ship shall carry at least the radio life-saving appliances, radar transponders, personal life-saving appliances, survival craft and  rescue
boats, distress flares, line-throwing appliances specified in the following table and relative notes, on the basis of the ship's class.

All above appliances, including their launching appliances where applicable, shall comply with the regulations of Chapter III  of  the  Annex  to
the 1974 SOLAS Convention, as amended, unless expressly provided otherwise in the following paragraphs.

Furthermore every ship shall carry immersion suits and thermal protective aids to be used by persons to be accommodated in lifeboats  and  rescue
boats as far as required by the regulations of Chapter III of the Annex to the 1974 SOLAS Convention, as amended.

Ships not carrying a lifeboat or a rescue boat shall for rescue purposes be provided with at least one immersion suit. However  if  the  ship  is
constantly engaged in warm climates where to the opinion of the Administration thermal protection is unnecessary, this protective  clothing  need
not be carried.

|Ship's class:                                        |B                          |C                          |D                          |
|Number of persons (N)                                |> 250        |≤ 250        |> 250        |≤ 250        |> 250        |≤ 250        |
|Survival craft(1) (2) (3) (4):                       |             |             |             |             |             |             |
| existing ships                                      |1,10 N       |1,10 N       |1,10 N       |1,10 N       |1,10 N       |1,10 N       |
|new ships                                            |             |             |             |             |             |             |
|                                                     |1,25 N       |1,25 N       |1,25 N       |1,25 N       |1,25 N       |1,25 N       |
|Rescue boats(4) (5)                                  |1            |1            |1            |1            |1            |1            |
|Lifebuoys(6)                                         |8            |8            |8            |4            |8            |4            |
|Life jackets(8) (9)                                  |1,05 N       |1,05 N       |1,05 N       |1,05 N       |1,05 N       |1,05 N       |
|Child life jackets                                   |0,10 N       |0,10 N       |0,10 N       |0,10 N       |0,10 N       |0,10 N       |
|Distress flares(7)                                   |12           |12           |12           |12           |6            |6            |
|Line-throwing appliances                             |1            |1            |1            |1            |—            |—            |
|Radar transponders                                   |1            |1            |1            |1            |1            |1            |
|Two-way VHF radiotelephone apparatus                 |3            |3            |3            |3            |3            |2            |
|(1) Survival craft may be either lifeboats complying with section 4.5 or 4.6 or 4.7 of the LSA Code or life-rafts complying with the    |
|requirements of section 4.1 of the LSA Code and of either section 4.2 or 4.3 of the LSA Code. In addition, life-rafts on ro-ro passenger|
|ships have also to comply with the requirements of Regulation III/5-1.2.                                                                |
|When justified by the sheltered nature of the voyages and/or the favourable climatic conditions of the area of operation, the           |
|Administration of the flag State may accept, if this is not rejected by the host Member State:                                          |
|(a) open reversible inflatable life-rafts not complying with the section 4.2 or 4.3 of the LSA Code provided that such life-rafts       |
|entirely comply with the requirements of Annex 10 of the High Speed Craft Code;                                                         |
|(b) life-rafts not complying with the requirements of paragraphs 4.2.2.2.1 and 4.2.2.2.2 of the LSA Code on the insulation against cold |
|of the floor of the life-raft.                                                                                                          |
|Survival craft for existing B, C and D ships shall comply with the relevant regulations of SOLAS 74 for existing ships as amended at the|
|date of adoption of this Directive.                                                                                                     |
|A marine evacuation system or systems complying with section 6.2 of the LSA Code may be substituted for the equivalent capacity of      |
|life-rafts and launching appliances required by the table                                                                               |
|(2) Survival craft shall, as far as practicable, be equally distributed on each side of the ship.                                       |
|(3) The total number of survival craft shall be in accordance with the percentage mentioned in the table above and the aggregate        |
|capacity of a combination of survival craft and additional life-rafts shall be 110 % of the total number of persons (N) the ship is     |
|certified to carry. Sufficient number of survival craft has to be carried in order to ensure that in the event of any one survival craft|
|being lost or rendered unserviceable, the remaining survival craft can accommodate the total number of persons the ship is certified to |
|carry.                                                                                                                                  |
|(4) The number of lifeboats and/or rescue boats, shall be sufficient to ensure that in providing for abandonment by the total number of |
|persons the ship is certified to carry, no more than nine life-rafts need to be marshalled by each lifeboat or rescueboat.              |
|(5) Rescue boats shall be served by their own launching appliances capable of launching and recovery.                                   |
|If a rescue boat complies with the requirements section 4.5 or 4.6 of the LSA Code it may be included in the capacity of the survival   |
|craft specified in the table above.                                                                                                     |
|At least one of the rescue boats on ro-ro passenger ships shall be a fast rescue boat complying with the requirements of                |
|Regulation III/5-1.3.                                                                                                                   |
|When the Administration of the flag State considers that the installation of a rescue boat on board of a ship is physically impossible, |
|such ship may be exempted from carrying a rescueboat, provided the ship meets all of the following requirements:                        |
|(a) the ship is arranged to allow a helpless person to be recovered from the water;                                                     |
|(b) recovery of the helpless person can be observed from the navigating bridge; and                                                     |
|(c) the ship is sufficiently manoeuvrable to close and recover persons in the worst intended conditions.                                |
|(6) At least one lifebuoy on each side shall be equipped with a buoyant lifeline equal in length to not less than twice the height at   |
|which it is stowed above the waterline in the lightest seagoing condition or 30 metres, whichever is the greater.                       |
|Two lifebuoys shall be equipped with a self-activating smoke signal and a self-activating light; they shall be capable of quick release |
|from the navigation bridge. The remainder of the lifebuoys shall be equipped with self-igniting lights, in compliance with the          |
|provisions of paragraph 2.1.2 of the LSA Code.                                                                                          |
|(7) Distress flares, complying with the requirements of section 3.1 of the LSA Code shall be stowed on the navigation bridge or steering|
|position.                                                                                                                               |
|(8) Life jackets on board ro-ro passenger ships shall comply with the requirements of Regulation III/5-1.5.                             |
|(9) An inflatable life jacket shall be provided for each person that has to carry out work on board in exposed areas. These inflatable  |
|life jackets may be included in the total number of life jackets required by this Directive.                                            |

3     Emergency alarm, operating instructions, training manual, assembly lists and emergency instructions (R 6 + 8 + 9 +19 + 20)

NEW AND EXISTING CLASS B, C AND D SHIPS:

Every ship shall be provided with:

.1    A general emergency alarm system (R 6.4.2)

      It must comply with the requirements of paragraph 7.2.1.1 of the LSA Code, and be suitable for summoning passengers and crews  to  assembly
       stations and to initiate the actions included in the assembly list.

