CELEX: 51996PC0061(02)
Language: en
Date: 1996-02-28
Title: Draft DECISION OF THE EEA JOINT COMMITTEE amending Annex XIII (Chapter V) of the Agreement on the European Economic Area by adding Council Directive (.../.../EC) on safety rules and standards for passenger ships - Draft common position of the Community

COMMISSION OF THE EUROPEAN COMMUNITIES
                                                 Brussels, 28.02.1996
                                                 COM(96) 61 final
                                                 96/0041 (SYN)
                                      Proposal for a
                                COUNCIL DIRECTIVE
                  on safety rules and standards for passenger ships
                            (presented by the Commission)
                                           Draft
                  DECISION OF THE EEA JOINT COMMITTEE
                                     No
                              of
 amending Annex XIII (Chapter V) of the Agreement on the European Economic Area
by adding Council Directive (.../.../EC) on safety rules and standards for passenger ships
                    - Draft common position of the Community -
                            (presented by the Commission)
 ---pagebreak---  ---pagebreak---                             EXPLANATORY MEMORANDUM
 GENERAL INTRODUCTION
1.      The size of the European fleet of passenger ships in the Community is quite significant
(18.362.168 GRT). Every year, millions of European citizens use these ships relying on, and
with the right to expect, an acceptable degree of safety. As it has been broadly demonstrated
in the investigations and inquiries of the latest tragedies, those passenger ships operating on
domestic voyages are exposed to the same risks and perils of the sea as similar ships on
international routes when operating in the same sea areas. It is, therefore, of paramount
importance to ensure that a high level of safety standards exists for all passenger ships plying
to and from ports of any Member State of the Community, irrespective whether they are
engaged on domestic or on international voyages.
2.      Tragically, major passenger ship casualties in the recent past have resulted in a
massive loss of life, both of passengers and crew, demonstrating that the expected safety
level is not achieved.
Furthermore, though international safety regulations such as the Safety of Life at Sea
Convention - SOLAS, set out a minimum common safety standard for ships engaged on
international voyages, they do not apply to passenger ships engaged on domestic voyages
between ports of a single State , This situation brings about a complete lack of international
regulations on safety requirements for the latter, whereas for the former an international
agreed level of safety is assured. Another element contributing to the lack in harmonization
of safety is that the same SOLAS Convention allows flag Administrations to exempt from
some of the SOLAS requirements individual ships or classes of ships which in the course
of their international voyages, do not proceed more than 20 miles from the nearest land.
Flag Administrations may do so if they consider that the sheltered nature and conditions of
the voyage are such as to render the application of any specific requirements of the SOLAS
Convention unreasonable or unnecessary. As a consequence, a two-tier safety regime has
been developed in the Community. On the one hand the International SOLAS Convention
aims at establishing a uniform level of safety for passenger ships on international voyages,
but it lacks full harmonization in particular due to the freedom it grants to flag States to
allow exemptions to passenger ships engaged on international voyages in the course of which
the ship does not proceed more than 20 miles from the nearest land. On the other hand there
exists in the Community a wide variety of national safety regulations for the same type of
ships when they are engaged on domestic voyages.
3.      The "domestic" or "international" nature of these voyages however has, in many
instances an important European dimension: passenger boarding these vessels (several
millions every year) are by and large citizens of all EU Member States, which rightly expect
to find a substantially similar level of safety throughout the EU. This, however, is not the
case today where national safety regulations for domestic voyages vary depending also on
types of vessels and operation and where flag States avail themselves of the exemption
possibilities provided for in the SOLAS Convention for short international voyages and
voyages within 20 miles from the coast in a substantial different manner. In addition to this
it is particularly important to bear in mind that new types of fast, high-tech vessels are
entering the market for which little and different national rules exist.
                                               2   4i
 ---pagebreak---  4.      The awareness raised of the above-mentioned circumstances has moved the
 Commission to take action. This action consists of a proposal for a Council Directive which
 has the purpose to focus precisely on those categories of ships which are not subject to
 international standards and to determine a common set of rules to introduce as far as possible
 a uniform level of safety obligations for all ships operating on domestic voyages within
Community waters, allowing for differences only where very special operating conditions so
require (e.g. ice, sheltered waters).
5.      The importance of this measure is emphasized by the Council Regulation 3577/92 of
7 December 1992 applying the principle of freedom to provide services to maritime transport
within Member States (maritime cabotage) (1). This Regulation grants the freedom for an
operator of one Member State to provide services to maritime transport within another
Member State, thus opening up the possibility of increasing competition on such routes.
Before the domestic trade for passenger ships will be liberalized in the entire Community,
it is necessary that common safety requirements for such ships are established in order to
contribute to the level playing field which is indispensable to fair competitive conditions,
minimising the possibility for unscrupulous owners and operators to try and gain a
competitive edge by economising on the safety of their ships.
6.      The Commission identified these issues in its Communication "A Common Policy on
Safe Seas" of 24 February 1993 (2), where it announced a specific proposal to overcome these
problems. Both the Council in its Resolution of 8 June 1993<3) and the European Parliament,
in several Resolutions, calling for the enhancement and enforcement of safety standards for
passenger ships, the latest having been enacted on the 27 October 1994 ,4) , have endorsed
the basic principles and the objectives of this measure.
7.      The Commission has prepared this measure in close co-operation with government
experts from the Member States and the countries concerned of the European Economic Area
as well as in full consultation with the industry. This has provided relevant inputs to ensure
that the proposal is in accordance with the latest developments on maritime safety adopted
in the framework of the International Maritime Organisation (IMO).
In particular, the consultation with the industry and with government experts from the
Member States and the countries concerned of the European Economic Area has revealed the
main concern over this matter, that is to avoid provisions which, in certain cases, might
constitute an insurmountable financial burden for the upgrading of existing ships. This is
particularly significant for existing passenger ships of Class B with a length of less than 24
metres and for existing passenger ships of Classes C and D for which the Administration of
the flag State has to ensure an adequate level of safety in its national rules. In addition, a
phasing-in scheme for existing Class B ships having a length of 24 metres and over to
comply with the requirements of Annex I to this Directive has been established to meet this
concern.
(1)     O.J. L364 of 12.12.1992, page 7
(2)     COM (93)66
(3)     O.J. C 271/1 of 07.10.1993, page 1
(4)     B4-0236/94 of 27.10.94
                                                  O^
 ---pagebreak---  8.     The scope of the operative provisions of this Directive has been restricted for the
moment to passenger ships engaged on domestic voyages only. Extension of the scope of the
Directive to passenger ships operating on international voyages and hence subject to the
requirements of the international SOLAS Convention , would not be appropriate at this stage.
In fact the Commission has established in its Communication "A Common Policy on Safe
Seas"1 , further confirmed by the Council, that the European Union would not as a general
rule adopt unilateral legislation in international trade. The purpose of this policy is to avoid
undermining the principle of international harmonisation of safety standards within the
International Maritime Organisation.
Furthermore a proposal for a Directive imposing provisions only on passenger ships sailing
under a flag of a Member State and engaged on international voyages to and from EU ports,
will cause a violent acceleration of theflagging-outof these ships to third flags. This will
allow Community Shipowners to continue the same services with the same passenger ships,
to which only the international safety regulations will apply. This transfer of the EU fleet
of passenger ships to third flags, will not only have the evident detrimental economical
consequences for the European shipping industry but would also lead to a serious
downgrading of the level of safety. Indeed, also the flag State authority to verify and
guarantee that such ships comply with the international safety regulations will be transferred
from the Administrations of the Member States to third flag Administrations, which may be
far too flexible with regard to the enforcement of safety regulations and the requirements for
crew qualification.
9.       However, special consideration should be given to passenger ships which are plying
to and from EU ports but engaged on international voyages, and in particular on "short
international voyages" and on "voyages of sheltered nature and conditions within 20 miles
from the nearest land".
With regard to the international voyages in general, for which the SOLAS Convention
applies, it is well known and also recognized within IMO that too many regulations of this
Convention contain vague expressions or leave the interpretation to the Administrations of
the flag State. As a consequence, there is little or no harmonization in the application of these
Worldwide agreed and applicable regulations. In order to overcome this drawback, the
Maritime Safety Committee within IMO has been given the mandate to revise these
regulations in order to obtain a harmonized interpretation of the SOLAS Convention. Where
appropriate, results of this ongoing work within IMO have been taken into account by the
Commission when elaborating Annex I to this Directive, with the aim to achieve a set of
SOLAS based rules for passenger ships engaged on domestic voyages with as few
interpretations left to the Administrations as possible. Further the Directive contains a
provision that for those classes of passenger ships engaged on domestic voyages for which
the regulations of the SOLAS Convention have to be applied, i.e. new and existing class A
ships operating further than 20 miles from the nearest land, the harmonized interpretations
as contained in Annex I to this Directive should be followed for those SOLAS regulations
which leave the interpretation to the discretion of the Administrations.
     1
        COM (93)66
                                                   CL
 ---pagebreak---  In order to guarantee an equivalent and harmonized level of safety for passenger ships
engaged on international voyages from and to EU ports, the same rules of play as for
passenger ships engaged on domestic voyages should apply with regard to the interpretation
of the SOLAS regulations. Taking into account that this can only be settled at international
level through the International Maritime Organization, the Community shall take initiatives
to expedite the ongoing work within IMO on the harmonization of the SOLAS Convention
by preparing draft texts of priority amendments to the SOLAS Convention as well as drafting
harmonized interpretations. Those amendments and interpretations should at least ensure an
equivalent level of safety as the one established for the domestic trade. The goal should be
that these interpretations will be applied on a mandatory basis by all passenger ships
operating to and from EU ports, irrespective of the flag they fly.
With regard to "short international voyages" and "voyages of sheltered nature and conditions
within 20 miles from the nearest land" a similar and even larger lack of harmonization in the
SOLAS Convention exists. Indeed the SOLAS Convention allows Administrations of the flag
States to exempt ships engaged on such international voyages from certain of the SOLAS
regulations, resulting in that no real harmonization in the application of the international
safety standards exists today for these types of ships. This situation calls for appropriate
measures in order to avoid that a safety gap is created between passenger ships engaged on
domestic voyages and those engaged on these particular international voyages, both operating
to and from the same EU ports.
The problems related to these exemption facilities granted to flag Administrations by the
SOLAS Convention have been recognized within the International Maritime Organization.
In the MSC Circular 606 of 12 February 1993 on "Port State Concurrence with SOLAS
exemptions" a recommendation is made to overcome disputes between flag States and host
States on exemptions granted by the flag State by inviting the involved Administrations to
work together to resolve any disagreements concerning the suitability of such exemptions.
Although this recommendation could already provide an improvement to the situation, it has
the drawback that it is only of a recommendatory nature and if applied, it will only lead to
bilateral agreements between flag State and host State and will be only applicable to the ships
flying the'flags of these States. Taking into account the goal to be achieved at EU level,
namely that there should be a harmonized procedure for granting exemptions to passenger
ships operating in the same areas to or from the same EU ports, irrespective whether they
are engaged on international or domestic voyages , further steps in addition to the
recommendation contained in MSC Circular 606 have to be taken. Third flag States wishing
to grant exemptions to passenger ships flying their flag and to be engaged on international
voyages to and from EU ports, should, prior to putting in operation the envisaged ships on
such voyages, be required to submit their request to the Administration of the host Member
State, in accordance with the principles laid down in MSC Circular 606, in order to obtain
agreement of that Member State on the suitability of the intended exemptions. Member States
receiving and treating such a request from a third flag State should act in accordance with
the harmonized rules of the Directive, by allowing only the same exemptions as have been
granted for passenger ships engaged in the same area on domestic voyages and operating in
comparable conditions. Only such an approach can guarantee an equal playing field with
regard to safety requirements for passenger ships engaged on domestic and on international
voyages to and from the same EU ports and operating in comparable conditions.
                                              5
                                                a
 ---pagebreak---  10.     In order to overcome the abovementioned shortcomings, and to obtain the envisaged
 solutions aiming at a uniform and harmonized safety regime and level playing field for
passenger ships operating on voyages from and to EU ports, irrespective of the nature of
the voyages (domestic or international) they are engaged on, the Council is requested to
authorize the Commission to negotiate within the IMO framework to :
     expedite the on-going work within IMO to revise the vague expressions in the SOLAS
     regulations, resulting in a set of harmonized interpretations for these regulations to be
     applied to passenger ships engaged on international voyages.
     adopt a mandatory application of the principles of MSC Circular 606 to passenger ships
     flying the flag of a third State and to be engaged on international voyages.
If, after a reasonable time acceptable solutions are reached in the IMO, annex I , where
appropriate, will be amended in accordance with the procedure of article 9.2 in order to
bring it in line with the harmonized international regulations. If no such solutions can be
achieved in IMO, the Directive will be amended in accordance with the procedure of article
9.2 in order to apply the harmonized regulations of Annex I and the principles of MSC
Circular 606 to passenger ships engaged on international voyages.
These courses of action would not only ensure that a harmonized level of safety will be
obtained for all passenger ships plying to and from EU ports , irrespective whether they are
engaged on domestic voyages or international voyages, but also will avoid the creation of
competitive disadvantages for EU flag ships.
11. This proposal for a Council Directive determines common safety requirements for
passenger ships engaged on domestic voyages,irrespective of the flag they fly and which are
divided by class, according to the different sea areas in which they operate . These common
safety requirements are primarily related to construction, (subdivision and stability,
machinery and electrical installations), fire protection, and life-saving appliances.
There is obviously a link between the various classes (A, B, C and D) and the safety
requirements which are proposed for each class. On the basis of the result of the extensive
consultation with Member States and the Industry, the Commission has retained the following
approach.
12. Despite the express exclusion made for passenger ships engaged on domestic voyages
in the relevant International Conventions, the technical safety requirements should to the
greatest possible extent be based on pertinent international standards, in particular, on the
Safety of Life at Sea Convention - SOLAS Convention. A literal transposition of these
international standards into Community law is however no appropriate for all classes of
passenger ships. Such simplistic approach, in fact, would just ignore either recent lessons
learned from tragic events or the specific situations given on certain domestic sea routes
which amply justify either additional requirements or derogations. Due consideration has also
to be given to the limitations imposed by the size of certain ships.
13. As regards the need for additional requirements, it should be noted that the aftermath
of the latest casualties of passenger ships has resulted in a thorough revision of relevant
existing safety requirements in International Fora. This proposal for a Council Directive
therefore introduces an additional value to the safety standards by encompassing recent
developments which are indispensable for the enhancement of safety at sea. By way of
example, it is worth mentioning the introduction of the intact stability requirements for all
new passenger ships and for existing passenger ships of class A and B engaged on domestic
voyages.
                                              6 Q^
 ---pagebreak---  14. The need to move away, at least to an extent, from the SOLAS Convention Regulations,
 either by lessening the requirements or by proposing alternative provisions, is apparent in the
 particular case of new passenger ships of Classes B, C, and D, due to the limited range of
 operation for these categories of ships, i.e. short distance from the coast, particular sheltered
 waters, favourable sea state conditions, or to the operational limitations such as operation
only during a restricted period of the year, voyages only during daylight time, restricted trip
duration, etc.
This approach finds its justification also in the International SOLAS Convention which
permits derogations from the international requirements for ships, which in the course of
their voyage, do not proceed more than 20 miles from the nearest land, and where the
sheltered nature and conditions of the voyages are such as to render the application of any
such requirement unreasonable or unnecessary.
For the reasons explained above this should however be done in a harmonized way at EU
level, in order to obtain and maintain a uniform safety level for all passenger ships engaged
in Community waters on domestic voyages.
15. The above mentioned considerations have resulted in a comprehensive Annex I tailored
to the particular needs of the various ships categories.
16. New passenger ships of Class A are required to apply the Regulations of the SOLAS
Convention, including the latest amendments approved at the SOLAS Conference in
November 1995, as well as some relevant requirements of Annex I, in which the latest
developments for the enhancement of safety of life at sea recently adopted in international
fora ( i.e. the intact stability requirements) are introduced, while new passenger ships of class
B, C and D have to comply with standards, designed to take account of their specific
operational range, as contained in Annex I, in which, where appropriate, the latest
amendments approved at the SOLAS Conference in November 1995 also have been taken on
board.
17. Another approach, as described below, has been followed for existing passenger ships,
since imposing the application of the requirements proposed for new passenger ships on
existing passenger ships would imply such extensive changes to the construction of these
ships and their structural appliances as to be economically non-viable.
For existing passenger ships of Class A it is proposed to apply the requirements for existing
ships of the 1974 SOLAS Convention, as amended and including the latest amendments
approved at the SOLAS Conference in November 1995, together with the intact stability
requirements contained in Annex I.
As far as existing passenger ships of Class B are concerned, a specific harmonised regime
has been elaborated in Annex I, mainly based on the SOLAS requirements for existing ships
but taking due account of the limited sea range in which these ships operate.
                                                    ^
 ---pagebreak---   The amendments resulted from the revision of Chapter II-2 of the SOLAS Convention with
  regard to fire safety for existing passenger ships (IMO Resolution MSC.24(60) adopted on
   10 April 1992) have been encompassed in the safety requirements for existing class B ships
  contained in Annex I, in order to ensure that these ships will be upgraded to the same extent
  and in the same time schedule as required for existing class A ships by the above mentioned
  amendments to SOLAS Chapter II-2. The same approach has been followed for issues
  relating to the safety of ro-ro passenger ships, by incorporating, where appropriate, the
  latest amendments to the SOLAS Convention approved by the ad-hoc SOLAS Conference in
  November 1995.
 Existing passenger ships of Class B having a length of less than 24 metres however do not
 have to comply with the requirements of Chapters II-1 and II-2 of Annex I, provided that the
 Administration of the flag State ensure that these ships comply with the requirements of the
 national legislation, and that the latter is providing for an equivalent level of safety for the
 items covered by the abovementioned chapters of Annex I. Such an approach is justified
 taking into account that due to the limited size of such ships upgrading to comply with certain
 of the requirements of Annex I is physically impossible.
 For the reasons outlined in paragraph 7 above, States, acting in their capacities as flag State
 Administrations, are required to ensure an equivalent level of safety through national
 legislation for existing passenger ships of class C and D with respect to the items covered -
by Chapters H-land II-2 of Annex I.
Notwithstanding the fact that existing passenger ships of Class B of less than 24 metres in
length and existing passenger ships of Classes C and D do not have to comply with the
requirements of Chapters II-1 and II-2 of Annex I provided that they comply with national
rules ensuring an equivalent level of safety, they have to comply with the requirements of
Chapter III of Annex I, relating to life-saving appliances.
18. With regard to the construction and maintenance of hull, main and auxiliary machinery,
electrical and automatic plants, it is proposed that these features shall comply with the
standards specified for classification by the rules of a recognized organisation, or with an
equivalent standard. This approach ensures consistency with similar measures adopted for
other types of ships under the Directive on Common Rules and Standards for Ship Inspection
and Survey Organisations, adopted by the Council on 22 November Î994 '.
19. Wherever in Annex I of this Directive directly or indirectly tests are included for certain
equipment that must be carried on board, and wherever it is provided that this shipborne
equipment must be approved and have undergone tests to the satisfaction of the
Administration of the flag State, it is made clear that equipment complying with the
provisions of the Council Directive on Marine Equipment shall be considered to be in
compliance with any testing requirements contained in Annex I. This explicit, undetachable
linkage with the provisions of the Marine Equipment Directive ensures that the declarations
of compliance are issued by the Administration of the flag State exclusively by virtue of
compliance with the relevant EU legislation and automatically imply the mutual recognition
of tests for shipborne marine equipment.
                 O.J. L319, 12.12.94. p. 20
                                                8û^
 ---pagebreak--- Where no harmonised testing standards for certain shipborne marine equipment are yet
available, the Marine Equipment Directive includes provisions to stimulate the establishment
at international level, i. e. within the International Maritime Organisation, of new testing
standards for such equipment , and provides for the harmonisation on Community level of
such new standards. This Proposal for a Council Directive takes into account these
provisions, as well as eventual modifications to already existing harmonised testing
standards, ensuring through a EU harmonisation of testing standards for shipborne marine
equipment that no trade barriers will be created for passenger ships engaged on domestic
voyages in Community waters.
20. Finally, this proposal provides for the control of the compliance of the ship with the
above mentioned requirements to be examined and certified by the competent Administration
or if it so decides, by a qualified body under the responsibility of such flag State
Administration.
21. The safety provisions of this Directive complement other relevant EU legislation, such
as the freedom of cabotage and the free transfer of ships within the EU.With regard to the
elimination of technical barriers to the transfer of ships between Member States' national
registers with the aim to facilitate the transfer of ships within the Community and to free the
shipowners from costs and administrative procedures involved in a change of register within
the Community, the Commission refers to Council Regulation (EEC) N' 613/91l. Since this
Regulation only applies to cargo ships complying to SOLAS, the Commission shall propose
to amend this regulation, bringing the passenger vessels covered by this Directive under the
scope of the regulation.
As it has already been mentioned in paragraph 7, the Commission has prepared this proposal
in close co-operation with the national Maritime Administrations of involved States of the of
the European Economic Area (Norway and Iceland), taking into account its relevance to the
EEA and with a view of its integration into the EEA Agreement.
                Council Regulation (EEC) N* 613/91 of 4 March 1991 on the transfer of ships from one
                register to another in the Community ,O.J. L 68, 13.3.91
                                                 9Gu
 ---pagebreak--- JUSTIFICATION FOR A COUNCIL DIRECTIVE
22. a) What are the objectives of the envisaged action proposal in relation to the
obligations of the Community and what is the Community dimension of the problem (for
instance how many Member States are involved and which is the solution so far) ?
The obligations of the Community in this context are the improvement of safety in maritime
transport as foreseen in Article 84 (2) of the Treaty read in conjunction with Article 75 (1)
(c). The objective of the action proposed is the establishment of a harmonized set of safety
standards for passenger ships.
Millions of European citizens and many others travelling within Europe have recourse to this
kind of transport to or from hundreds of ports in the Community. Almost all Member States
are concerned as flag States as well as host States, and have introduced different standards,
in particular for domestic voyages where harmonized international rules do not exist.
As part of the attainment of the internal market, maritime passenger trade between Member
States and between Member States and third countries has been fully liberalised and for
domestic passenger trade (cabotage) such liberalisation which commenced in 1993, will be
completed within the next few years.
Common safety requirements are thus required not only in order to attain a common level
of safety but also to guarantee that competition takes place on an equal footing in Community
waters, initially for domestic trade, where the differences in the standards between Member
States are the greatest, and thereafter, in the light of the Community's policy not, as a
general rule, to adopt legislation for international voyages outside the existing multilateral
framework, for international voyages.
23. b) Is the envisaged action solely the responsibility of the Community or a
     responsibility shared with the Member States?
The envisaged action does not relate to an exclusive competence of the Community.
24. c) What is the most efficient solution taking into account the resources of the
     Community and of the Member States?
In view of the internal market dimension of maritime passenger transport, the most efficient
solution is the setting up of common safety requirements at Community level.
25. d) What is the concrete added value of the action envisaged by the Community and
what would be the cost of inaction?
The Community has a major interest in the establishment and maintenance of harmonized
safety standards for passenger ships, at a high level from the point of view of its seafarers,
passengers and operators.
                                               10 4K.
 ---pagebreak--- Statistics and recent tragic events demonstrate that all too often a high price is paid in terms
of shipping casualties involving loss of human lives. This has been recognized at international
level and prompted the International Maritime Organization to initiate the revision of the
international safety requirements contained in the SOLAS Convention for passenger ships,
and more particular ro-ro passenger ships.
In the light of this international initiative, in-action of the Community, in particular, initially,
with respect to the safety standards for passenger ships engaged on domestic voyages, which
are not covered by the above international safety requirements, would perpetuate the situation
whereby each Member State maintains different safety standards, not always including recent
developments. The proposal introduces clear up-to-date rules in this matter thus avoiding
the possibility of costly and time consuming conflicts between Member States as to which
safety rules should apply when ships of one state operate between ports of another. This will
avoid unnecessary costs for operators and introduce certainty into the market for the
construction and operation of new vessels which can then be used on a Community wide
basis. Furthermore the establishment of such rules, initially for ships engaged in domestic
voyages, and the commencement of procedures by the Community as a whole for the
introduction through international fora of upgraded and harmonised rules for international
voyages, should accelerate such international negotiations and increase the likelihood of a
rapid harmonisation of safety rules for all voyages.
The costs of no action would be insufficient protection for passengers and the persistence of
an overly complex and uncertain system for operators within the Community, as well as
distortions of competition.
26. e) What forms of actions are available to the Community? (recommendation,
     financial assistance, regulation, mutual recognition)
International negotiations for domestic voyages can not be envisaged as the appropriate
multilateral fora have always excluded such matters from their activities. In order to provide
for homogeneous and effective protection of passengers in this area, it is necessary to
introduce binding measures, either in the form of a Directive or a Regulation. By embodying
a broad Community system in an enforceable legislative framework, divergent national
measures will be avoided.
27. f) Is uniform legislation necessary or does a Directive setting the general objectives
     and leaving the execution to the member States suffice?
In accordance with the proportionality principle, a Directive will be sufficient as this will
establish common requirements at Community level to harmonize the safety level of
passenger ships engaged on domestic voyages, while leaving the choice of practical and
technical procedures for its implementation to each Member State. In doing so, this Directive
leaves to each Member State the responsibility of deciding on the implementation tools which
best fit its internal system.
                                                   11
                                                        ^
 ---pagebreak---  CONTENT OF THE COUNCIL DIRECTIVE
 29. As already stated in previous paragraph 2, the International Conventions exclude from
 the scope of application passenger ships operating on domestic voyages. This shortcoming
 in the international safety regulations has led to varying levels of safety legislation in the
 Member States and subsequently, different levels of application thereof. The content of this
 Directive represents a step forward for the achievement, at Community level, of a uniform
 and harmonized level of safety of life and property for passenger ships engaged on domestic
 voyages.
30. The aims of this Directive are primarily to ensure safe means of transport for millions
of European citizens that travel on board these ships every year as well as to provide a level
playing field based on convergent standards avoiding distortion of competition in the
Community.
31. In order to achieve the above mentioned aims, the Directive's objectives are to introduce
and maintain a uniform level of safety of life and property on new and existing passenger
ships and high speed passenger craft, when both categories are engaged on domestic voyages.
To this end the following sets of provisions will be necessary:
a) A first set of provisions to establish the division of these passenger ships in different
classes according to the sea area in which they operate. The delimitation of these sea areas
are relevant for a better identification of the needed safety requirements for passenger ships
operating within them.
b) A second set of provisions to lay down the general safety requirements to be applied
to the different classes of passenger ships. These provisions lay down detailed requirements
for the different categories of passenger ships to be found in Annex I to this Directive, the
High Speed Craft Code, and the SOLAS Convention.
c) A third set of provisions for the additional safety requirements, equivalents and
exemptions. Clearly, all Member States have neither the same configuration of coastlines nor
the same geographical and climatical conditions, and neither have all passenger ships the
same constructional and design characteristics. Therefore these provisions endeavour to
balance insufficient or excessive requirements by the introduction of additional ones or
exemptions from them.
d) A fourth set of provisions for surveys and for granting of certificates enabling
authorized organizations to carry out inspections and stating the sound conditions of the ship.
A declaration of compliance shall be granted to passenger ships which comply with the
Directive. For high speed passenger craft a High Speed Craft Safety Certificate and a Permit
to Operate High Speed Craft shall be issued in accordance with the provisions of the High
Speed Craft Code.
                                                12
                                                   Q.
 ---pagebreak--- Finally the Directive lays down procedures for negotiating within the IMO framework the
harmonization of the international safety standards applicable to passenger ships engaged on
international voyages and of the granting of exemptions to such ships, when engaged on short
international voyages or on international voyages of sheltered nature and conditions.
                                              1 3
                                                  1^
 ---pagebreak---  SPECIAL CONSIDERATIONS
Article 1
The exemption of passenger ships and high speed passenger craft engaged on domestic
voyages from the regulations in the International SOLAS Convention and the liberalisation
of cabotage in the next decade have been the prime reasons for the Union to take action in
this field, introducing uniform safety requirements for passenger ships and high speed
passenger craft when engaged on domestic voyages throughout the European Union.
This article defines the purpose of the Directive, that is to ensure safe means of transport for
European citizens that travel on board these ships and craft every year , by introducing a set
of harmonized safety rules for passenger ships and high speed passenger craft engaged on
domestic voyages and by laying down procedures for harmonizing the rules for passenger
ships engaged on international voyages.
Article 2
This article lays down the definitions of the key words of the Directive. These definitions
are, to the largest possible extent, kept in line with those in the International Conventions.
Article 3
The scope of the Directive covers new and existing passenger ships and high speed passenger
craft which meet the following requisites for the purpose of the Directive:
a) the ship or craft, must comply with the provisions of the Directive, irrespective of the flag
it is entitled to fly.
b) the Directive applies to passenger ships and craft when operating solely.on domestic
voyages between ports within the territory of one Member State.
The safety requirements for passenger ships and for high speed passenger craft which are
engaged on international voyages are already covered for in the International SOLAS
Convention.
Paragraph 2 explicitly excludes the types of ships and craft to which the application of the
Directive is unnecessary or unreasonable. In such cases the national legislation is fully
applicable ensuring then an appropriate level of safety is complied with.
Article 4
Passenger ships to which this Directive applies have been divided into four different classes,
depending primarily upon the sea area and the distance from the coast of that area in which
they operate.
                                               14 Q ^
 ---pagebreak---  Geographical limits hereafter termed "sea areas" will determine the boundary of operation
 within which ships can be in compliance with the requirements laid down in the Directive.
 A notification from the Member States is needed in order to ascertain these sea areas.
 These sea areas shall take into account the geographical characteristics of the coast for
 navigation of ships as well as the average sea state conditions based on statistical data. These
 sea areas shall be plotted and communicated to the Commission by the Member States within
 a given time limit. Systematically, a list of sea areas shall be approved and updated by the
 Commission with the assistance of the Advisory Committee set up in Article 9, after
 gathering all the contributions submitted by the Member States.
 For High Speed Passenger Craft the categories defined in the High Speed Craft Code shall
 be applied.
 Article 5
Paragraph (1) calls for the compliance of all passenger ships and high speed passenger craft
with the rules laid down in the Directive.
Paragraph (2) clearly states that Member States shall not impair the freedom of operation for
ships and craft complying with the requirements laid down in the Directive and shall
recognise the certificates, permits and declarations of compliance with regard to this
Directive issued by other Member States.
Paragraph (3) allows the Member States, in their capacity as host State, to inspect the ships
and craft, in accordance with the provisions of the Council Directive 95/21/EC1 on port State
Control, in order to ascertain the condition of the ship is in compliance with its certificate
or declaration of compliance with this Directive.
In that respect this paragraph also explicitly provides that shipborne marine equipment,
complying with the Council Directive 96/../EC on Marine Equipment, has to be considered
also as in compliance with the test requirements provided for in this Directive.
Article 6
This article lays down the general safety requirements to be applied to new and existing
passenger ships, respectively to high speed passenger craft :
Paragraph (1) deals with common requirements for all classes of new and existing passenger
ships.