      In all ships carrying more than 36 passengers the emergency alarm system shall be supplemented by a public address system that can be  used
       from the bridge. The system shall be of a such nature and so arranged and located that messages read  out  over  the  system  are  readily
       audible for persons whose hearing is normal, in all places where persons are likely to stay when the main engine is in operation.

      FOR NEW CLASS B, C AND D SHIPS CONSTRUCTED ON OR AFTER 1 JANUARY 2003:

      The general emergency alarm systems shall be audible on all open decks and minimum sound pressure  levels  for  the  emergency  alarm  tone
       shall be in accordance with paragraphs 7.2.1.2 and 7.2.1.3 of the LSA Code.

.2    A public address system (R 6.5)

                                            ê 2002/25/EC Art. 1 and Annex (adapted)

       .2.1 In addition to the requirements of Regulation II-2/B/15.4 and of paragraph .1, all passenger ships carrying more  than  36 passengers
           shall be fitted with a public address system. With respect to existing ships the  requirements  of  paragraphs .2.2,  .2.3  and .2.5,
           subject to the provisions of paragraph .2.6, shall apply not later than the date of the first periodical survey .

                                            ê 2002/25/EC Art. 1 and Annex

       .2.2 The public address system shall be a loudspeaker installation enabling the broadcast of messages into all spaces where  crew  members
           or passengers, or both, are normally present, and to assembly stations. It shall  allow  for  the  broadcast  of  messages  from  the
           navigation bridge and such other places on board the ship as the Administration of the  flag  State  deems  necessary.  It  shall  be
           installed with regard to acoustically marginal conditions and not require any action from the addressee.

       .2.3 The public address system shall be protected against unauthorised use and be clearly audible above the ambient noise in  all  spaces,
           prescribed by paragraph .2.2, and shall be provided with an override function controlled from one location on the  navigation  bridge
           and such other places on board as the Administration of the flag State deems necessary,  so  that  all  emergency  messages  will  be
           broadcast if any loudspeaker in the spaces concerned has been switched off, its volume has been turned down  or  the  public  address
           system is used for other purposes.

            FOR NEW CLASS B, C AND D SHIPS CONSTRUCTED ON OR AFTER 1 JANUARY 2003:

            The minimum sound pressure levels for broadcasting emergency announcements shall be in accordance with paragraph 7.2.2.2 of  the  LSA
           Code.

       .2.4 NEW CLASS B, C AND D SHIPS:

           .1    The public address system shall have at least two loops which shall be sufficiently separated throughout their length and  have
                two separate and independent amplifiers; and

           .2    the public address system and its performance standards shall be approved by the Administration of the flag State having regard
                to the recommendations adopted by the IMO.

       .2.5 The public address system shall be connected to the emergency source of electrical power.

       .2.6 Existing ships which are already fitted with the public address system approved by the Administration of the flag State which  comply
           substantially with those required by paragraph .2.2, .2.3 and .2.5 are not required to change their system.

.3    Assembly list and emergency instructions (R 8)

      Clear instructions to be followed in the event of an emergency shall be provided  for  every  person  on  board,  in  accordance  with  IMO
       Resolution A.691 (17).

      Assembly lists and emergency instructions complying with the requirements of SOLAS Regulation III/37  shall  be  exhibited  in  conspicuous
       places throughout the ship including the navigating bridge, engine room and crew accommodation spaces.

      Illustrations and instructions in appropriate languages shall be posted in passenger cabins and  be  conspicuously  displayed  at  assembly
       stations and other passenger spaces to inform passengers of:

       (i)  their assembly station;

       (ii) the essential actions they must take in an emergency;

       (iii)      the method of donning life jackets.

      The person, who in accordance to SOLAS Regulation IV/16, is designated to  have  primary  responsibility  for  radio-communications  during
       distress situations, shall have no other duties assigned in such situations. The above shall be reflected in the  assembly  list  and  the
       emergency instructions.

.4    Operating instructions (R 9)

      Posters or signs shall be provided on or in the vicinity of survival craft and their launching controls and shall:

       (i)  illustrate the purpose of controls and the procedures for operating the appliance and give relevant instructions or warnings;

       (ii) be easily seen under emergency lighting conditions;

       (iii)      use symbols in accordance with IMO Resolution A.760 (18).

.5    Training manual

      A training manual complying with the requirements of SOLAS Regulation III/35 shall be provided in each crew messroom  and  recreation  room
       or in each crew cabin.

.6    Instruction for maintenance (R 20.3)

      Instructions for on-board maintenance of  life-saving  appliances  or  a  shipboard  planned  maintenance  programmes  which  includes  the
       maintenance of life-saving appliances, shall be provided on board and maintenance shall be carried out accordingly. The instructions shall
       be in compliance with the requirements of SOLAS Regulation III/36.

4     Manning of survival craft and supervision (R 10)

NEW AND EXISTING CLASS B, C AND D SHIPS:

.1    There shall be a sufficient number of trained persons on board for assembling and assisting untrained persons.

.2    There shall be a sufficient number of crew members on board for operating the  survival  craft  and  launching  arrangements  required  for
       abandonment of the total number of persons on board.

.3    An officer or certified person shall be placed in charge of each survival craft to be  used.  However,  a  crew  member  practised  in  the
       handling and operation of life-rafts, may be placed in charge of each life-raft or group of life-rafts. Every rescue  boat  and  motorised
       survival craft shall have a person assigned who is capable of operating the engine and carrying out minor adjustments.

.4    The master shall ensure the equitable distribution of persons referred to in paragraphs .1, .2 and .3 among the ship's survival craft.

5     Survival craft assembly and embarkation arrangements (R 11 + 23 + 25)

NEW AND EXISTING CLASS B, C AND D SHIPS:

.1    Survival craft for which approved launching appliances are required shall be stowed  as  close  to  accommodation  and  service  spaces  as
       possible.

.2    Assembly stations shall be provided close to the embarkation stations and shall be readily accessible from  accommodation  and  work  areas
       and have ample room for marshalling and instruction of the passengers. Clear deck space at least 0,35 m2 per person.

.3    Assembly and embarkation stations, alleyways, stairways and exits  giving  access  to  the  assembly  and  embarkation  stations  shall  be
       adequately illuminated.

      Such lighting shall be capable of being supplied by the emergency source of electrical  power  required  by  Regulations II-1/D/3  and  II-
       1/D/4.

      In addition to and as part of the markings required under II-2/B 6.1.7 for new class B, C and D ships, routes to  assembly  stations  shall
       be indicated with the assembly station symbol, intended for that purpose, in accordance with IMO Resolution A.760 (18).  This  requirement
       shall also be applied to existing class B ships, carrying more than 36 passengers.

.4    Lifeboats shall be capable of being boarded either directly from the stowed position or from an embarkation deck, but not both.

.5    Davit-launched life-raft shall be capable of being boarded from a position immediately adjacent to the stowed position or from  a  position
       the life-raft is transferred to prior to launching.

.6    Where necessary means shall be provided for bringing the davit-launched survival craft against the ship's side and holding  them  alongside
       so that persons can safely embark.

NEW CLASS B, C AND D SHIPS:

.7    If a survival craft launching arrangement does not allow embarkation into the survival craft before it is on the water and the height  from
       the embarkation station to the water is more than 4,5 metres above the waterline in the lightest seagoing condition, an approved  type  of
       MES (Marine Evacuation System) complying with section 6.2 of the LSA Code shall be installed.

      On ships fitted with a marine evacuation system communication between the embarkation station and the platform of the survival craft  shall
       be ensured.

.8    There shall be at least one embarkation ladder, complying with the requirements of paragraph 6.1.6 of the LSA Code  on  each  side  of  the
       ship; the Administration of the flag State may exempt a ship from this requirement provided that, in all undamaged and  prescribed  damage
       conditions of trim and heel, the freeboard between the intended embarkation position and the waterline is not more than 1,5 metres.

                                            ê 2003/75/EC Art. 1 and Annex

5-1   Requirements for ro-ro passenger ships (R 26)

CLASS B, C AND D RO-RO SHIPS CONSTRUCTED BEFORE 1 JANUARY 2003:

.1    Ro-ro passenger ships constructed before 1 January 2003 shall comply with the requirements  of  paragraphs .6.2, .6.3, .6.4, .7, .8  and .9
       not later than the date of the first periodical survey after 1 January 2006.

      Prior to this date, paragraphs .2, .3, .4 and .5 shall apply for ro-ro ships constructed before 1 January 2003.

      Notwithstanding the above, when life-saving appliances or  arrangements  on  such  ships  are  replaced  or  such  ships  undergo  repairs,
       alterations or modifications of a major character which involve replacement of, or any addition to, their existing life saving  appliances
       or arrangements, such life-saving appliances or arrangements shall comply with the relevant requirements of paragraphs .6, .7, .8 and .9.

.2    Life-rafts

       .1   The ro-ro passenger ship's life-rafts shall be served by marine evacuation systems complying with SOLAS Regulation  III/48.5,  as  in
           force on 17 March 1998, or launching appliances complying with SOLAS Regulation III/48.6, as in  force  on  17  March  1998,  equally
           distributed on each side of the ship.

            Communication between the embarkation station and the platform shall be ensured.

       .2   Every life-raft on ro-ro passenger ships shall be provided with float-free stowage arrangements complying with  the  requirements  of
           SOLAS Regulation III/23, as in force on 17 March 1998.

       .3   Every life-raft on ro-ro passenger ships shall be of a type fitted with a boarding ramp complying  with  the  requirements  of  SOLAS
           Regulation III/39.4.1 or SOLAS Regulation III/40.4.1, as in force on 17 March 1998, as appropriate.

       .4   Every life-raft on ro-ro passenger ships shall either be automatically self-righting or be a canopied reversible life-raft  which  is
           stable in a seaway and is capable of operating safely whichever way up it is floating. Open reversible life-rafts may be permitted if
           the administration of the flag State considers this appropriate in view of the sheltered nature of  the  voyage  and  the  favourable
           climatic conditions of the area and period of operation, and provided that such life-rafts entirely comply with the  requirements  of
           Annex 10 to the High Speed Craft Code.

            Alternatively, the ship shall carry automatically self-righting life-rafts or canopied  reversible  life-rafts  in  addition  to  its
           normal complement of life-rafts, of such aggregate capacity as will accommodate at least 50 % of  the  persons  not  accommodated  in
           lifeboats. This additional life-raft capacity shall be determined on the basis of the difference between the total number of  persons
           on board and the number of persons accommodated in lifeboats. Every such life-raft shall be approved by  the  administration  of  the
           flag State having regard to the recommendations adopted by the IMO with MSC/Circ. 809.

.3    Fast rescue boats

       .1   At least one of the rescue boats on a ro-ro passenger ship shall be a fast rescue boat approved by the  administration  of  the  flag
           State having regard to the recommendations adopted by the IMO by MSC/Circ. 809.

       .2   Each fast rescue boat shall be served by a suitable launching appliance approved by  the  administration  of  the  flag  State.  When
           approving such appliances, the administration of the flag State shall take into account that the fast rescue boat is intended  to  be
           launched and retrieved even under severe adverse weather conditions, and also have regard to the recommendations adopted by the IMO.

       .3   At least two crews of each fast rescue boat shall be trained and drilled regularly having regard to section  A-VI/2,  table  A-VI/2-2
           ‘Specification of the minimum standard of competence in fast rescue boats’ of the Seafarers Training, Certification and  Watchkeeping
           (STCW) Code and the recommendations adopted by the IMO by Resolution A.771(18), as amended. The training and drills shall include all
           aspects of rescue, handling, manoeuvring, operating these craft in various conditions, and righting them after capsize.