To ensure optimum condition of the hull, main and auxiliary machinery and electrical and
automatic plant it is compulsory that the construction and the maintenance of these features
are surveyed in order to ensure conformity with the standards specified for classification by
the rules of a "recognised organisation".
                O.J. N* L157, 07.07.95, p. 1
                                              15 o _
 ---pagebreak---  These "recognised organisations" are accurately defined in the Council Directive 94/57/EC '
 as organisations professionally efficient, reliable and able to maintain proper control of
 compliance with safety and environmental protection standards of the vessels they classify.
 In addition ships' conformity with the regulations of Chapter IV, including the 1988 GMDSS
 amendments concerning radiocommunications for the Global Maritime Distress and Safety
 System, and of Chapters V and VI of the 1974 SOLAS Convention, as amended, is required.
 Ships engaged on domestic voyages have to comply with these requirements as if they were
 engaged on international voyages.
Finally with regard to shipborne navigational equipment, ships are required to comply with
the requirements of Regulation 12 of Chapter V of the SOLAS Convention, as amended at
the date of adoption of this Directive.
Paragraph (2) sets out the requirements for new passenger ships and gives consideration to
the different type of classes of ships. ,
Sub-paragraph (2) a) is giving the general requirements. For new Class A ships, the 1974
SOLAS Convention, as amended at the date of adoption of the Directive, is applicable in its
entirety as well as all the specific requirements laid down in the Directive and its Annex I.
For new Classes B, C, and D ships only the requirements specified in the Directive and its
Annex I are applicable.
Specific requirements with regard to load lines are stipulated in sub-paragraph (2) b) : in
general it is required that all new ships, having a length of 24 metres or more, shall comply
with the requirements of the 1966 International Convention on Load Lines. However due
account is taken for ships having a length of less than 24 metres, where similar criteria to
those of the 1966 ILLC Convention are to be applied, taking into account the length and the
class of the ships concerned. For the lowest Class D, new ships are exempted from the
minimum bow height requirement of the 1966 ILLC Convention. Finally a common
requirement for all classes of new ships is provided, imposing that they shall have a full
deck.
Paragraph (3) sets out the requirements for existing passenger ships:
Class A existing ships shall conform with the regulations for existing passenger ships laid
down in the 1974 SOLAS Convention, as amended at the date of adoption of the Directive,
and with the specific requirements of the Directive and its Annex I.
As for existing Class B ships, up-to-date rules are contained in Annex I, taking into account
the amendments to the SOLAS Convention for upgrading existing passengers ships, including
those relating to the safety of ro-ro passenger ships which have been approved recently at the
ad-hoc SOLAS Conference in November 1995 and will enter into force on 1 July 1997. A
phasing-in period for complying with the requirements of Annex I has been provided for,
similar to such provisions in the SOLAS Convention for existing ships.
                O.J. N' L 319, 12.12.94, p. 20 on common rules and standards for ship inspection and survev organisations and for
                the relevant activities of maritime administrations.
                                                             16 £L
 ---pagebreak---  However existing Class B ships with a length of less than 24 metres, do not have to comply
 with the requirements of Chapters II-1 and II-2 of Annex I, provided that the Administrations
 of the flag State ensure that such ships comply with national regulations providing an
equivalent level of safety for this class of ships.
Existing ships of Classes C and D are also exempted from compliance with the regulations
of Chapters II-l and II-2 of Annex I of this Directive, provided they obey the rules of the
flag State, the Administration of which has to establish such rules ensuring an appropriate
level of safety for these Classes of ships.
Sub-paragraph 3.d) provides a procedure in case the requirements of sub-paragraphs 3.b) and
3.c) should not be complied with by a flag State.
Similar to the provisions of the International SOLAS Convention, sub-paragraph 3.e)
prescribes how to apply the requirements for repairs, alterations and modifications of a major
character to existing ships.
Paragraph (4) sets out the requirements for High Speed Craft :
The recently adopted IMO High Speed Craft Code only applies to high speed craft which are
engaged on international voyages and excludes from its scope high speed craft on domestic
voyages. To overcome this shortcoming, this Directive will include this type of craft within
its scope, thus ensuring then the same level of safety for domestic high speed passenger craft
as for the ones engaged on international voyages.
Article 7
Firstly, the geographic characteristics of Member States' coasts can be very different. It is
the aim of the Directive to cover those cases where the additional safety measures due to
local circumstances are necessary to enhance safety in that area. Any Member State availing
itself of such provision shall submit due notification to the Commission. The Commission
assisted by the Advisory Committee,in accordance with the procedure set up in article 9, has
been granted the right to object within 6 months and to require the Member State to withdraw
or modify the said additional requirements.
Secondly, a provision for adopting measures allowing equivalents has been provided for,
similar to the provisions for equivalents provided for in the SOLAS Convention. A
Committee procedure as for the additional safety requirements has to be followed by a
Member State availing itself the application of this provision.
Finally, this Article of the Directive also takes into consideration special situations where
operational limitations render the full compliance of the Directive unnecessary or
unreasonable. It is rather burdensome to embody in the Directive all possible cases of
operational limitations under which passenger ships may operate due to the diversity of
environmental and operational profiles found in each Member State.
                                              17 ç u
 ---pagebreak---  Thus, ships only engaged on domestic voyages carried out under operational limitations may
 be exempted from the compliance with certain specific requirements of the Directive, subject
 to the same Committee procedure as for the additional requirements and equivalent
provisions.
In order to avoid abuses of the above provisions for adopting additional safety requirements,
equivalents and exemptions, it is absolutely necessary that the specific conditions in which
these measures may be applied are clearly specified in the national legislation, and that they
shall be applied without discrimination to the ship's flag or the nationality or place of
establishment of the shipoperator. Therefore, before any application of such measures in the
national legislation is envisaged by a Member State, this Member State has to communicate
this at the planning stage to the Commission which has the right to object and to require the
Member State to amend or revoke the proposed measures in accordance with the procedures
of articles 8 and 9. These measures shall only apply for so long as the ship is operating under
specified conditions.
Article 8
This article allows the Commission to amend, in accordance with the procedure laid down
in article 9, the definitions in article 2 and the provisions related to procedures and
guidelines for surveys referred to in article 10, as well as the Annexes of the Directive, in
order to be able take into account future developments in safety regulations at international
level.
Without prejudice to the procedures for amending the International Conventions, the
application, for the purpose of this Directive, of subsequent amendments thereto which have
entered into force shall be decided upon in accordance with the procedure laid down in article
9.
Article 9 , • .
This article incorporates the Advisory Committee instituted under Article 12 of the Council
Directive 93/75/EC l and also describes the procedure which must be followed when the
Directive refers to the Committee procedure. It is the type procedure I of article 2 of the
Council Decision 87/373/EEC of 13 July 1987 2.
i    O.J. N* L 247, 05.10.93. p. 19 concerning minimum requirements for vessels bound for or leaving Community ports and earning
     dangerous or polluting goods.
     O.J. N* L 197/33, 17.07.97, Council Decision 87/373/EEC of 13 July 1987, laying down the procedures for the exercise of
     implementing powers conferred on the Community.
                                                            18   <^K~
 ---pagebreak--- Article 10
Passenger ships and craft are controlled throughout their operational life by way of surveys
carried out by specialised agencies. It is absolutely necessary to scrutinize the state of ships
and craft at different stages, that is, before a new ship is put into service or for existing
ships, before they are put into service on domestic voyages in another Member State or
within 12 months after the implementation date of this Directive when engaged on domestic
voyages in the Member State the flag of which they are entitled to fly, and also every year,
and occasionally as needed. High speed passenger craft have to be surveyed in accordance
with the survey provisions of the High Speed Craft Code. Surveys have been proved to be
highly effective in tracking down deficiencies on board ships and craft that might jeopardise
the safety of life and property.
The relevant provisions of the "Guidelines for surveys for the Passenger Ship Safety
Certificate" of IMO Resolution A. 746 (18) adopted on 4 November 1993 on "Guidelines
under the harmonized system of survey and certification", shall be followed.
Article 11
Appropriate certificates, permits and declarations of compliance will prove that ships and
craft have been thoroughly inspected and are in accordance with the requirements laid down
in the Directive . The certificates, permits and declarations of compliance shall be granted
either by the Administration of the flag State or by an organisation which has been delegated
the authority to carry out such surveys for the purpose of ascertaining the sound condition
of the ship or craft.
Annex II provides the format for the declaration of compliance. All Classes of new and
existing passenger ships will have to carry on board a certificate of this nature in order to
prove that the ship complies with the requirements laid down in the Directive.
The declaration of compliance will be subject to periodical renewals every 12 months
following satisfactory compliance to a renewal survey, carried in accordance with the
provisions of article 10.
For high speed passenger craft engaged on domestic voyages a High Speed Craft Certificate
and a Permit to Operate High Speed Craft has to be issued by the Administration of the flag
State, in accordance with the provisions of the High Speed Craft Code for issuing
certificates.
In case high speed passenger craft are to be engaged on domestic voyages in the territorial
waters of another Member State, the Administration of the flag State, before issuing the
Permit to Operate, should consult the host State to obtain details of any operational
conditions associated with operation of the craft in that State and include such conditions in
the Permit to Operate.
                                              19 o -
 ---pagebreak--- Article 12
This article sets up a negotiating mandate for the Commission within IMO, envisaging the
harmonisation of the regulations of the SOLAS Convention applicable to passenger ships
engaged on international voyages. It also calls for a mandatory application, within the IMO
framework, of the principles laid down in MSC Circular 606 on "Port State Concurrence on
SOLAS Exemptions" to achieve a harmonized method for granting exemptions to passenger
ships operating on international voyages, which by virtue of the sheltered nature and the local
conditions or the limited length of their voyages are eligible for such exemptions.
Article 13
This article concerns transposai by Member States of the Directive.
Article 14
No comments
Article 15
No comments
                                             20 a^
 ---pagebreak---  Proposal for a Council directive on safety rules and standards for passenger ships
 The Council of the European Union,
 Having regard to the Treaty establishing the European Community, and in particular Article
 84 (2) thereof,
Having regard to the proposal from the Commission' ,
In cooperation with the European Parliament2
Having regard to the opinion of the Economic and Social Committee2,
Acting in accordance with the procedure referred in Article 189 c of the Treaty3
Whereas Community action in the sector of maritime transport should aim at the
improvement of transport safety;
Whereas the Community is seriously concerned about the latest shipping casualties in which
passenger ships were involved resulting in a massive loss of life; whereas European citizens
and many others 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;
Whereas the provisions of Council Directive 83/391/CEE of 12 June 19894 on the
introduction of measures to encourage improvements in the safety and health of workers at
work and its relevant individual directives are fully applicable to the use of work equipment
and of personal protective equipment by workers at work on passenger ships engaged on
domestic voyages;
i
2
     OJ C
2
3
     O.J. N ' L 183 of 29.06.1989, p.l
                                             21 O-
 ---pagebreak---  Whereas in the framework of the attainment of the objectives of the single market, the
 provision of maritime passenger transport services between Member States and between
 Member States and third countries has been liberalised by Regulation No 4055/861: whereas
 for passenger transport services between ports of the same Member State (maritime cabotage)
 such liberalisation commenced in 1993 with the adoption of Regulation 3577/922 and will be
completed throughout the Community within the next few years;
Whereas it is necessary therefore to establish common standards throughout the Community
 in order to attain a harmonised and appropriate level of safety not only in the interest of
passengers and of crew, but also to ensure that competition between operators takes place on
an equal footing in Community waters; whereas such common standards should be introduced
initially for domestic voyages where differences in the standards between Member States are
the greatest and only for international voyages thereafter, in the light of the Community
policy not, as a general rule, to adopt rules for international voyages outside the existing
international framework; whereas in order to commence the appropriate procedures for the
establishment of rules for international voyages based on those established for domestic
voyages, the Commission should be authorised to negotiate for the Community in the
International Maritime Organisation the revising and updating of rules for international
voyages and introducing of rules relating to the grant of exemptions from SOLAS rules for
such voyages;
Whereas the Commission, in its communication "A Common Policy on Safe Seas" of 24 th
February 19931 announced the adoption of common safety requirements for passenger ships
falling outside the scope of the relevant International Conventions as one of the objectives
to be attained at Community level; furthermore the Council of the Union, at its meeting on
8 June 1993 2, urged the Commission to submit as soon as possible to the Council
suggestions for specific action and formal proposals concerning safety rules for passenger
ships when engaged on domestic voyages; finally the European Parliament in several
Resolutions, the latest having been enacted on the 27th October 1994 3, has urged the
Commission to propose a series of measures in the pursuit of safety at sea for passenger
ships in Community waters;
Whereas in view, in particular, of the internal market dimension of maritime passenger
transport, action at Community level is the only possible way to establish a common level
of safety for ships throughout the Community; inaction by the Community would not only
lead to insufficient protection for passengers but to the persistence of overly complex and
uncertain systems within the Community to the detriment and expense of the industry;
      O.J. N* 364, 12.12.92, p. 7
      COM (93) 66
      O.J. NT C271, 07.10.93, p. 1
3
      B4-0236/94 of 27.10.94
                                             22 O^
 ---pagebreak---  Whereas a common level of safety requirements must be attained by binding Community
 measures; a Council Directive, respecting the proportionality principle by leaving to each
 Member State the right to decide the implementation tools that best fits its internal system
 is, however, sufficient in this case;
 Whereas at the time of entry into force of this Directive, the Commission will forward a
 proposal for the amendment of Council Regulation 613/91 of 4 March 1991 on the transfer
 of ships from one register to another within the Community; whereas such an amendment
 will ensure that Member States do not withhold from registration, for reasons arising from
 matters covered by this Directive, passenger vessels registered in another Member State
 complying with the requirements of this Directive and carrying a valid certificate.
 Whereas in the interests of improving safety and avoiding distortions of competition the
common safety requirements should apply to all passenger ships and high speed passenger
craft engaged on domestic voyages in the Community, irrespective of the flag they fly;
Whereas passenger ships should be divided into different classes depending upon the range
and conditions of the sea areas in which they operate; while high speed passenger craft
should be categorized in accordance with the provisions of the High Speed Craft Code
established by the International Maritime Organization; the sea areas setting out the zones
for the operation of the different classes of passenger ships should be established by the
Commission on the basis of notifications received from Member States;
Whereas the main reference framework for the safety standards should be the 1974 Safety
of Life at Sea Convention - 1974 SOLAS Convention -, as amended, which encompasses
internationally agreed standards for passenger ships and high speed passenger craft engaged
on international voyages, inter alia, together with appropriate Resolutions and other measures
complementing and interpreting the same;
Whereas 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; furthermore it is also
appropriate to make distinctions in the safety requirements to be respected between existing
ships and ships constructed after the date of entry into force of the national rules enacted
pursuant to this Directive since imposing the rules for new ships on existing ships would
imply such extensive structural changes as to be economically non viable; in respect of ships
of Class B of more than 24 metres in length the application of the new harmonised rules of
Annex I should be introduced in accordance with a timetable similar to that laid down in the
SOLAS convention for international voyages;
Whereas in the light of the objective of Council Directive 96/../EC on marine equipment to
eliminate barriers to trade in such equipment and the relation between the requirements
referred to therein and the requirements of this Directive, shipborne marine equipment,
complying with the provisions of Directive 96/.. ./EC, when installed on board of a passenger
ship, should not be subject to additional tests;
                                               23^
 ---pagebreak---  Whereas in view of the substantial differences in conception, construction and use of High
 Speed Passenger Craft compared to traditional passenger ships, such craft should be required
 to respect special rules;
Whereas Member States may exercise rights as port states to control the compliance with
the provisions of this Directive based on those foreseen in Council Directive 95/21 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 Sate
control);
Whereas Member States may consider it appropriate to adopt exemptions from the provisions
of this Directive for vessels operating under specific limitations, or to permit the use of
equivalent standards; whereas they should be entitled to adopt such measures provided that
the Commission, acting through the Committee set up by article 12 of Council Directive
93/75/EC of 13 September 1993 concerning minimum requirements for vessels bound for or
leaving Community ports and carrying dangerous or polluting goods, does not oppose them
within six months from the notification of such proposals to the Commission; whereas
Member States could encounter local circumstances which justify the application of additional
measures to all vessels operating in a specific area; in such cases the same procedure should
apply;
Whereas it is necessary for a Committee composed of the representatives of the Member
States to assist the Commission in the effective application of the Directive; whereas the
Committee set up in article 12 of Council Directive 93/75/EEC can assume this function;
Whereas for the control of an effective implementation and enforcement of the Directive
surveys are to be carried out on new and existing passenger ships and craft by or on behalf
of the administration of the state the flag of which the ship or craft is entitled to fly and a
declaration of compliance with the Directive granted; whereas for high speed passenger craft
certificates and permits shall be issued in accordance with the High Speed Craft Code ;
Has adopted this Directive:
                                              24 © ^
 ---pagebreak---                                             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
harmonizing the rules for passenger ships engaged on international voyages.
                                           Article 2
                                         (Definitions)
For the purpose of this Directive and its Annexes,
a)     "International Conventions" means the 1974 International Convention for the Safety
       of Life at Sea, and the 1966 International Convention on Load Lines, together with
       Protocols and amendments thereto in force on the date of adoption of this Directive.
b)     "Intact Stability Code" means the "Code on Intact Stability for all types of ships
       covered by IMO Instruments" adopted by the IMO Assembly at its 18 th session
       through its Resolution A.749(18) on 4 November 1993, as amended on the date of
       adoption of this Directive.
c)     "High Speed Craft Code" means the "International Code for Safety of High Speed
       Craft" adopted by the IMO Maritime Safety Committee through its Resolution MSC
       36 (63) on 20 May 1994, as amended on the date of adoption of this Directive.
d)     "GMDSS" means the Global Maritime Distress and Safety System as laid down in
       Chapter IV of the 1974 SOLAS Convention, as amended at the date of adoption of
       this Directive.
e)     "apassenger ship" means a ship which carries more than twelve passengers.
f)     "a high speed passenger craft" means a high speed craft as defined in regulation 1
       of chapter X of the 1974 SOLAS Convention, as amended at the date of adoption of
       this Directive, which carries more than twelve passengers.
g)     "a new ship" or "a new craft" means a ship or craft the keel of which is laid or
       which is at a similar stage of construction on or after the date established by Article
       13, paragraph 1.
       A similar stage of construction means the stage at which:
       (i)    construction identifiable with a specific ship or craft begins, and
       (ii)   assembly of that ship or craft has commenced comprising at least 50 tonnes or
              one per cent of the estimated mass of all structural material, whichever is less.
h)     "an existing ship" or "an existing craft" means a ship or craft which is not a new
       ship or craft.
                                             25 Gu
 ---pagebreak---  i)   "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.
j)    "length of a ship" unless expressly provided otherwise, means 96 per cent of the
     total length on a water line at 85 per cent of the least moulded depth measured from
     the top of the keel, or the length from the fore side of the stem to the axis of the
      rudder stock on that waterline, if that be greater. In ships designed with a rake of
     keel the waterline on which this length is measured shall be parallel to the designed
     waterline.
k)    "bow height" means the bow height defined in Regulation 39 of the 1966
     International Convention on Load Lines as the vertical distance at the forward
     perpendicular between the waterline corresponding to the assigned summer freeboard
     and the designed trim and the top of the exposed deck at side.
  1) "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.
m)   "international voyage" means a voyage from a port of a Member State to a port
     outside such State, or conversely.
n)   "domestic voyage" means a voyage in sea areas from a port of a Member State to
     the same or another port within that Member State.
o)   "sea area" means an area as established pursuant to the provision of Art. 4,
     paragraph 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 SOLAS.
p)   "port area".means an area other than a sea area, as defined by the Member States,
     extending to the outermost permanent harbour works forming an integral part of the
     harbour system.
q)   "place of refuge" means any naturally or artificially sheltered area which may be
     used as a shelter by a ship or craft under conditions likely to endanger its safety.
                                           26 <3^
 ---pagebreak---  r)  "Administration of the flag State" means the competent authorities of the State
     whose flag the ship or craft is entitled to fly.
s)   "host State" means a Member State to or from which port(s) a ship or craft, flying
     another flag than the flag of that Member State, is carrying out domestic voyages.
t)   "Recognised organization" means an organization recognised in conformity with art.
    4 of Council Directive 94/57/EC1 on common rules and standards for ship
    inspections and survey organizations.
u)  "a mile" is 1852 m
v)  "significant waveheight" is the average height of the one third highest observed wave
    heights over a given period.
                                              Article 3
                                               (Scope)
1.  This Directive applies to:
    a)      new and existing passenger ships ; and
    b)      high speed passenger craft,
    regardless of their flag, when engaged on domestic voyages.
    Each Member State, in its capacity as host State, shall ensure that passenger ships and
    high speed passenger craft, flying the flag of a State which is not a Member State,
    fully comply with the requirements of this Directive, before they may be engaged on
    domestic voyages in its territory.
2.  This Directive, does not apply to :
    a)      passenger ships, which are:
                     ships of war and troopships;
                     ships not propelled by mechanical means.
                     wooden ships of primitive built.
                     original, and individual replicas of, historical passenger ships designed
                     before 1965, built predominantly with the original materials.
                     pleasure yachts unless they are or will be crewed and carrying more
                     than 12 passengers for commercial purposes.
                     ships exclusively engaged- in port areas
    b)      high speed passenger craft, which are:
                     craft of war and troopcraft;
                     pleasure craft, unless they are or will be crewed and carrying more
                     than 12 passengers for commercial purposes; and
                     craft exclusively engaged in port areas.
    O.J. L 319, 12.12.94, p. 20 on common rules and standards for ship inspection and survey
    organizations and for the relevant activities of maritime administrations.
                                                 27 Ou
 ---pagebreak---                                          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.
2.  The Commission, in accordance with the procedures laid down in Article 9,
    paragraph 2, shall establish and update the list of sea areas on the basis of
    notifications which shall be made by the Member States. Member States shall notify
    not later than six months before the implementation date mentioned in article 13,
    paragraph 1 of this Directive, the sea areas under their jurisdiction, delimiting the
    zones for the all year round, and where appropriate restricted periodical operation of
    the classes of ships using the criteria for classes set out in paragraph 1. The list shall
    be published in the Official Journal of the European Communities.
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.
                                            28 o^
 ---pagebreak---                                                 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 , respectively high speed passenger craft, when engaged
    on domestic voyages, which comply with the requirements of this Directive. 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 declaration of
    compliance referred to in Article 11 issued by another Member State for passenger
    ships when engaged on domestic voyages.
3.  A host State may inspect a passenger ship, respectively a high speed passenger craft,
    operating on a domestic voyage, and audit its documentation, in accordance with the
    provisions of the Council Directive 95/21/EC on Port State Control1. However, where
    a passenger ship or high speed passenger craft operating on a domestic voyage,
    carries a valid declaration of compliance with this Directive or certificate in
    conformity with article 11, paragraph 3, its nature as a passenger ship shall not be
    regarded as clear grounds for a more expanded inspection pursuant to the provisions
    of the Council Directive 95/21/EC on Port State Control.
 4. All shipborne marine equipment, as listed in Annex A.l to the Council Directive
    96/../EC 2 and complying with the provisions of the latter, will be considered to be
    in conformity with the provisions of this Directive, whether or not in Annex I it is
    required that equipment must be approved and subjected to tests to the satisfaction of
    the Administration of the flag State.
    O.J. N* 157, 07.07.95, p. 1 : Council Directive 95/21/EC of 19.06.95 concerning the enforcement, in
    respect of shipping using Community Ports and sailing in the waters under the jurisdiction of the Member
    States, of international standards for ship safety, pollution prevention and shipboard living and working
    conditions (port State Control)
    Proposal for a Council Directive to be adopted by the Council in 1996
                                                   29
                                                         « ^
 ---pagebreak---                                              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 "recognized organisation", or equivalent rules
             used by an Administration in accordance with Article 14, paragraph 2 of the
             Directive 94/57/EC1 on common rules and standards for ship inspections and
             survey organisations.
     b)      The provisions of Chapters IV, including the 1988 GMDSS amendments, V
             and VI of the 1974 SOLAS Convention, as amended at the date of adoption of
             this Directive shall apply.
     c)      Shipborne navigational equipment :
             The provisions for shipborne navigational equipment of Regulation 12,
             Chapter V of SOLAS 1974, as amended at the date of adoption of this
             Directive, shall apply. Shipborne navigational equipment, as listed in Annex
             A.l to the Council Directive 96/../EC2 and complying with the provisions of
             the latter, is considered to be in conformity to the type approval requirements
             of SOLAS regulation V/12(r).
2.   With regard to new passenger ships :
     a)      general requirements :
             (i)      New passenger ships of Class A shall comply entirely with the
                      requirements of SOLAS 1974, as amended at the date of adoption of
                      this Directive, and with the specific relevant requirements specified in
                      this Directive and its Annex I. For those regulations, for which
                      SOLAS leaves the interpretation to the. discretion of the
                      Administration, the Administration of the flag State shall apply the
                      interpretations as contained in Annex I.
             (ii)     New passenger ships of Classes B, C, and D shall comply with the
                      specific relevant requirements specified in this Directive and its Annex
                      I.
   1
     O.J. L319, p.20
   2
     Proposal for a Council Directive to be adopted by the Council in 1996
                                                30 S ^
 ---pagebreak---     b)    load line requirements :
          (i)     All new passenger ships of length equal or greater than 24 metres
                  shall comply with the 1966 International Convention on Load Lines.
          (ii)    Criteria with an equivalent level of safety as those of the 1966 Load
                  Line Convention shall be applied in relation to length and Class, to
                  new passenger ships smaller than 24 metres.
         (iii)    Notwithstanding paragraph (i) and (ii) new passenger ships of Class D
                  are exempted from the minimum bow height requirement laid down in
                  the 1966 International Convention on Load Lines.
         (iv)     New passenger ships of Classes A, B, C, and D shall have a full deck.
3. With regard to existing passenger ships :
   a)    Existing passenger ships of Class A shall comply with the regulations for
         existing passenger ships defined in the 1974 SOLAS Convention, as amended
         at the date of adoption of this Directive , and with the specific relevant
         requirements of this Directive and Annex I. For those regulations, for which
         SOLAS leaves the interpretation to the discretion of the Administration, the
         Administration of the flag State shall apply the interpretations as contained in
         Annex I.
   b)    Existing passenger ships of Class B of 24 metres length and above shall
         comply with the specific relevant requirements of this Directive and Annex I.
         The requirements of Annex I, unless earlier dates are specified therein, shall
         be complied with not later than 1 October 2010 or 15 years after the date of
         construction of the ship, whichever is the later. Prior to such date, the national
         rules of the flag State, ensuring an equivalent level of safety, shall be complied
         with.
         Existing passenger ships of Class B having a length of less than 24 metres
         shall comply with the specific relevant requirements of this Directive and
         Chapter III of Annex I and in respect of matters not covered by such
         requirements with the rules of the Administration of the flag State. Such rules
         shall provide a level of safety, equivalent to that of Chapters II-1 and II-2 of
         Annex I, while taking into account the specific constructional limitations
         related to the size of these ships.
   c)    Existing passenger ships of Classes C and D shall comply with the specific
         relevant requirements of this Directive and Chapter III of Annex I and in
         respect of matters not covered by such requirements with the rules of the
         Administration of the flag State. Such rules shall provide an equivalent level
         of safety to that of Chapters II-1 and II-2 of Annex I, while taking into account
         the specific local operational conditions related to the sea areas in which ships
         of such classes may operate.
                                         31
                                               ^
 ---pagebreak---     d)      In the event that a Member State is of the view that rules laid down by the
           Administration of a flag State pursuant to paragraphs (b) and (c) do not respect
           the requirements laid down therein it shall immediately notify the Commission
           thereof. The Commission shall initiate proceedings in order to take a decision
           in accordance with the procedure laid down in Article 9 paragraph 2.
   e)      Repairs, alterations and modifications of a major character and outfitting
           related thereto shall respect 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.
4. With regard to high speed passenger craft :
   a)      New high speed passenger craft shall comply with the requirements laid down
           in the High Speed Craft Code.
   b)      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 "recognized organisation", or equivalent rules used by an Administration
           in accordance with Article 14, paragraph 2 of the Council Directive 94/57/EC
           on common rules and standards for ship inspections and survey organisations.
                                        Article 7
          (Additional safety requirements, equivalents and exemptions)
1. Additional Safety requirements :
   If a Member State considers that the applicable safety requirements should be
   improved in certain situations due to specific local circumstances and if the need
   therefor is demonstrated, it may, subject to the procedure laid down in paragraph 4,
   adopt measures to improve the safety requirements.
2. Equivalents :
   A Member State may, subject to the procedure laid down in paragraph 4, adopt
   measures allowing equivalents for the regulations contained in Annex I, provided that
   such equivalents are at least as effective as such regulations.
3. Exemptions :
   Provided there is no reduction in the level of safety and subject to the procedure laid
   down in paragraph 4, Member States may adopt measures to exempt ships from
   certain specific requirements of this Directive for domestic voyages to be carried out
   in their territory under the following operational limitations : smaller significant wave
   height, restricted year period, voyages only during daylight time or under suitable
   climatic conditions and restricted trip duration.
                                          32   Q^
 ---pagebreak--- 4.  a)     A Member State which avails itself of the provisions of paragraph 1, 2 or 3,
           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.
   b)      If, within a period of 6 months from the notification, the Commission acting
           in accordance with the procedure laid down in Article 9, paragraph 2,
          considers that the proposed measures are not justified, it may require the said
          Member State to amend or not to adopt the proposed measures.
   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.
   d)     Any of 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 as long as the ship
          or craft operates under the specified conditions.
                                        Article 8
                                     (Amendments)
1. In accordance with the procedure laid down in article 9, paragraph 2, the Commission
   may:
   a) -   amend in order to take account of developments at international level
          (1)      the definitions in article 2;
          (2)      the provisions related to procedures and guidelines for surveys referred
                   to in article 10 .
   b)     amend Annex I to apply, for the purpose of this Directive, subsequent
          amendments of International Conventions, without prejudice to the procedures
          for amending the said Conventions.
                                           33 ^
 ---pagebreak---                                            Article 9
                                  (Advisory Committee)
 1.  The Commission shall be assisted by the Committee established by Art. 12, paragraph
      1 of Council Directive 93/75/EC1.
 2.  Where reference is made to this paragraph, the following procedure shall apply :
     a)      The representative of the Commission shall submit to the Committee referred
             to in paragraph 1 a draft of the measures to be taken;
     b)     The Committee shall deliver its opinion on the draft within a time limit which
            the chairman may lay down according to the urgency of the matter, if
            necessary by taking a vote;
     c)     The opinion shall be recorded in the minutes; in addition each Member State
            has the right to have its position recorded in the minutes.
     d)     The Commission shall take the utmost account of the opinion delivered by the
            Committee. It shall inform the Committee of the manner in which its opinion
            has been taken into account.
                                          Article 10
                                          (Surveys)
1.  Each new passenger ship shall be subjected by the Administration of the flag State to
    the surveys specified below:
    a)        A survey before the ship is put into service.
    b) ~      A renewal survey once every twelve months.
    c)       Additional surveys, as occasion arises.