       .4   In the case where the arrangement or size of an existing ro-ro passenger ship is such as to prevent  the  installation  of  the  fast
           rescue boat required by paragraph .3.1, the fast rescue boat may be installed in place of an existing lifeboat which is accepted as a
           rescue boat or boat for use in an emergency, provided that all of the following conditions are met:

           .1    the fast rescue boat installed is served by a launching appliance complying with the provisions of paragraph .3.2;

           .2    the capacity of the survival craft lost by the above substitution is compensated by the installation of life-rafts  capable  of
                carrying at least an equal number of persons served by the lifeboat replaced; and

           .3    such life-rafts are served by the existing launching appliances or marine evacuation systems.

.4    Means of rescue

       .1   Each ro-ro passenger ship shall be equipped with efficient means for rapidly recovering survivors from  the  water  and  transferring
           survivors from rescue units or survival craft to the ship.

       .2   The means of transfer of survivors to the ship may be part of a marine evacuation system, or may be part of  a  system  designed  for
           rescue purposes.

            These means shall be approved by the flag State having regard to the recommendations adopted by IMO with MSC/Circ. 810.

       .3   If the slide of a marine evacuation system in intended to provide the means of transfer of survivors to the deck  of  the  ship,  the
           slide shall be equipped with handlines or ladders to aid in climbing up the slide.

.5    Life jackets

       .1   Notwithstanding the requirements of SOLAS Regulations III/7.2 and III/22.2, a sufficient number of life jackets shall  be  stowed  in
           the vicinity of the assembly stations so that passengers do not have to return to their cabins to collect their life jackets.

       .2   In ro-ro passenger ships, each life jacket shall be fitted with a light complying with the requirements of SOLAS Regulation III/32.2,
           as in force on 17 March 1998.

CLASS B, C AND D RO-RO SHIPS CONSTRUCTED AFTER 1 JANUARY 2003

.6    Life-rafts

       .1   The ro-ro passenger ship's life-rafts shall be served by marine evacuation systems complying with section 6.2  of  the  LSA  Code  or
           launching appliances complying with paragraph 6.1.5 of the LSA Code equally distributed on each side of the ship.

            Communication between the embarkation station and the platform shall be ensured.

       .2   Every life-raft on ro-ro passenger ships shall be provided with float-free stowage arrangements complying with  the  requirements  of
           SOLAS Regulation III/13.4

       .3   Every life-raft on ro-ro passenger ships shall be of a type fitted with a boarding ramp complying with the requirements of  paragraph
           4.2.4.1 or 4.3.4.1 of the LSA Code as appropriate.

       .4   Every life-raft on ro-ro passenger ships shall either be automatically self-righting or be a canopied reversible life-raft  which  is
           stable in a seaway and is capable of operating safely whichever way up it is floating. Open reversible life-rafts may be permitted if
           the administration of the flag State considers this appropriate in view of the sheltered nature of  the  voyage  and  the  favourable
           climatic conditions of the area and period of operation, and provided that such life-rafts entirely comply with the  requirements  of
           Annex 10 to the High Speed Craft Code.

            Alternatively, the ship shall carry automatically self-righting life-rafts or canopied  reversible  life-rafts  in  addition  to  its
           normal complement of life-rafts, of such aggregate capacity as will accommodate at least 50 % of  the  persons  not  accommodated  in
           lifeboats. This additional life-raft capacity shall be determined on the basis of the difference between the total number of  persons
           on board and the number of persons accommodated in lifeboats. Every such life-raft shall be approved by  the  administration  of  the
           flag State having regard to the recommendations adopted by the IMO, with MSC/Circ. 809.

.7    Fast rescue boats

       .1   At least one of the rescue boats on a ro-ro passenger ship shall be a fast rescue boat approved by the  administration  of  the  flag
           State having regard to the recommendations adopted by the IMO, with MSC Circ. 809.

       .2   Each fast rescue boat shall be served by a suitable launching appliance approved by  the  administration  of  the  flag  State.  When
           approving such appliances, the administration of the flag State shall take into account that the fast rescue boat is intended  to  be
           launched and retrieved even under severe adverse weather conditions, and also have regard to the recommendations adopted by the IMO.

       .3   At least two crews of each fast rescue boat shall be trained and drilled regularly having regard to section  A-VI/2,  table  A-VI/2-2
           ‘Specification of the minimum standard of competence in fast rescue boats’ of the Seafarers Training, Certification and  Watchkeeping
           (STCW) Code and the recommendations adopted by the IMO by Resolution A.771(18), as amended. The training and drills shall include all
           aspects of rescue, handling, manoeuvring, operating these craft in various conditions, and righting them after capsize.

       .4   In the case where the arrangement or size of an existing ro-ro passenger ship is such as to prevent  the  installation  of  the  fast
           rescue boat required by paragraph .3.1, the fast rescue boat may be installed in place of an existing lifeboat which is accepted as a
           rescue boat or boat for use in an emergency, provided that all of the following conditions are met:

           .1    the fast rescue boat installed is served by a launching appliance complying with the provisions of paragraph .3.2;

           .2    the capacity of the survival craft lost by the above substitution is compensated by the installation of life-rafts  capable  of
                carrying at least an equal number of persons served by the lifeboat replaced; and

           .3    such life-rafts are served by the existing launching appliances or marine evacuation systems.

.8    Means of rescue

       .1   Each ro-ro passenger ship shall be equipped with efficient means for rapidly recovering survivors from  the  water  and  transferring
           survivors from rescue units or survival craft to the ship.

       .2   The means of transfer of survivors to the ship may be part of a marine evacuation system, or may be part of  a  system  designed  for
           rescue purposes.

            These means shall be approved by the flag State having regard to the recommendations adopted by IMO with MSC/Circ. 810.

       .3   If the slide of a marine evacuation system in intended to provide the means of transfer of survivors to the deck  of  the  ship,  the
           slide shall be equipped with handlines or ladders to aid in climbing up the slide.

.9    Life jackets

       .1   Notwithstanding the requirements of SOLAS Regulations III/7.2 and III/22.2 a sufficient number of life jackets shall be stowed in the
           vicinity of the assembly stations so that passengers do not have to return to their cabins to collect their life jackets.

       .2   In ro-ro passenger ships, each life jacket shall be fitted with a light complying with the requirements of paragraph 2.2.3 of the LSA
           Code.

                                            ê 2002/25/EC Art. 1 and Annex

5-2   Helicopter landing and pick-up areas (R 28)

NEW AND EXISTING CLASS B, C AND D RO-RO SHIPS:

                                            ê 2002/25/EC Art. 1 and Annex (adapted)

.1    Existing ro-ro passenger ships shall comply with the requirements of paragraph .2 of this regulation not later than the date of  the  first
       periodical survey after Ö 1 July 1998 Õ .

                                            ê 2002/25/EC Art. 1 and Annex

.2    Ro-ro passenger ships shall be provided with a helicopter pick-up area approved by the Administration of the flag State  having  regard  to
       the recommendations adopted by the IMO in Resolution A.229(VII), as amended.

.3    New ro-ro passenger ships of class B, C and D of 130 metres and upwards in length shall be fitted with a helicopter landing  area  approved
       by the Administration of the flag State having regard to the recommendations adopted by the IMO.

5-3   Decision support system for masters (R 29)

NEW AND EXISTING CLASS B, C AND D SHIPS:

.1    Existing ships shall comply with the requirements of this regulation not later than the date of the first periodical  survey  after 1  July
       1999.

.2    In all ships, a decision support system for emergency management shall be provided on the navigation bridge.

.3    The system shall, as a minimum, consist of a printed emergency plan or plans. All foreseeable emergency situations shall be  identified  in
       the emergency plan or plans, including but not limited to, the following main groups of emergencies:

       .1   fire;

       .2   damage to ship;

       .3   pollution;

       .4   unlawful acts threatening the safety of the ship and the security of its passengers and crew;

       .5   personnel accidents; and

       .6   cargo-related accidents;

       .7   emergency assistance to other ships.

.4    The emergency procedures established in the emergency plan or plans shall provide decision support to masters for handling any  combination
       of emergency situations.

.5    The emergency plan or plans shall have a uniform structure and  be  easy  to  use.  Where  applicable,  the  actual  loading  condition  as
       calculated for the ship's voyage stability shall be used for damage control purposes.

.6    In addition to the printed emergency plan or plans the Administration of the flag State  may  also  accept  the  use  of  a  computer-based
       decision-support system on the navigation bridge which provides all the information contained in the emergency plan or plans,  procedures,
       check lists, etc., which is able to present a list of recommended actions to be carried out in foreseeable emergencies.

6     Launching stations (R 12)

NEW AND EXISTING CLASS B, C AND D SHIPS:

Launching stations shall be in such positions as to ensure safe launching having particular regard to clearance from the  propeller  and  steeply
overhanging portions of the hull, and so that survival craft can be launched down the straight side of  the  ship.  If  positioned  forward  they
shall be positioned abaft the collision bulkhead, in a sheltered position.

7     Stowage of survival craft (R 13 + 24 )

NEW AND EXISTING CLASS B, C AND D SHIPS:

.1    Each survival craft shall be stowed:

       a.   so that neither the survival craft nor its stowage arrangements will interfere with other survival craft launching operations;

       b.   as near to the water surface as is safe and practicable; for a davit-launched survival craft the height of the davit head,  with  the
           survival craft in embarkation position, shall, as far as practicable, not exceed 15 metres to the waterline when the ship is  in  its
           lightest seagoing condition, and the position of a davit launched survival craft in the embarkation position shall be  such  that  it
           stays clear of the waterline with the ship in the fully loaded condition under unfavourable conditions of  trim  of  up  to  10°  and
           listed up to 20° either way for new ships, respectively up to at least 15° either way for existing ships, or to the  angle  at  which
           the ship's weatherdeck becomes submerged, whichever is less;

       c.   in a state of continuous readiness so that two crew members can prepare it for embarkation and launching within 5 minutes;

       d.   as far forward of the propeller as is practicable; and

       e.   fully equipped, as required by the relevant SOLAS regulations, except that additional life-rafts as defined in note 3 to the table of
           Regulation III/2 may be exempted from some of the SOLAS requirements for equipment as mentioned in this note;

.2    Lifeboats shall be stowed attached to launching appliances, and on passenger ships of 80 metres in length and upwards, each lifeboat  shall
       be so stowed that the after end of the lifeboat is not less than 1,5 times the length of the lifeboat forward of the propeller.

.3    Every life-raft shall be stowed:

       a.   with its painter attached to the ship;

       b.   with a float-free arrangement, complying with the requirements paragraph 4.1.6 of the LSA Code enabling the life-raft to  float  free
           and, if inflatable, to inflate automatically when the ship sinks. One float-free arrangement may be used for two or  more  life-rafts
           if the float-free arrangement is sufficient to comply with the requirements paragraph 4.1.6 of the LSA Code;

       c.   so as to permit manual release from its securing arrangements.

.4    Davit-launched life-rafts shall be stowed within reach of the lifting hooks, unless some  means  of  transfer  is  provided  which  is  not
       rendered inoperable within the limits of trim of up to 10° and list up to 20° either way for new ships, respectively up to  at  least  15°
       either way for existing ships, or by ship motion or power failure.

.5    Life-rafts intended for throw-overboard launching shall be so stowed as to be in a position providing easy  side  to  side  transfer  at  a
       single open deck level. If this stowing arrangement cannot be met additional life-rafts shall be  provided  so  that  the  total  capacity
       available on each side will accommodate 75 % of the total number of persons on board.

.6    Life-rafts associated with a Marine Evacuation System (MES) shall:

       a.   be stowed close to the container containing the MES;

       b.   be capable of release from its stowage rack with arrangements which will enable it to be moored and inflated alongside  the  boarding
           platform;

       c.   be capable of release as an independent survival craft; and

       d.   be provided with retrieving lines to the boarding platform.

8     Stowage of rescue boats (R 14)

NEW AND EXISTING CLASS B, C AND D SHIPS:

Rescue boats shall be stowed:

.1    in a state of continuous readiness for launching in no more than 5 minutes;

.2    in a position suitable for launching and recovery;

.3    so that neither the rescue boat nor its stowage arrangements will interfere  with  the  operation  of  any  survival  craft  at  any  other
       launching station;

.4    if it is also a lifeboat, in compliance with the requirements of Regulation 7.