2.  Each existing passenger ship shall be subjected by the Administration of the flag State
    to the surveys specified below :
    a)      An initial survey, before the ship is put into service on domestic voyages in
            a host State, or within 12 months after the implementation date of this
            Directive as established in Article 13, paragraph 1, for existing ships engaged
            on domestic voyages in the Member State the flag of which they are entitled
           to fly.
    b)     A renewal survey once every twelve months.
    c)      Additional surveys, as occasion arises.
    O.J. N' L 247, 5.10/93, p. 19 concerning minimum requirements for vessels bound for or leaving
    Commumty ports and carrying dangerous or polluting goods
                                             34 a .
 ---pagebreak--- 3.  Each high speed passenger craft shall be subject by the Admimstration of the flag
    State to the surveys required in the High Speed Craft Code.
4. The relevant procedures and guidelines for surveys for the passenger ship safety
   certificate specified in IMO Resolution A. 746 (18) adopted on 4 November 1993 on
    "survey guidelines under the harmonized system of survey and certification", as they
   are at the time of adoption of this Directive, shall be followed.
5. The surveys mentioned in paragraphs 1., 2. and 3. shall be carried out by the
   exclusive surveyors either of the Admimstration of the flag State itself or of a
    "recognized organisation", with the purpose of ensuring that all applicable
   requirements of this Directive are complied with.
                                        Article 11
                                      (Certificates)
1. All new and existing passenger ships shall be provided with a declaration of
   compliance with this Directive. The declaration of compliance shall have a format as
   laid down in Annex II. This declaration shall be issued by the Admimstration of the
   flag State after an initial survey, as described in Article 10, paragraphs l.a) and 2.a),
   has been carried out.
2. The declaration of compliance shall be issued for a period not exceeding 12 months.
   The period of validity of the declaration 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
   declaration starts from the expiry date of the existing declaration before its extension.
   Renewal of the declaration of compliance, shall be issued after a renewal survey, as
   described in Article 10, paragraphs l.b) and § 2.b), has been carried out.
3. For high speed passenger craft 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 . 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 should consult with the host State to
   obtain details of any operational conditions associated with operation of the craft in
   that State. Any such conditions should be shown by the Administration of the flag
   State on the Permit to Operate.
4. Exemptions granted to a ship or craft under and in accordance with the provisions
   of article 7, paragraph 3, shall be noted on the declaration of compliance.
                                           35 Q-
 ---pagebreak---                                           Article 12
                                     (SOLAS Regulations)
With regard to passenger ships engaged on international voyages :
     .1      Upon entry into force of this Directive the European Community shall submit a
            request to the International Maritime Organization to :
            (i) expedite the on-going work within the IMO to revise the regulations of
                 SOLAS Chapters II-1, II-2 and III containing issues left to the discretion of
                 the Administration, to establish harmonized interpretations for these
                 regulations and to adopt amendments to the latter accordingly;
            (ii) adopt measures for a mandatory application of the principles underlying the
                 provisions of MSC Circular 606 on Port State Concurrence with SOLAS
                 Exemptions.
     .2     Such a request shall be made by the Commission, on the basis of the harmonized
            regulations laid down in Annex I to this Directive. All Member States shall do
            their utmost so that IMO undertake the development of the said regulations and
            measures expeditiously.
    .3     If the the measures referred to in paragraph .1 do not become applicable after
           a reasonable time, the Commission may, in accordance with the provisions laid
           down in article 9 paragraph .2 amend this Directive to apply the harmonized
           regulations of Annex I to this Directive and the principles of MSC Circular 606
           to passenger ships engaged on international voyages .
                                          Article 13
                                       (Implementation)
1.  Member States shall bring into force the laws, regulations and administrative provisions
    necessary to comply with this Directive on [1 July 1998].
2.  When Member States adopt these measures, they shall contain a reference to this
    Directive or shall be accompanied by such reference on the occasion of their official
    publication. The methods of making such a reference shall be laid down by Member
    States.
3.  Member States shall lay down the system of penalties for breaching the national
    provisions adopted pursuant to this Directive and shall take all the measures necessary
    to ensure that those penalties are applied. The penalties thus provided for shall be
    effective, proportionate and dissuasive.
4.  The Member States shall immediately notify to the Commission all provisions of
    domestic law which they adopt in the field governed by this Directive. The Commission
    shall inform the other Member States thereof.
                                             36 f>_~
 ---pagebreak---                                          Article 14
                                     (Communication)
This Directive is addressed to the Member States.
                                         Article 15
                                     (Entry into force)
The present Directive shall enter into force on the twentieth day after its publication.
                                            37 e ^
 ---pagebreak---                     DECISION OF THE EEA JOINT COMMITTEE
                                         N* (..)    .19.
                                   of (..) (            ) 199.
amending Annex XIII (Chapter V) of the Agreement on the European Economic Area by
adding Council Directive (../..EC) on safety rules and standards for passenger ships.
THE EEA JOINT COMMITTEE,
Having regard to the Agreement on the European Economic Area as adjusted by the Protocol
Adjusting the Agreement on the European Economic Area, hereinafter referred to as the
Agreement, and in particular Article 98 thereof,
Whereas Directive (../..EC) of the Council of the European Union of (.' ... 19..), of which
a copy is annexed to this Decision, is to be integrated into the Agreement,
Whereas the horizontal adaptation in Protocol 1 and the sectoral and other adaptations in the
introduction of Annex XIII to the Agreement shall apply,
HAS DECIDED AS FOLLOWS:
                                            Article 1
Annex XIII, Transport, to the Agreement shall be amended as specified below. The text of
the new Act is at Appendix.
                                           Article 2
The following new point shall be inserted in Chapter V after point 56 (Council Regulation
613/91/ECC):
     "56.a 394 L ... : Council Directive (../. ./EC) on safety rules and standards for passenger
           ships.
       The provision of the Directive shall, for the purposes of the present Agreement, be
       read with the following adaptation:
                                               38 ç > _
 ---pagebreak---         Article 12.1, shall be replaced by the following:
        The Contracting Parties shall bring into force the laws, regulations and administrative
        provisions necessary to comply with this Directive not later than        /    /
                                           Article 3
The decision shall enter into force on ..../..../.
                                          Article 4
This Decision shall be published in the EEA Section of, and in the EEA Supplement to, the
Official Journal of the European Communities.
Done at Brussels, ..../..../199.
For the EEA Joint Committee
The President
                                     The Secretaries
                                     to the EEA Joint Committee
                                             39  <GL
 ---pagebreak---              ANNEX I
     Safety requirements for
new and existing passenger ships
 engaged on domestic voyages
 ---pagebreak--- CHAPTER I GENERAL PROVISIONS
Where expressly provided, the regulations of the present technical Annex I are
applicable to new and existing passenger ships of class A, B, C and D, engaged
                                           7
on domestic voyages.
New Class B, C and D ships having a length of less than 24 metres, do not have
to comply with the requirements of regulations II-1/B/2 to H-1/B/8 and II-1/B/10
of the present technical annex I, 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 Fuies and that such rules guarantee an equivalent level of safety.
Existing class B ships with a length of less than 24 metres, and existing class
C and D ships, do not have to comply with the regulations of Chapters 11-1 and
II-2 of the present technical annex, provided thst the Administration of a flag
State, which flag such ships are entitled to fly, ensures that they comply with the
flag State's national rules and that such rules guarantee an equivalent level of
safety.
Wherever the application of a IMO Resolution is required in this technical annex
for existing ships,, ships constructed before the date of adoption by IMO of such
resolution must not comply with such resolution but with the applicable previous
resolution(s),if any.
CHAPTER 11-1           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 + 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.
 ---pagebreak---  .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 + 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.
 ---pagebreak--- .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.
 ---pagebreak---     .14   Machinery spaces are all spaces containing propelling machinery, boilers,
          oil fuel units, steam and internal combustion engines, generators and major
          electrical machinery, oil filling stations, refrigerating, stabilizing, ventilation
          and air conditioning machinery, and similar spaces, and trunks to such
          spaces.
   .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 centralized.
                                              PART B)
                  INTACT STABILITY, SUBDIVISION AND DAMAGE STABILITY2
  1       Intact stability
         (Resolution A.167 as amended by A.206 and resolution A.749)
  NEW CLASS A. B. C and D SHIPS :
  All classes of new ships shall comply with the relevant provisions for passenger
  ships of the Code on Intact Stability as adopted on 4 November 1993 by the
  International Maritime Organization at the 18th session of its Assembly through
  resolution A.749(18)
  EXISTING CLASS A and B SHIPS :
  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 Res. 167 Appendix I or
  equivalent.
  (a) The area under the curve of righting lever (GZ curve) shall not be less
         than:
         (i)    .055 metre-radians up to an angle of heel of 30 degrees;
         (ii) .09 metre-radians up to an angle of heel of either 40 degrees or the
                angle of flooding, i.e. the angle of heel at which the lower edges of
                any openings in the hull, superstructures or deckhouses, being
                openings that can not be closed weathertight, are immersed, if that
                angle be less than 40 degrees;
2
  Instead of the regulations 2 to 22 of this part B, the Regulations on Subdivision and Stability of
  Passenger Ships as an Equivalent to Part B of Chapter II of the International SOLAS 1960
  Convention, adopted by the IMO by Resolution A.265(VII), may be used, if applied in their
  entirety.
 ---pagebreak---       (iii)  .03 metre-radians between the angles of heelof 30 degrees and 40
             degrees or between 30 degrees and the angle of flooding if this
             angle is less than 40 degrees;
(b)   The righting lever GZ shall be at least .20 metre at an angle of heel equal
      to or greater than 30 degrees.
(c)   The maximum righting lever GZ shall occur at an angle of heel preferably
      exceeding 30 degrees but not less than 25 degrees.
(d)   The initial transverse metacentric height shall not be less than .15 metre.
The loading conditions to be considered in order to verify the compliance with
the above stability conditions shall include at least those listed in Appendix II of
IMO Res. A.167(IV).
All existing ships of classes A and B having a length of 24 metres and over shall
also comply with the additional criteria as given in IMO Res. A.167(IV), Annex,
art. 5.2 and with the Severe Wind and Rolling Criterion as provided in IMO
Resolution A.562 (14).
2     Watertight subdivision
NEW CLASS B. C and D + EXISTING CLASS B SHIPS :
Every ship shall be subdivided by bulkheads, which shall be watertight up to the
bulkhead deck, into watertight compartments the maximum length of which shall
be calculated according to the specific requirements given below.
Every other portion of the internal structure which affects the efficiency of the
subdivision of the ship shall be watertight.
3       Floodable length (R 4)
NEW CLASS B. C and D + EXISTING CLASS B SHIPS :
.1      The floodable length at a given point is the maximum portion of the length
        of the ship, having its center 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.
 ---pagebreak--- 4      Permissible length of compartments (R 6)
NEW CLASS B. C and D + EXISTING CLASS B SHIPS :
The maximum permissible length of a compartment having its center 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 + 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 the table of regulation 8.3.
6     Factor of subdivision
The factor of subdivision F shall be as follows:
for NEW CLASS B. C and D SHIPS and EXISTING CLASS B SHIPS
                     Class   |            N             |    F
                     B, C, D            N<400               <1.0
                     B, C, D           N^400                ^0.5
where :         N = the number of persons the ship is certified to carry; and
               existing class B ships have to comply with this requirement not
                later than the date of compliance of regulation II-1/B/8-1,
                paragraph 2.
 ---pagebreak--- 7    Special requirements concerning ship subdivision (R 7)
NEW CLASS B. C and D + 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 hot
   exceed either the floodable length or twice the permissible length,
   whichever is the 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 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.
 ---pagebreak---  .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 m plus 3 % of the
     length of the ship or 11 m., or 10% of the length of the ship whichever is
     the less, the whole volume of the main compartment will not be flooded, a
     proportionate allowance may be made in the permissible length otherwise
     required for such compartment. In such a case the volume of the effective
     buoyancy assumed on the undamaged side shall not be greater than that
     assumed on the damaged side.
    Allowance under this sub-paragraph will only be made if such allowance is
     not likely to prevent compliance with regulation 8.
NEW CLASS B. C and D SHIPS :
 .6 A main transverse bulkhead may be stepped provided that it meets one of
    the following conditions :
     .1       the combined length of the two compartments, separated by the
              bulkhead in question, does not exceed either 90% of the floodable
              length or twice the permissible length, except that, in ships having
              a factor of subdivision equal to 1, the combined length of the two
              compartments in question stiall 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 plane bulkheads, or the distance between the transverse planes
    passing through the nearest stepped portions of the bulkheads, is less than
    3.0 m plus 3% of the length of the ship, or 11.0 m, 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 factor of subdivision is 0.50, the combined length of
    any two adjacent compartments shall not exceed the floodable length.
 ---pagebreak--- 8    Stability in damaged conditions (R 8)
NEW CLASS B. C and D + 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.
.2.3 The stability required in the final condition after damage, and after
     equalization where provided, shall be determined as follows:
     .2.3.1 The positive residual righting lever curve shall have a minimum
              range of 15° beyond the angle of equilibrium. This range may be
              reduced to a minimum of 10 degrees, in the case where the area
              under the righting lever curve is that specified in sub-paragraph
              .2.3.2 multiplied by the ratio 15/range, where range is expressed
              in degrees.
     .2.3.2 The area under the righting lever curve shall be at least 0.015
              m-rad for CLASS B and C, and 0.009 m-rad for CLASS D ships,
              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 for new CLASS B ships by the formula:
                          ~rj,    . v heeling moment nr.A
                          GZ(metres)=         -        +0.04
                                         displacement
                  However, in no case is the righting lever to be less than 0.10 m.
                                        10
 ---pagebreak---                  and for new CLASSES C and D ships and existing class B ships
                 by the formula:
                         GZ(metres)=heelin8 moment +0.02
                                        displacement
                 However, in no case is the righting lever to be less than 0.08 ra,
     .2.3.4 For the purpose of calculating the heeling moments in paragraph
             .2.3.3 the following assumptions shall be made:
                .1 Moment due to crowding of passengers:
                     .1.1 4 persons per square metre;
                     .1.2 a mass of 75 kg for each passenger;
                     .1.3 passengers shall be distributed on available deck
                            areas towards one side of the ship on the decks
                           where muster stations are located and in such a way
                            that they produce the most adverse heeling moment.
                .2 Moment due to launching of all fully loaded davit-launched
                    survival craft on one side:
                     .2.1 all lifeboats and rescue boats fitted on the side to
                           which the ship has heeled after having sustained
                            damage shall be assumed to be swung out fully
                            loaded and ready for lowering;
                     .2.2 for lifeboats which are arranged to be launched fully
                            loaded from the stowed position, the maximum
                            heeling moment during launching shall be taken;
                     .2.3 a fully loaded davit-launched liferaft attached to each
                           davit on the side to which the ship has heeled after
                            having sustained damage shall be assumed to be
                           swung out ready for lowering;
                     .2.4 persons not in the life-saving appliances which are
                           swung out shall not provide either additional heeling
                           or righting moment;
                     .2.5 life-saving appliances on the side of the ship opposite
                           to the side to which the ship has heeled shall be
                           assumed to be in a stowed position.
                .3 Moments due to wind pressure:
                     .3.1 CLASS B: a wind pressure of 120 N/m2 to be applied;
                            CLASSES C and D: a wind pressure of 80 N/m2 to be
                            applied;
                     .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 m. 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 measure to that angle.
                                      11
 ---pagebreak--- .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 m, 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 fighting lever shall be at
     least 0.05 m. 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 + EXISTING CLASS B SHIPS :
.3   For the purpose of making damaged stability calculations the volume and
     surface permeabilities shall be as follows:
                               Spaces                   Permeability
               Ro-ro and vehicular cargo spaces I            90%
               Special category spaces                       90%
               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.