8a    Stowage of marine evacuation systems (R 15)

NEW CLASS B,C AND D SHIPS AND EXISTING CLASS B, C AND D RO-RO SHIPS:

1.    The shipside shall not have any openings between the embarkation station of the marine evacuation system and the waterline in the  lightest
       seagoing condition and means shall be provided to protect the system from any projections.

2.    Marine evacuation systems shall be in such position as to ensure safe launching having particular regard to clearance  from  the  propeller
       and steeply overhanging positions of the hull and so that, as far as practicable, the system can be launched down the straight side of the
       ship.

3.    Each marine evacuation system shall be stowed so that neither the passage nor the platform nor  its  stowage  or  operational  arrangements
       will interfere with the operation of any other life-saving appliance at any other launching station.

4.    Where appropriate, the ship shall be so arranged that the marine evacuation systems in their stowed positions are protected from damage  by
       heavy seas.

9     Survival craft launching and recovering arrangements (R 16)

NEW AND EXISTING CLASS B, C AND D SHIPS:

.1    Launching appliances complying with the requirements of section 6.1 of the LSA Code shall be provided for all survival craft and except:

       .1   FOR EXISTING CLASS B, C AND D SHIPS:

           a.    survival craft which are boarded from a position on deck which is less than 4,5 metres above  the  waterline  in  the  lightest
                seagoing condition and which either:

                  – have a mass of not more than 185 kg; or

                  – are stowed for launching directly from the stowed position under unfavourable conditions of trim of up to 10° and list up  to
                    at least 15° either way; or

           b.    survival craft which are carried in excess of the survival craft for 110 % of the total number of persons on board; or survival
                craft provided for use in conjunction with a marine evacuation system (MES) complying with the requirements of section 6.2 of the
                LSA Code and stowed for launching directly from the stowed position under unfavourable conditions of trim of up to 10°  and  list
                of up to 20° either way.

       .2   FOR NEW CLASS B, C AND D SHIPS:

            where, subject to survival craft and rescue boat embarkation arrangements being effective  within  the  environmental  conditions  in
           which the ship is likely to operate and in all undamaged and prescribed damage conditions of trim and heel, the freeboard between the
           intended embarkation position and the waterline in the lightest seagoing condition is not more than 4,5 metres, the Administration of
           the flag State may accept a system where persons board life-rafts directly.

.2    Each lifeboat shall be provided with an appliance which is capable of launching and recovering the lifeboat.

      FOR NEW CLASS B, C AND D SHIPS CONSTRUCTED ON OR AFTER 1 January 2003:

      In addition there shall be provision for hanging-off the lifeboat to free the release gear for maintenance.

.3    Launching and recovering arrangements shall be such that the appliance operator on the ship is able to observe the survival  craft  at  all
times during launching and for lifeboats during recovery.

.4    Only one type of release mechanism shall be used for similar survival craft carried on board the ship.

.5    Falls, where used, shall be long enough for survival craft to reach the water with the ship  in  its  lightest  seagoing  condition,  under
       unfavourable conditions of trim of up to 10° and list of up to 20° either way for new ships, respectively up to at least  15°  either  way
       for existing ships.

.6    Preparation and handling of survival craft at any one launching station shall not interfere with the prompt  preparation  and  handling  of
       any other survival craft or rescue boat at any other station.

.7    Means shall be available to prevent any discharge of water on survival craft during abandonment.

.8    During preparation and launching, the survival craft, its launching appliance, and the area of water into which it is to be launched  shall
       be adequately illuminated by lighting supplied from the emergency source of electrical power  required  by  Regulations II-1/D/3  and  II-
       1/D/4.

10    Rescue boat embarkation, launching and recovery arrangements (R 17)

NEW AND EXISTING CLASS B, C AND D SHIPS:

.1    The rescue boat embarkation and launching arrangements shall be such that the rescue boat can be  boarded  and  launched  in  the  shortest
       possible time.

.2    The rescue boat shall be capable of being boarded and launched directly from the stowed position with the number  of  persons  assigned  to
       crew the rescue boat on board.

.3    If the rescue boat is included in the capacity of the survival craft and the other lifeboats are boarded  from  the  embarkation  deck  the
       rescue boat shall, in addition to paragraph .2, also be capable of being boarded from the embarkation deck.

.4    Launching arrangements shall comply with the requirements of Regulation 9. However all rescue boats shall be  capable  of  being  launched,
       where necessary utilising painters, with the ship making headway at speeds up to 5 knots in calm water.

.5    Recovery time of the rescue boat shall be not more than 5 minutes in moderate sea conditions  when  loaded  with  its  full  complement  of
       persons and equipment. If the rescue boat is included in the capacity of the survival craft, this recovery time  shall  be  possible  when
       loaded with its survival craft equipment and the approved rescue boat complement of at least 6 persons.

.6    FOR NEW CLASS B, C AND D SHIPS CONSTRUCTED ON OR AFTER 1 JANUARY 2003:

      Rescue boat embarkation and recovery arrangements shall allow for safe and efficient handling of a stretcher case.  Foul  weather  recovery
       strops shall be provided for safety if heavy fall blocks constitute a danger.

11    Emergency instructions (R 19)

NEW AND EXISTING CLASS B, C AND D SHIPS:

Whenever new passengers embark a passenger safety briefing shall be given immediately before or after departure. This  briefing  shall  at  least
include the instructions required by Regulation III/3.3. It shall be made by means of an announcement in one  or  more  languages  likely  to  be
understood by the passengers. The announcement shall be made on the ship's public address system or by other suitable means likely  to  be  heard
at least by the passengers who have not yet heard it during the voyage.

12    Operational readiness, maintenance and inspections (R 20)

NEW AND EXISTING CLASS B, C AND D SHIPS:

.1    Before the ship leaves port and at all times during the voyage all  life-saving  appliances  shall  be  in  working  order  and  ready  for
       immediate use.

.2    Maintenance and inspections of life-saving appliances shall be carried out in accordance with the requirements of SOLAS Regulation III/20.

13    Abandon ship training and drills (R 19 + R 30)

NEW AND EXISTING CLASS B, C AND D SHIPS:

.1    Every crew member with assigned emergency duties shall be familiar with these duties before the voyage begins.

.2    An abandon ship drill and fire drill shall take place weekly.

      Each member of the crew shall participate in at least one abandon ship drill and one fire drill every month. The drills of the  crew  shall
       take place before departure of the ship if more than 25 % of the crew have not participated in abandon ship and fire drills on board  that
       particular ship in the previous month. When a ship enters into service for the first time, after modification of a major character or when
       a new crew is engaged, the above mentioned drills shall be held before sailing.

.3    Each abandon ship drill shall include the actions required in SOLAS Regulation III/19.3.3.1.

.4    Lifeboats and rescue boats shall be lowered at successive drills in accordance with the provision of SOLAS Regulation III/19.3.3.2,  3.3.3,
       3.3.6, and 3.3.7.

      The Administration of the flag State may allow ships not to launch the lifeboats on one side if their berthing  arrangements  in  port  and
       their trading patterns do not permit launching of lifeboats on that side. However, all such lifeboats shall be lowered at least once every
       3 months and launched at least annually.

.5    If a ship is fitted with marine evacuation systems drills shall include the actions required in SOLAS Regulation III/19.3.3.8.

.6    Emergency lighting for assembling and abandonment shall be tested at each abandon ship drill.

.7    Fire drills shall be carried out in accordance with the provisions of SOLAS Regulation III/19.3.4.

.8    On-board training and instructions shall be given to crew members in accordance with the provisions of SOLAS Regulation III/19.4.

                                            ê 98/18/EC

                                                                     ANNEX II

                                                    FORM OF PASSENGER SHIP SAFETY CERTIFICATE

PASSENGER SHIP SAFETY CERTIFICATE

                                                                      [pic]

                                                                      [pic]

                                                                      [pic]

                                            ê 2003/24/EC Art. 1 pt. 4 and Annex

                                                                    ANNEX III

             GUIDELINES FOR SAFETY REQUIREMENTS FOR PASSENGER SHIPS AND HIGH-SPEED PASSENGER CRAFT FOR PERSONS WITH REDUCED MOBILITY

                                                          (as referred to in Article 8)

In applying the guidelines of this Annex, Member States shall follow the IMO circular MSC/735 of 24 June 1996  entitled  ‘Recommendation  on  the
design and operation of passenger ships to respond to elderly and disabled persons' needs’.

1.    Access to the ship

      The ships should be constructed and equipped in such a way that a person with reduced mobility can embark and disembark easily and  safely,
       and can be ensured access between decks, either unassisted or by means of ramps, elevators or lifts. Directions to such access  should  be
       posted at the other accesses to the ship and at other appropriate locations throughout the ship.

2.    Signs

      Signs provided on a ship to aid passengers should be accessible and easy to read for persons  with  reduced  mobility,  (including  persons
       with sensory disabilities), and be positioned at key points.

3.    Means to communicate messages

      The operator should have the means onboard the vessel visually and verbally to provide  announcements,  such  as  those  regarding  delays,
       schedule changes and on-board services, to persons with various forms of reduced mobility.

4.    Alarm

      The alarm system and alarm buttons must be designed so as to be accessible by and to alert all passengers with reduced mobility,  including
       persons with sensory disabilities and persons with learning disabilities.

5.    Additional requirements ensuring mobility inside the ship

      Handrails, corridors and passageways, doorways and doors shall accommodate the movement of a person in  a  wheelchair.  Elevators,  vehicle
       decks, passenger lounges, accommodation and washrooms shall be designed in order to be accessible in a reasonable and proportionate manner
       to persons with reduced mobility.

                                            é

                                                                     ANNEX IV

                                                                      Part A

                                                Repealed Directive with its successive amendments
                                                           (referred to in Article 17)

|Council Directive 98/18/EC                                          |                                                                       |
|(OJ L 144, 15.5.1998, p. 1)                                         |                                                                       |
|Commission Directive 2002/25/EC                                              |                                                      |
|(OJ L 98, 15.4.2002, p. 1)                                                   |                                                      |
|Directive 2002/84/EC of the European                                         |only Article 7                                        |
|Parliament and of the Council                                                |                                                      |
|(OJ L 324, 29.11.2002, p. 53)                                                |                                                      |
|Directive 2003/24/EC of the European                                         |                                                      |
|Parliament and of the Council                                                |                                                      |
|(OJ L 123, 17.5.2003, p. 18)                                                 |                                                      |
|Commission Directive 2003/75/EC                                              |                                                      |
|(OJ L 190, 30.7.2003, p. 6)                                                  |                                                      |

                                                                      Part B

                                     List of time-limits for transposition into national law and application
                                                           (referred to in Article 17)

|Directive                                        |Time-limit for transposition                            |Date of application                       |
|Directive 98/18/EC                               |1 July 1998                                             |                                          |
|Directive 2002/25/EC                             |15 October 2002                                         |1 January 2003, unless otherwise specified|
|                                                 |                                                        |in the Annex to the Directive.            |
|Directive 2002/84/EC                             |23 November 2003                                        |                                          |
|Directive 2003/24/EC                             |16 November 2004                                        |                                          |
|Directive 2003/75/EC                             |31 January 2004                                         |                                          |