     Assumed extent of damage shall be as follows:
     .1     longitudinal extent: 3.0 m plus 3 per cent of the length of the ship, or
            11.0 m or 10% of the length of the ship, whichever is the less;
     .2     transverse extent (measured inboard from the ship's side, at right
            angles to the centreline at the level of the deepest subdivision load
            line): a distance of one fifth of the breadth of the ship, and
     .3     vertical extent: from the base line upwards without limit;
     .4     if any damage of lesser extent than that indicated in .4.1,.4.2,.4.3
            would result in a more severe condition regarding heel or loss of
            metacentric height, such damage shall be assumed in the
            calculations.
     Unsymmetrical flooding is to be kept to a minimum consistent with efficient
     arrangements. Where it is necessary to correct large angles of heel, the
     means adopted shall, where practicable, be self-acting, but in any case
     where controls to cross-flooding fittings are provided they shall be operable
     from above the bulkhead deck. For new class B, C and D ships the
     maximum angle of heel after flooding but before equalization shall not
     exceed 15°. Where cross-flooding fittings are required the time for
     equalization shall not exceed 15 min. Suitable information concerning the
     use of cross-flooding fittings shall be supplied to the master of the ship.
     The final conditions of the ship after damage and, in the case of
     unsymmetrical flooding, after equalization measures have been taken shall
     be as follows:
                                       12
 ---pagebreak---        .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;
      .2      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 .
      .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.
NEW CLASS B. C and D SHIPS + EXISTING CLASS B SHIPS WITH RO-RO
CARGO SPACES OR SPECIAL CATEGORY SPACES :
.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
     stem. 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.
NEW CLASS B. C and D + EXISTING CLASS B SHIPS :
.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.
                                       13
 ---pagebreak---  ,12 Relaxations from the requirements for damage stability shall be permitted
     only in exceptional cases and subject to the condition that the
     Administration of the Flag State is to be satisfied that the proportions,
     arrangements and other characteristics of the ship are the most favourable
     to stability after damage which can practically and reasonably be adopted
     in the particular circumstances.
8-1 Stability of ro-ro passenger ships in damaged conditions (R 8-1)
EXISTING CLASS B RO-RO PASSENGER SHIPS :
.1   Existing class B ro-ro passenger ships shall comply with regulation 8, not
     later than the date of the first periodical survey after the date of compliance
     prescribed below, according to the value of A/Amax as defined in the
     Annex of the Calculation Procedure to Assess the Survivability
     Characteristics of Existing Ro-Ro Passenger Ships When Using a
     Simplified Method Based Upon Resolution A.265(VIII), developed by the
     Maritime Safety Committee at its fifty-ninth session in June 1991
     (MSC/Circ.574) :
      Value of A/Amax     :                       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
                                       14
 ---pagebreak---  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 sub-
       paragraph .2.1, .2.2 or .2.3 which occurs the latest :
                                                         Date of compliance
.2.1 Value of A/Amax
       less than 85%                                     1 October 1998
      85%o 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
       1500 or more                                     1 October  2002
       1000 or more but less than 1500                  1 October  2006
        600 or more but less than 1000                  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.
9     Peak and machinery space bulkheads (R 10)
NEW CLASS B. C and D + 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 m 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 :
                                      15
 ---pagebreak---       .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 m. 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 m. above the bulkhead deck may extend no
              more than 1.0 m 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.
.6  In existing Class B ships, the requirements of paragraph .3 and .4 shall
    apply not later than the date of the first periodical survey after the date
    referred to in § 1 of article 13 of this Directive.
.7  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.
.8  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.
                                      16
 ---pagebreak---  10    Double bottoms (R 12)
 NEW CLASS B. C and D + EXISTING CLASS B SHIPS :
 .1    A double bottom shall be fitted extending from the forepeak bulkhead to the
      afterpeak bulkhead as far as this is practicable and compatible with the
      design and proper working of the ship.
       .1    In ships of 50 m. and upwards but less than 61 m. 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 m. and upwards but less than 76 m. 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 m. in length and upwards, a double bottom shall be
            fitted amidships, and shall extend to the fore and after peak
            bulkheads, or as near thereto as practicable.
.2    Where a double bottom is required to be fitted its depth shall comply with
      the rules of a recognized organization and the inner bottom shall be
      continued out to the ship's sides in such a manner as to protect the bottom
      to the turn of the bilge . Such protection will be deemed satisfactory if the
      line of intersection of the outer edge of the margin plate with the bilge
      plating is not lower at any part than a horizontal plane passing through the
      point of intersection with the frame line amidships of a transverse diagonal
      line inclined at 25° to the base line and cutting it at a point one-half 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    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.
                                       17
 ---pagebreak--- 11    Assigning, marking and recording of subdivision load lines (R 13)
NEW CLASS B. C and D + 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
      Document of Compliance, and shall be identified by the notation C.1 if
      there is only one subdivision loadline.
      If there are more than one subdivision load line, the alternative conditions
      shall be identified by the notations C.2, C.3, C.4 etc.
.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 Document of Compliance.
.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 when it is in salt water 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 + 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 regulations of a recognized organization.
 .2.1 Steps and recesses in bulkheads shall be watertight and as strong as the
       bulkhead at the place where each occurs.
                                      18
 ---pagebreak---  .2.2 Where frames or beams pass through a watertight deck or bulkhead, such
      deck or bulkhead shall be made structurally watertight without the use of
      wood or cement.
.3    Testing main compartments by filling them with water is not compulsory.
      When testing by filling with water is not carried out, a hose test is
      compulsory; this test shall be carried out in the most advanced stage of the
      fitting out of the ship. In any case, a thorough inspection of the watertight
      bulkheads shall be carried out.
.4 The forepeak, double bottoms (including duct keels) and inner skins shall
      be tested with water to a head corresponding to the requirements of
      paragraph .1.
.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 m 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    The tests referred to in paragraphs .4 and .5 are for the purpose of
      ensuring that the subdivision structural arrangements are watertight and
      are not to be regarded as a test of the fitness of any compartment for the
      storage of oil fuel or for other special purposes for which a test of a
      superior character may be required depending on the height to which the
      liquid has access in the tank or its connections.
13    Openings in watertight bulkheads (R 15)
NEW CLASS B. C and D + 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.
                                       19
 ---pagebreak--- .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 ail 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.
                                      20
 ---pagebreak--- NEW CLASS B. C and D SHIPS OF LESS THAN 24 METRES IN LENGTH +
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 m above the sill on the
     centreline of the door.
NEW CLASS B. C and D SHIPS OF 24 METRES IN LENGTH AND OVER :
.5.4 Watertight door controls, including hydraulic piping and electric cables,
     shall be kept as close as practicable to the bulkhead in which the doors are
     fitted, in order to minimize the likelihood of them being involved in any
     damage which the ship may sustain. The positioning of watertight doors
     and their controls shall be such that if the ship sustains damage within one
     fifth of the breadth of the ship, such distance being measured at right
     angles to the centreline at the level of the deepest subdivision load line,
     the operation of the watertight doors clear of the damaged portion of the
     ship is not impaired.
.5.5 All power-operated and hand-operated sliding watertight doors shall be
     provided with means of indication which will show at all remote operating
     positions whether the doors are open or closed. Remote operating
     positions shall only be at the navigating bridge as required by paragraph
     7.1.5 and the location where hand operation above the bulkhead deck is
     required by paragraph 7.1.4.
EXISTING CLASS B SHIPS AND NEW CLASS B. C AND D SHIPS OF LESS
THAN 24 METRES IN LENGTH :
.5.6 Watertight doors which do not comply with paragraphs .5.1 to .5.5 shall be
     closed before the voyage commences, and shall be kept closed during
     navigation; the time of opening such doors in port and of closing them
     before the ship leaves port shall be entered in the log-book.
NEW CLASS B. C and D SHIPS OF LESS THAN 24 METRES IN LENGTH +
EXISTING CLASS B SHIPS :
.6   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.
.7   EXISTING CLASS B SHIPS Power-operated sliding doors may have a
     vertical or horizontal motion. If a door is power-operated from a central
     control, the gearing shall be so arranged that the door can be operated by
     power also 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
                                     21
 ---pagebreak---      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 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 m. 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
                                      22
 ---pagebreak---       .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 centralized hydraulic system with two independent power sources
             each consisting of a motor and pump capable of simultaneously
             closing all doors. In addition, there shall be for the whole
             installation hydraulic accumulators of sufficient capacity to operate
             all'the doors at least three times, i.e. closed-open-closed, against
             an adverse list of 15°. This operating cycle shall be capable of
             being carried out when the accumulator is at the pump cut-in
             pressure. The fluid used shall be chosen considering the
             temperature liable to be encountered by the installation during its
             service. The power operating system shall be designed to minimize
             the possibility of having a single failure in the hydraulic piping
             adversely affect the operation of more than one door. The hydraulic
             system shall be provided with a low-level alarm for hydraulic fluid
             reservoirs serving the power-operated system and a low gas
             pressure alarm or other effective means of monitoring loss of
             stored energy in hydraulic accumulators. These alarms are to be
             audible and visual and shall be situated on the central operating
             console at the navigating bridge; or
     .2      an independent hydraulic system for each door with each power
             source consisting of a motor and pump capable of opening and
             closing the door. In addition, there shall be a hydraulic accumulator
             of sufficient capacity to operate the door at least three times,
             i.e.closed-open-closed, against an adverse list of 15°. This
             operating cycle shall be capable of being carried out when the
             accumulators at the pump cut-in pressure. The fluid used shall be
             chosen considering the temperatures liable to be encountered by
             the installation during its service. A low gas pressure group alarm
             or other effective means of monitoring loss of stored energy in
             hydraulic accumulators shall be provided at the central operating
             console on the navigating bridge. Loss of stored energy indication
             at each local operating position shall also be provided; or
                                     23
 ---pagebreak---         .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 m 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 accidently. 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.
.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
       electricaf 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 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.
                                       24
 ---pagebreak---  .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 remotely open any door from the central control
      position.
NEW CLASS B. C and D + 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, 9.3 and
      9.4. Watertight doors of width of more than 1.2 m 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
          log-book. Should any of the doors be accessible during the voyage, they
          shall be fitted with a device which prevents unauthorized opening. When
          it is proposed to fit such doors, the number and the arrangements shall
          receive the special consideration of the Administration of the Flag State.
                                        ?5
 ---pagebreak--- 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 exceDt 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 4n
   .7.1.2. to be substituted for these portable plates, provided these doors
   are closed before the ship leaves the port and remain closed during
   navigation except in case of urgent necessity at the discretion of the
   master. These doors need not meet the requirements of paragraph 7.1.4
   regarding complete closure by hand-operated gear in 90 seconds. The
   time of opening and closing these doors, whether the ship is at sea or
   in port, shall be recorded in the log-book.
                                 26
 ---pagebreak---  14. Ships carrying goods vehicles and accompanying personnel (R 16)
NEW CLASS B. C and D + 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 which include personnel
       accompanying vehicles does not exceed N = 12 + A/25, where A = total
       deck area (square metres) of enclosed 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 m., 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 + 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-decks, 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 m 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-decks 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.
                                        27
 ---pagebreak--- .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.
.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.
                                       28
 ---pagebreak---  16 Watertight integrity of passenger ships above the margin line
     (R20)
 NEW CLASS B. C and D + 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 m above the waterline when the ship
    heels to an angle of 15°, or the maximum angle of heel during intermediate
    stages of flooding, as determined by direct calculation, whichever is the
    greater. Alternatively, air pipes from tanks other than oil tanks may
    discharge through the side of the superstructure. The provisions of this
    paragraph are without prejudice to the provisions of the International
    Convention on Load Lines in force.
.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.
                                    29
 ---pagebreak---  17    Closure of cargo loading doors (R 20-1)
 NEW CLASS B. C and D + 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 authorize that particular doors can be
      opened at the discretion of the master, if necessary for the operation of the
      ship or the embarking and disembarking of passengers, when the ship is
      at safe anchorage and provided that the safety of the ship is not impaired.
.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 log-book, as required in regulation 22, is made of the time of
      the last closing of the doors specified in paragraph 1 and the time of any
      opening of particular doors in accordance with paragraph 2.
17-1 Watertight integrity from the ro-ro deck (bulkhead deck) to spaces
    ' below (R 20-2)
NEW CLASS B. C and D RO-RO PASSENGER SHIPS :
.1.1 Subject to the provisions of sub-paragraphs .1.2 and .1.3, all accesses that
      lead to spaces below the bulkhead deck shall have a lowest point which is
      not less than 2.5 metres above the bulkhead deck;
.1.2 where vehicle ramps are installed to give access to spaces below the
      bulkhead deck, their openings shall be able.to be closed weathertight to
      prevent ingress of water below, alarmed and indicated to the navigation
      bridge;
.1.3 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;
                                      30
 ---pagebreak--- .1.4 the accesses referred to in sub-paragraphs .1.2 and .1.3 shall be closed
     before the ship leaves the berth on any voyage and shall remain closed
     until the ship is at its next berth;
.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 sub-
     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 log-book, as required by regulation II-1/B/22, is made
     of the time of the last closing of the accesses referred to in sub-paragraphs
     .1.2 and .1.3.
EXISTING CLASS B RO-RO PASSENGER SHIPS :
.2.1 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 sub-paragraph .2.2, the Administration
     of the flag State may permit some accesses to be opened during the
     voyage but only for a period sufficient to permit through passage and, if
     required, for the essential working of the ship; and
.2.4 the requirements of subparagraph .2.1 shall apply not later than the date
     of the first periodical survey after the date referred to in paragraph 1 of
     Article 13 of this Directive.
17-2 Access to ro-ro decks (R 20-3)
ALL RO-RO PASSENGER 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 & 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   Notwithstanding 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.
                                      31
 ---pagebreak---  18     Stability information (R 22)
 NEW CLASS B. C and D + 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 materially affect 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
      center 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 + 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.
                                       32
 ---pagebreak---  20     Integrity of the hull and superstructure, damage prevention and
        control (R 23-2)
 This regulation applies to all ro-ro passenger ships, except that for existing
ships paragraph .2 shall apply not later than the date of the first periodical
survey after the date referred to in article 13, paragraph 1 of this Directive.
.1     Indicators shall be provided on the navigating bridge for all shell doors,
       loading doors and other closing appliances which, if left open or not
       properly secured, could lead to flooding of a special category space or ro-
       ro cargo space. The indicator system shall be designed on the fail-safe
       principle and shall show by visual alarms if the door is not fully closed or
       if any of the securing arrangements are not in place and fully locked and
       by audible alarms if such door or closing appliances become open or the
       securing arrangements become unsecured. The indicator panel on the
       navigating bridge 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
     , unauthorized 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.
                                      33
 ---pagebreak--- 21   Marking, periodical operation and inspection of watertight doors, etc.
     (R-24)
NEW CLASS B. C and D + 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 ensure
   " that they may be properly used to provide maximum safety.
22   Entries in log. (R 25)
NEW CLASS B.C and D + 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 log-book .
.2   A record of all drills and inspections required by regulation 21 shall be
     entered in the log-book with an explicit record of any defects which may be
     disclosed.
                                    34
 ---pagebreak---                                PART C)   MACHINERY
 1    General (R 26)
 NEW CLASS B. C and D + 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.
2    Internal combustion engines (R 27)
NEW CLASS B, C and D + EXISTING CLASS B SHIPS :
.1     Internal combustion engines of a cylinder diameter of 200 mm. or a
       crankcase volume of 0.6 m3 and above shall be provided with crankcase
       explosion relief valves of a suitable type with sufficient relief area. The
       relief valves shall be arranged or provided with means to ensure that
       discharge from them is so directed as to minimize the possibility of injury
       to personnel.