                                                                  _____________

                                                                     ANNEX V

                                                                Correlation Table

|Directive 98/18/EC                                                   |This Directive                                                 |
|Article 1                                                            |Article 1                                                      |
|Article 2, introductory words                                        |Article 2, introductory words                                  |
|Article 2(a)                                                         |Article 2(a)                                                   |
|Article 2(b)                                                         |Article 2(b)                                                   |
|Article 2(c)                                                         |Article 2(c)                                                   |
|Article 2(d)                                                         |Article 2(d)                                                   |
|Article 2(e)                                                         |Article 2(e)                                                   |
|Article 2(ea)                                                        |Article 2(f)                                                   |
|Article 2(f), introductory words                                     |Article 2(g), introductory words                               |
|Article 2(f), first indent                                           |Article 2(g)(i)                                                |
|Article 2(f), second indent                                          |Article 2(g)(ii)                                               |
|Article 2(g)                                                         |Article 2(h)                                                   |
|Article 2(h)                                                         |Article 2(i)                                                   |
|Article 2(ha)                                                        |Article 2(j)                                                   |
|Article 2(i)                                                         |Article 2(k)                                                   |
|Article 2(j)                                                         |Article 2(l)                                                   |
|Article 2(k)                                                         |Article 2(m)                                                   |
|Article 2(l)                                                         |Article 2(n)                                                   |
|Article 2(m)                                                         |Article 2(o)                                                   |
|Article 2(n)                                                         |Article 2(p)                                                   |
|Article 2(o)                                                         |Article 2(q)                                                   |
|Article 2(p)                                                         |Article 2(r)                                                   |
|Article 2(q)                                                         |Article 2(s)                                                   |
|Article 2(r)                                                         |Article 2(t)                                                   |
|Article 2(s)                                                         |Article 2(u)                                                   |
|Article 2(t)                                                         |Article 2(v)                                                   |
|Article 2(u)                                                         |Article 2(w)                                                   |
|Article 2(v)                                                         |Article 2(x)                                                   |
|Article 2(w)                                                         |Article 2(y)                                                   |
|Article 3(1)                                                         |Article 3(1)                                                   |
|Article 3(2), introductory words                                     |Article 3(2), introductory words                               |
|Article 3(2)(a), introductory words                                  |Article 3(2)(a), introductory words                            |
|Article 3(2)(a), first indent                                        |Article 3(2)(a)(i)                                             |
|Article 3(2)(a), second indent                                       |Article 3(2)(a)(ii)                                            |
|Article 3(2)(a), third indent                                        |Article 3(2)(a)(iii)                                           |
|Article 3(2)(a), fourth indent                                       |Article 3(2)(a)(iv)                                            |
|Article 3(2)(a), fifth indent                                        |Article 3(2)(a)(v)                                             |
|Article 3(2)(a), sixth indent                                        |Article 3(2)(a)(vi)                                            |
|Article 3(2)(a), seventh indent                                      |Article 3(2)(a)(vii)                                           |
|Article 3(2)(b), introductory words                                  |Article 3(2)(b), introductory words                            |
|Article 3(2)(b), first indent                                        |Article 3(2)(b)(i)                                             |
|Article 3(2)(b), second indent                                       |Article 3(2)(b)(ii)                                            |
|Article 3(2)(b), third indent                                        |Article 3(2)(b)(iii)                                           |
|Article 4                                                            |Article 4                                                      |
|Article 5                                                            |Article 5                                                      |
|Article 6                                                            |Article 6                                                      |
|Article 6a                                                           |Article 7                                                      |
|Article 6b                                                           |Article 8                                                      |
|Article 7                                                            |Article 9                                                      |
|Article 8, first subparagraph, introductory words                    |Article 10(1), introductory words                              |
|Article 8, first subparagraph, point (a)(i)                          |Article 10(1), point (a)                                       |
|Article 8, first subparagraph, point (a)(ii)                         |Article 10(1), point (b)                                       |
|Article 8, first subparagraph, point (a)(iii)                        |Article 10(1), point (c)                                       |
|Article 8, first subparagraph, point (a)(iv)                         |Article 10(1), point (d)                                       |
|Article 8, first subparagraph, final words                           |Article 10(1), introductory words                              |
|Article 8, first subparagraph, point (b), introductory words         |Article 10(2), introductory words                              |
|Article 8, first subparagraph, point (b)(i)                          |Article 10(2)(a)                                               |
|Article 8, first subparagraph, point (b)(ii)                         |Article 10(2)(b)                                               |
|Article 8, second subparagraph                                       |Article 10(3)                                                  |
|Article 9                                                            |Article 11                                                     |
|Article 10                                                           |Article 12                                                     |
|Article 11                                                           |Article 13                                                     |
|Article 12                                                           |Article 14                                                     |
|Article 13                                                           |Article 15                                                     |
|Article 14                                                           |Article 16                                                     |
|-                                                                    |Article 17                                                     |
|Article 15                                                           |Article 18                                                     |
|Article 16                                                           |Article 19                                                     |
|Annex I                                                              |Annex I                                                        |
|Annex II                                                             |Annex II                                                       |
|Annex III                                                            |Annex III                                                      |
|-                                                                    |Annex IV                                                       |
|-                                                                    |Annex V                                                        |

                                                                  _____________

                                                             -----------------------
[1]   COM(87) 868 PV.
[2]   See Annex 3 to Part A of the Conclusions.
[3]   Carried out pursuant to the Communication from the Commission to the European Parliament and the  Council  –  Codification  of  the  Acquis
      communautaire, COM (2001) 645 final.
[4]   See Annex IV, Part A of this proposal.
[5]   OJ C […], […], p. […].
[6]   OJ C […], […], p. […].
[7]   OJ C […], […], p. […].
[8]   OJ C […], […], p. […].
[9]   OJ L 144, 15.5.1998, p. 1. Directive as last amended by Directive 2003/75/EC (OJ L 190, 30.7.2003, p. 6).
[10]  See Annex IV, Part A.
[11]  OJ L 183, 29.6.1989, p. 1. Directive as last amended by Regulation (EC) No 1882/2003 (OJ L 284, 31.10.2003, p. 1.
[12]  OJ L 378, 31.12.1986, p. 1. Regulation as last amended by Regulation (EC) No 3573/90 (OJ L 353, 17.12.1990, p. 16.
[13]  OJ L 364, 12.12.1992, p. 7.
[14]  OJ L 46, 17.2.1997, p. 25. Directive as last amended by Directive 2002/84/EC (OJ L 324, 29.11.2002, p. 53).
[15]  OJ L 123, 17.5.2003, p. 22.
[16]  OJ L 324, 29.11.2002, p. 1.
[17]  OJ L 184, 17.7.1999, p. 23.
[18]  OJ L 157, 7.7.1995, p. 1. Directive as last amended by Directive 2002/84/EC (OJ L 324, 29.11.2002, p. 53).
[19]  OJ L 319, 12.12.1994, p. 20.
[20]  OJ L 324, 29.11.2002, p. 1.
[21]  OJ L 184, 17.7.1999, p. 23.
[22]  The arabic numerals following the letter «C» in the subdivision load line notations may be replaced by roman numerals  or  letters  if  the
      Administration of the flag State considers this necessary to make the distinction with the international subdivision load line notations.
[23]  Refer to the Code on Noise levels on Board Ships, adopted by IMO Assembly Resolution A.468 (XII).
[24]  Reference is made to the recommendations published by the International Electrotechnical Commission and, in  particular,  Publication 92  —
      Electrical Installations in Ships.