3      Bilge pumping arrangement (R 21)
NEW CLASS B. C and D + 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.
                                     35
 ---pagebreak---  .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
                deckedge 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
                       waterspraying fire-extinguishing system;
                .3     water contaminated with petrol or other dangerous
                       substances is not drained to machinery spaces or other
                       spaces where sourcesof 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 B. C and D + EXISTING CLASS B SHIPS :
.2.1 The bilge pumping system required by subparagraph .1.1 shall be capable
       of operation under all practicable conditions after a casualty whether the
       ship is upright or listed. For this purpose wing suctions shall generally be
       fitted except in narrow compartments at the end of the ship where one
       suction may be sufficient. In compartments of unusual form, additional
       suctions may be required. Arrangements shall be made whereby water in
       the compartment may find its way to the suction pipes.
                                        36
 ---pagebreak---  .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 subparagraph
      .2.4 a direct emergency bilge suction fitted with a nonreturn valve shall be
      led from the largest available independent power driven pump to the
      drainage level of the machinery space ; the suction shall be of the same
      diameter as the main inlet of the pump 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 formula. However, the actual internal
      diameter may be rounded off to the nearest standard size acceptable to the
      Administration of the flag State:
                                    </=25 + 1.68v/Z,(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) 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 moulded depth to the bulkhead
               deck plus Ih/L where I and h are the aggregate length and height
               respectively of the enclosed cargo spaces.
                                      37
 ---pagebreak---   .2.9  Provision shall be made to prevent the compartment served by any bilge
        suction pipe being flooded in the event of the pipe being severed or
        otherwise damaged by collision or grounding in any other compartment.
        For this purpose, where the pipe is at any part situated nearer the side
        of the ship than one fifth of the breadth of the ship (measured at right
        angles to the centreline at the level of the deepest subdivision load line),
        or is in a duct keel, a non-return valve shall be fitted to the pipe in the
        compartment containing the open end.
 .2.10 Distribution boxes, cocks and valves in connection with the bilge pumping
       system shall be so arranged that, in the event of flooding, one of the bilge
        pumps may be operative on any compartment; in addition, damage to a
       pump or its pipe connecting to the bilge main outboard of a line drawn at
       one fifth of the breadth of the ship shall not put the bilge system out of
       action. If there is only one system of pipes common to all the pumps, the
       necessary valves for controlling the bilge suctions must be capable of
       being operated from above the bulkheads deck. Where in addition to the
       main bilge pumping system an emergency bilge pumping system is
       provided, it shall be independent of the main system and so arranged that
       a pump is capable of operating on any compartment under flooding
       condition as specified in paragraph 2.1; in the case only the valves
       necessary for the operation of the emergency system need be capable
       of being operated from above the bulkhead deck.
.2.11 All cocks and valves referred to in subparagraph .2.10 which can be
       operated from above the bulkhead deck shall have their controls at their
       place of operation clearly marked and shall be provided with means to
       indicate whether they are open or closed.
4      Number and type of bilge pumps (R 21)
NEW CLASS B. C and D + EXISTING CLASS B SHIPS :
up to 250 passengers :        1 main engine pump and 1 independent power
                              pump, located and powered outside the engine
                              room
over 250 passengers :         1 main engine pump and 2 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.
                                      38
 ---pagebreak--- 5   Means of going astern (R 28)
NEW CLASS B. C and D + 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 + 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 s. 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
            sub-paragraph .3.2 and in any case where a rudder stock is more
            than 230 mm diameter in way of the tiller, excluding strengthening for
            navigation in ice.
                                      39
 ---pagebreak---  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 + EXISTING CLASS B SHIPS :
.5   Where the main steering gear comprises two or more identical power
     units, an auxiliary steering gear need not be fitted, provided that:
     .1    the main steering gear is capable of operating the rudder as required
            by sub-paragraph .2.2 while any one of the power 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.
                                        40
 ---pagebreak--- .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.
.10 The angular position of the rudder(s) shall :
    .1        if the main steering gear is poweroperated, be indicated on the
             navigating bridge. The rudder angle indication shall be independent
             of the steering gear control system;
    .2       be recognizable in the steering gear compartment.
.11 Hydraulic power-operated steering gear shall be provided with the
    following:
    .1       arrangements to maintain the cleanliness of the hydraulic fluid
             taking into consideration the type and design of the hydraulic
             system;
    .2       a low-level alarm for each hydraulic fluid reservoir to give the
             earliest practical indication of hydraulic fluid leakage. Audible and
             visual alarms shall be given on the navigating bridge and in the
             machinery space where they can be readily observed; and
    .3       a fixed storage tank having sufficient capacity to recharge at least
             one power actuating system including the reservoir, where the
             main steering gear is required to be power-operated. The storage
             tank shall be permanently connected by piping in such manner that
             the hydraulic systems can be readily recharged from a position
             within the steering gear compartment and shall be provided with a
             contents gauge.
.12 The steering gear compartments shall be :
    .1       readily accessible and, as far as practicable, separated from
             machinery spaces; and
    .2       provided with suitable arrangements to ensure working access to
             steering gear machinery and controls. These arrangements shall
             include handrails and gratings or other nonslip surfaces to ensure
             suitable working conditions in the event of hydraulic fluid leakage.
                                     41
 ---pagebreak---  7    Additional requirements forelectric and electrohydraulic steering gear
      (R30)
 NEW CLASS B. C and D + EXISTING CLASS B SHIPS :
 .1   Means for indicating that the motors of electric and electrohydraulic
      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 electrohydraulic 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 electrohydraulic steering system associated with a
     main electric or electrohydraulic steering system may be connected to one
     of the circuits supplying this main steering system. The circuits supplying
     an electric or electrohydraulic 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 + EXISTING CLASS B SHIPS :
.3   Short circuit protection and an overload alarm shall be provided for steering
     gear electric and electrohydraulic 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 is required by Reg 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 requirement of § 3 may be waived by the
     Administration of the Flag State, if satisfied with the protection arrangement
     together with the requirements of regulation 6 § .4.1 and .4.2 applicable to
     auxiliary steering system.
                                     42
 ---pagebreak---  8     Ventilating systems in machinery spaces (R 35)
 NEW CLASS B. C and D + EXISTING CLASS B SHIPS :
 Machinery spaces 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
       (R37)
NEW CLASS B. C and D + EXISTING CLASS B SHIPS :
At least two independent means of communication shall be provided for
communicating 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 + 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 + EXISTING CLASS B SHIPS :
Emergency sources of electrical power, fire pumps, bilge pumps except those
specifically serving the spaces forward of the collision bulkhead, any 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.
                                     43
 ---pagebreak---                            PART D)     ELECTRICAL INSTALLATIONS
  1      General (R 40)
  NEW CLASS B. C and D + 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. 3
  2      Main source of electrical power and lighting (R 41)
  NEW CLASS B. C and D + EXISTING CLASS B SHIPS :
  .1      New ships of CLASS D and existing ships of CLASS B in which the
          electrical power is the only power for maintaining the auxiliary services
          essential for the safety of the ship, and new ships of CLASS B and C in
          which the electrical power is the only power for maintaining the auxiliary
          services essential for the safety and the propulsion of the ship, shall be
          provided with two or more main generating sets of such power that the
          aforesaid services can be operated when any one sets is out of service.
  .2.1 A main electric lighting system which shall provide illumination throughout
          those parts of the ship normally accessible to and used by passengers or
      . crew shall be supplied from the main source of electrical power.
  .2.2 The arrangement of the main electric lighting system shall be such that
          a fire or other casualty in spaces containing the main source of electrical
          power, associated transforming equipment, if any, the main switchboard
          and the main lighting switchboard, will not render the emergency lighting
          system, required by regulation 3 , inoperative.
  .2.3 The arrangement of the emergency electric lighting system shall be such
          that a fire or other casualty in spaces containing the emergency source
          of electrical power, associated transforming equipment, if any, the
          emergency switchboard and the emergency lighting switchboard will not
          render the main electric lighting system required by this regulation
          inoperative.
3
  Reference is made to the Recommendations published by the International
  Electrotechnical Commission and, in particular, Publication 92 - Electrical Installations in
  Ships.
                                          44
 ---pagebreak---        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 + 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 or of those spaces containing the main
     source of electrical power or main switchboard.
.2   The emergency source of electric power may be either an accumulator
     battery capable of complying with the requirements of subparagraph .5,
     without being recharged or suffering an excessive voltage drop, or a
     generator, capable of complying with the requirements of sub-paragraph
     .5, driven by internal combustion type of machinery with an independent
     supply of fuel having a flashpoint of not less than 43° C, with automatic
     starting arrangements for new ships and approved starting arrangements
     for existing ships, and provided with a transitional source of emergency
     electrical power according to paragraph .6.
.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 generators set(s) shall be
     capable of being readily started in any cold condition likely to be
     encountered and, in new ships, capable of being started automatically.
.4   The emergency switchboard shall be situated as near as practicable to the
     emergency source of power.
.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 following
              services for the times indicated above:
              (a)    the ship's emergency bilge pump and one of the fire pumps;
              (b)    emergency lighting :
                     1. at every muster or embarkation station and over the
                          sides,
                     2. in all alleyways, stairways and exits giving access to the
                          muster or embarkation stations,
                     3. in the machinery spaces, and in the place where the
                          emergency generator is situated.
                     4. in the control stations where radio and main navigating
                          equipment are situated,
                                      45
 ---pagebreak---                      5. as required in Regulations II-2/B/16.1.3.7 and II-
                         2/B/6.1.7;
                     6. at all stowage positions for firemen's outfits,
                     7. at the emergency bilge pump and one of the fire pumps,
                         referred to in sub-paragraph (a) and at the starting
                         position of their motors.
            (c)     the ship's navigation lights;
            (d)      1. all communication equipment,
                    2. the general alarm system,
                    3. the fire detecting system and
                    4. all signals which may be required in an emergency,
                    if they are electrically operated from the ship's main
                    generating sets;
            (e)     the ship's sprinkler pump, if any and if it is electrically
                    operated ,^ and
            (f)     the ship's daylight signalling lamp, if it is operated by the
                    ship's main source of electric power.
    .3   be capable to operate, for a period of half an hour, the poweroperated
         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 § .2.(b).1 of this regulation,
         b) the watertight doors, as required by paragraph .7.2 and .7.3 of
                Regulation II-1/B/13, but not necessarily all of them
                simultaneously, unless an independent temporary source of
                stored energy is provided, and
         c) the control, indication and alarm circuits as required by
                paragraph .7.2 of Regulation II-1/B/13 .
4  Supplementary emergency lighting for ro-ro ships (R 42-1)
NEW CLASS B. C and D + 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 bf 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 Kghting 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
                                     46
 ---pagebreak---            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
           a portable rechargeable battery operated lamp shall be provided in
          every crew space alleyway, recreational space and every working
          space which is normally occupied unless supplementary emergency
           lighting, as required by sub-paragraph .1 is provided.
5     Precautions against shock, fire and other hazards of electrical origin
      (R 45)
NEW CLASS B. C and D + 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, nonconducting 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 armor of cables shall be electrically continuous and
      shall be earthed.
.5.2 All electrical cables and wiring external to equipment shall be at least of a
      flame-retarding type and shall be so installed as not to impair their original
      flame-retarding properties. Where necessary for particular application the
      Administration of the flag State may permit the use of special type of
      cables such as radio frequency cables, which do not comply with the
      foregoing.
NEW CLASS B. C and D SHIPS :
.5.3 Cables and wiring serving essential or emergency power, lighting, internal
      communications or signals shall so far as practicable be routed clear of
      galleys, laundries, machinery spaces and their casings and other high fire
      risk areas. In new and existing ro-ro passenger ships, cabling for
                                      47
 ---pagebreak---       emergency alarms and public address systems installed on or after the
      date referred to in §1 of article 13 of this Directive shall be approved by the
     Administration of the flag State having regard to the recommendations
      developed by the International Maritime Organization. Cables connecting
     fire pumps to the emergency switchboard shall be of a fire-resistant type
     where they pass through high fire risk areas. Where practicable all such
     cables should be run in such a manner as to preclude their being rendered
      unserviceable by heating of the bulkheads that may be caused by a fire in
     an adjacent space.
.6   Cables and wiring shall be installed and supported in such a manner as to
     avoid chafing or other damage. Terminations and joints in all conductors
     shall be so made as to retain the original electrical, mechanical
     flame-retarding and, where necessary, fire ret
.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.
.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.
                                       48
 ---pagebreak---                         PART E)    ADDITIONAL REQUIREMENTS
                FOR PERIODICALLY UNATTENDED MACHINERY SPACES
Special consideration (R 54)
NEW CLASS B. C and D + 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 + 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 manoeuvering, 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 2250 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 + 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.
                                      49
 ---pagebreak--- .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 manoeuvering, the speed, direction
    of thrust and, if applicable , the pitch of the propeller shall be fully
    controllable from the navigating bridge.
    .1     Such remote control shall be performed by a separate control device
          for each independent propeller, with automatic performance of all
          associated services, including, where necessary, means of preventing
          overload of the propulsion machinery.
    .2    The main propulsion machinery shall be provided with an emergency
          stopping device on the navigating bridge which shall be independent
          of the navigating bridge control system.
.2  Propulsion machinery orders from the navigating bridge shall be indicated
   jn 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.
                                      50
 ---pagebreak---  .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 CLASS B. C and D + EXISTING CLASS B SHIPS :
A reliable means of vocal communication shall be provided between the main
machinery control room or the propulsion machinery control position as
appropriate, the navigating bridge and the engineer officers' accommodation.
6      Alarm system (R 51)
NEW CLASS B. C and D 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
             at least one of those cabins. Alternative arrangements may be
             permitted if they are considered to be equivalents;
      .3     activate an audible and visual alarm on the navigating bridge for any
             situation which requires action by or attention of the officer on watch;
      .4     as far as is practicable be designed on the fail-to-safety principle; and
      .5     activate the engineers' alarm required by regulation II-1/C/9,
             if an alarm function has not received attention locally within a limited
             time.
.2.1 The alarm system shall be continuously powered and shall have an
      automatic change-over to a stand-by power supply in case of loss of
      normal power supply.
.2.2 Failure of the normal power supply of the alarm system shall be indicated
      by an alarm.
.3.1 The alarm system shall be able to indicate at the same time more than one
     fault and the acceptance of any alarm shall not inhibit another alarm.
.3.2 Acceptance at the position referred to in paragraph 1 of any alarm
     condition shall be indicated at the positions where it was shown. Alarms
     shall be maintained until they are accepted and the visual indications of
      individual alarms shall remain until the fault has been corrected, when the
     alarm system shall automatically reset to the normal operating condition.
                                       51
 ---pagebreak--- 7       Safety systems (R 52)
NEW CLASS B. C and D 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 prop-
elling 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
       (R53)
NEW CLASS B. C and D SHIPS :
.1     The main source of electrical power shall comply with the following:
       .1    Where the electrical power can normally be supplied by one
             generator, suitable load-shedding arrangements shall be provided to
             ensure the integrity of supplies to services required for propulsion and
             steering as well as the safety of the ship. In the case of loss of the
             generator in operation, adequate provision shall be made for
             automatic starting and connecting to the main switchboard of a
             stand-by generator of sufficient capacity to permit propulsion and
             steering and to ensure the safety of the ship with automatic restarting
             of the essential auxiliaries including, where necessary, sequential
             operations.
       .2    If the electrical power is normally supplied by more than one
             generator simultaneously in parallel operation, provision shall be
             made, for instance by load shedding, to ensure that, in case of loss
             of one of these generating sets, the remaining ones are kept in
             operation without overload to permit propulsion and steering, and to
             ensure the safety of the ship.
.2     Where stand-by machines are required for other auxiliary machinery
       essential to propulsion, automatic change-over devices shall be provided.
                                       52
 ---pagebreak--- 9   Automatic control and alarm system (R 53.4)
NEW CLASS B. C and D 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 change-over.
.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 centralized 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.
                                   53
 ---pagebreak---                                            CHAPTER 11-2 :
            FIRE PROTECTION, FIRE DETECTION AND FIRE EXTINCTION
                                         PART A) GENERAL
  1        Basic principles (R 2)
  NEW CLASS B. C and D + EXISTING CLASS B SHIPS :
  .1      The purpose of this chapter is to require the fullest practicable degree of
          fire protection, fire detection and fire extinction in ships.4
  .2      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     minimization of possible ignition of flammable cargo vapour.
  EXISTING CLASS B SHIPS :
   .3 Existing CLASS B ships carrying more than 36 passengers when
          undergoing repairs, alterations, modifications and outfitting related thereto
          shall comply with the following :
         '.1     all materials introduced to these ships shall comply with the
                 requirements with regard to material applicable to new CLASS B
                 ships; and
          .2     all repairs, alterations, modifications and outfitting related thereto
                 involving the replacement of material of 50 tons or above, other than
                 that required by regulation II-2/B/16, shall comply with the
                 requirements applicable to new CLASS B ships.
4
  For ships constructed in other materials than steel, such as aluminium alloys and fibre-reinforced
  plastics, instead of the regulations of this chapter,the regulations of Chapter 7 of the HSC Code
  may be used as an equivalent fire safety standard,if applied in their entirety.
                                                54
 ---pagebreak--- 2  Definitions (R 3)
NEW CLASS B. C and D + 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 draft Assembly Resolution "Revised recommendation on test
   methods for qualifying marine construction materials as non-combustible",
   as approved by MSC 63 (MSC 63/23/Add.1 Annex 8). Any other material
   is a combustible material.
.2 A standard fire test is one in accordance with IMO Resolution A.754(18)
   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 m, 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
.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 139 °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).
                                     55
 ---pagebreak---  .4  "B" class divisions are those divisions formed by bulkheads, decks,
     ceilings or linings which comply with the following:
     .1    they shall be so constructed as to be capable of preventing the
            passage of flame to the end of the first half hour of the standard fire
           test;
     .2    they shall have an insulation value such that the average temperature
           of the unexposed side will not rise more than 139 °C above the
           original temperature, nor will the temperature at any one point,
           including any joint, rise more than 225 CC above the original
           temperature within the time listed below:
           class "B-15H         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).
.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. aluminum 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.
.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 m.
.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.
                                     56
 ---pagebreak---  .12   Service spaces are those spaces used for galleys, pantries containing
       cooking appliances, lockers, mail and specie rooms, store-rooms,
       workshops other than those forming part of the machinery spaces, and
       similar spaces and trunks to such spaces.
 . 13 Cargo spaces are all spaces used for cargo (including cargo oil tanks) and
       trunks to such spaces.
 .14 Ro-ro cargo spaces are spaces not normally subdivided in any way and
       extending to either a substantial length or the entire length of the ship in
      which goods (packaged or in bulk, in or on rail or road cars, vehicles
       (including road and rail tankers), trailers, containers, pallets, demountable
      tanks or in or on similar stowage units or other receptacles) can be loaded
       and unloaded normally in a horizontal direction.
 .15 Open ro-ro cargo spaces are ro-ro cargo spaces either open at both
      ends, or open at one end and provided with adequate natural ventilation
      effective over the entire length through permanent openings in the side
       plating or deckhead.
.16 Closed ro-ro cargo spaces are ro-ro cargo spaces which are neither open
       ro-ro cargo spaces nor weather decks.
.17 Weather deck is a deck which is completely exposed to the weather from
      above and from at least two sides.
.18 Special category spaces are those enclosed spaces above or below the
      bulkhead deck intended for the carriage of motor vehicles with fuel in their
      tanks for their own propulsion, into and from which such vehicles can be
      driven and to which passengers have access.
.19 Machinery spaces 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.
.20 Oil fuel unit is the equipment used for the preparation of oil fuel for
      delivery to an oil-fired boiler, or equipment used for the preparation for
      delivery of heated oil to an internal combustion engine, and includes any
      oil pressure pumps, filters and heaters dealing with oil at a pressure of
      more than 0. 18 N/mm2.
.21 Control stations are those spaces in which the ship's radio or main
      navigating equipment or the emergency source of power is located or
      where the fire recording or fire control equipment is centralized.
.21-1 Central control station is a control station in which the following control
      and indicator functions are centralized :
      .1 fixed fire detection and alarm system;
      .2     automatic sprinklers, fire detection and alarm system;
      .3 fire door indicator panel;
      .4 fire doors closure;
      .5     watertight door indicator panel;
                                         57
 ---pagebreak---         .6    watertight door closing;
        .7    ventilation fans;
        .8    general/fire alarm;
        .9    communication systems including telephones; and
       .10 microphone to public address system.
 .21-2      Continuously manned central control station is a central control
       station which is continuously manned by a responsible member of the
       crew.
 .22 Rooms containing furniture and furnishings of restricted fire risk are,
       for the purpose of regulation II-2/B/2, those rooms containing furniture and
       furnishings of restricted fire risk(whether cabins, public spaces, offices and
       other types of accommodation) in which :
       .1 all case furniture such as desks, wardrobes, dressing tables, bureaux,
           dressers, is constructed entirely of approved non-combustible materials,
           except that a combustible veneer not exceeding 2 mm may be used on
           the working surface of such articles;
       .2 all free-standing furniture such as chairs, sofas, tables, is constructed
         ~ with frames of non-combustible materials;
       .3 all draperies, curtains and other suspended textile materials have
           qualities of resistance to the propagation of flame not inferior to those
           of wool of mass 0.8 kg/m2, in accordance with IMO Resolution A.471 (XII)
           and its amendments adopted by Resolution A.563(14).
      .4 all floor coverings have qualities of resistance to the propagation of
           flame not inferior to those of an equivalent woollen material used for the
           same purpose;
      .5 all exposed surfaces of bulkheads, linings and ceilings have low flame-
           spread characteristics; and
      .6 all upholstered furniture has qualities of resistance to the ignition and
           propagation of flame in accordance with the Fire Test Procedures of
           Upholstered Furniture of IMO Resolution A.652(16).
.23 Ro-Ro passenger ship means a passenger ship with ro-ro cargo spaces
      or special category spaces as defined in this regulation.
3     Fire pumps, fire mains, hydrants, hoses and nozzles (R 4)
NEW CLASS B. C and D + EXISTING CLASS B SHIPS :
.1.1 Every ship shall be provided with fire pumps, fire mains, hydrants, hoses
      and nozzles complying as applicable with the requirements of this
      regulation.
NEW CLASS B. C and D SHIPS :
.1.2. 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
                                         58
 ---pagebreak---     pump not located in this machinery space through pipes which do not enter
    this space. Exceptionally, short lengths of the emergency fire pump suction
    and discharge piping may penetrate the machinery space if it is
    impracticable to route it externally provided that the integrity of the fire
    main is maintained by the enclosure of the piping in a substantial steel
    casing.
NEW AND EXISTING CLASS B SHIPS :
.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 per cent 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 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 change-over arrangements are fitted.
   .3     The arrangement of sea connections, fire pumps and their sources of
          power shall be such as to ensure that in ship certified to carry more
          than 250 passengers, in the event of a fire in any one compartment
          all the fire pumps will not be put out of action.
          In new CLASS B ships certified to carry 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 firefighting
          purposes shall be an independently driven, power-operated
          emergency fire pump and with its source of power and sea
          connection located outside the machinery space.
   .4     In new CLASS B ships certified to carry more than 250 passengers,
          the arrangements for the ready availability of water supply shall be
          such that at least one effective jet of water is immediately available
          from any hydrant in an interior location and so as to ensure the
          continuation of the output of water by the automatic starting of a
          required fire pump.
                                     59
 ---pagebreak---  .5    In ships with a periodically unattended machinery space or when only
      one person is required on watch, there shall be immediate water
      delivery from the fire main system at a suitable pressure, either by
      remote starting of one of the main fire pumps with remote starting
      from the navigating bridge and fire control station, if any, or
      permanent pressurization of the fire main system by one of the main
      fire pumps.
 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 :     I NEW         I EXISTING—
        more than 500 passengers
                                                 0.4 N/mm2     0.3 N/mm2
        up to 500 passengers or less
                                               10.3 N/mm2    10.2 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.
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.
                                 60
 ---pagebreak--- .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. Unless one hose
        and nozzle is provided for each hydrant in the ship, there shall be
        complete interchangeability of hose couplings and nozzles.
   .2   A valve shall be fitted to serve each fire-hose so that any fire-hose
        may be removed while the fire-pumps are at work.
.7 Fire hoses
   .1   Fire hoses shall be of non-perishable material, approved by the
        Administration of the flag State, and shall be sufficient in length to
        project a jet of water to any of the spaces in which they may be
        required to be used. Each hose shall be provided with a nozzle and
        the necessary couplings. 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 m. on deck and in superstructures and to 15 m. in
        machinery spaces and on smaller ships respectively to 15 m. and 10
        m.
.8 Nozzles
   .1.1 For the purposes oHhis chapter, standard nozzle sizes shall be 12
        mm, 16 mm and 19 mm or as near thereto as possible. Larger
        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.
                                   61
 ---pagebreak--- NEW CLASS C AND D SHIPS :
.9  Fire pumps, fire mains, hydrants, h oses, 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 sub-paragraph .9.1 above and shall be provided
         with a permanent sea connection situated outside the machinery
         space. Such pump shall be capable of delivering at least one jet of
         water from any fire hydrants provided in the ship maintaining a
         pressure of at least 0.3 N/mm2.
   .3    Sanitary, ballast, bilge or general service pumps may be accepted as
         fire pumps.
   .4    Every ship shall be provided with a fire main having a diameter
         sufficient for the effective distribution of the maximum discharge given
         above. The number and position of the hydrants shall be such that at
         least two jets of water may reach any part of the ship each using a
         single max. length of hose as given for Class B ships in paragraph
         .7.2 above.
   .5    Every ship shall be fitted with at least one fire hose for every hydrant
         fitted.
   .6    In ships with a periodically unattended machinery space or when only
         one person is required on watch, there shall be immediate water
         delivery from the fire main system at a suitable pressure, either by
         remote starting of one of the main fire pumps with remote starting
         from the navigating bridge and fire control station, if any, or
         permanent pressurization of the fire main system by one of the main
         fire pumps.
                                     62
 ---pagebreak--- 4    Fixed fire-extinguishing systems (R 5 + 8 + 9 + 10)
NEW CLASS B. C and D + EXISTING CLASS B SHIPS :
.1 Fixed gas fire-extinguishing systems: General (R 5.1)
   .1    The necessary pipes for conveying fire-extinguishing medium into
         protected spaces shall be provided with control valves so marked as
         to indicate clearly the spaces to which the pipes are led. Suitable
         provision shall be made to prevent inadvertent admission of the
         medium to any space.
   .2    The piping for the distribution of fire-extinguishing medium shall be
         arranged and discharge nozzles so positioned that a uniform
         distribution of medium is obtained.
   .3    Means shall be provided to close from outside the protected spaces
         all openings which may admit air to or allow gas to escape from the
         protected space.
   .4    Means shall be provided for automatically giving audible warning of
         the release of fire-extinguishing medium into any space in which
         personnel normally work or to which they have access. The alarm
         shall operate for a suitable period before the medium is released.
   .5    The means of control of any fixed gas fire-extinguishing system shall
         be readily accessible and simple to operate and shall be grouped
         together in as few locations as possible at positions not likely to be
         cut off by a fire in a protected space. At each location there shall be
         clear instructions relating to the operation of the system having regard
         to the safety of personnel.
   .6   Automatic release of fire-extinguishing medium shall not be permitted.
   .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    Pressure containers required for the storage of fire-extinguishing
         medium, shall be located outside protected spaces in accordance with
         paragraph .1.11 below.
   .9    Means shall be provided for the crew or shore personnel to safely
         check the quantity of medium in the containers.
   .10 Containers for the storage of fire-extinguishing medium and
         associated pressure components shall be designed to appropriate
         codes of practice having regard to their locations and maximum
         ambient temperatures expected in service.
   .11 When the fire-extinguishing medium is stored outside a protected
         space, it shall be stored in a room which shall be situated in a safe
         and readily accessible position and shall be effectively ventilated. Any
         entrance to such a storage room shall preferably be from the open
         deck and in any case shall be independent of the protected space.
         Access doors shall open outwards, and bulkheads and decks
                                    63
 ---pagebreak---          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 regulation II-
         2/B/2, such storage rooms shall be treated as control stations.
    .12  The use of halons in fire-extinguishing systems on board new ships
         and in such new installations on board existing ships is not permitted
.2 Carbon dioxide systems in machinery spaces (R 5.2)
   .1   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 :
        .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.
3  Fixed low-expansion foam fire-extinguishing systems in machinery
   spaces (R 8)
   .1   Where in any machinery space a fixed low-expansion foam fire
        extinguishing system is fitted in addition to the requirements of
        regulation 6, such system shall be capable of discharging through
        fixed discharge outlets in not more than five minutes a quantity of
        foam sufficient to cover to a depth of 150 mm the largest single area
        over which oil fuel is liable to spread. The system shall be capable of
                                   64
 ---pagebreak---       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.
Fixed high-expansion foam fire-extinguishing systems in machinery
spaces (R 9)
.1   Any required fixed high-expansion foam system in machinery spaces
     shall be capable of rapidly discharging through fixed discharge outlets
     a quantity of foam sufficient to fill the greatest space to be protected
     at a rate of at least 1 m in depth per minute. The quantity of foam-
     forming liquid available shall be sufficient to produce a volume of
     foam equal to five times the volume of the largest space to be
     protected. The expansion ratio of the foam shall not exceed 1,000 to
      1.
.2   Supply ducts for delivering foam, air intakes to the foam generator
     and the number of foam-producing units shall be such as will provide
     effective foam production and distribution.
.3   The arrangement of the foam generator delivery ducting shall be such
     that a fire in the protected space will not affect the foam generating
     equipment.
.4   The foam generator, its sources of power supply, foamforming 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.
Fixed pressure water-spraying fire-extinguishing systems in
machinery spaces (R 10)
.1   Any required fixed pressure water-spraying fire-extinguishing system
     in machinery spaces shall be provided with spraying nozzles of an
     approved type.
.2   The number and arrangement of the nozzles shall be such as to
     ensure an effective average distribution of water of at least 5 l/m2 per
     minute in the spaces to be protected. 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.
                               65
 ---pagebreak---     .4     The system shall be kept charged at the necessary pressure and the
           pump supplying the water for the system shall be put automatically
           into action by a pressure drop in the system.
    .5     The pump shall be capable of simultaneously supplying at the
           necessary pressure all sections of the system in any one
           compartment to be protected. The pump and its controls shall be
           installed outside the space or spaces to be protected. It shall not be
           possible for a fire in the space or spaces protected by the
           water-spraying system to put the system out of action.
    .6     NEW CLASS B. C and D SHIPS :
           The pump may be driven by an independent internal combustion
           machinery but, if it is dependent upon power being supplied from the
           emergency generator fitted in compliance with the provisions of Part
           D of Chapter 11-1, that generator shall be so arranged as to start
           automatically in case of main power failure so that power for the
           pump required by sub-paragraph .5 is immediately available. When
           the pump is driven by independent internal combustion machinery it
           shall be so situated that a fire in the protected space will not affect
           the air supply to the machinery.
    NEW CLASS B. C and D + EXISTING CLASS B SHIPS :
    .7     Precautions shall be taken to prevent the nozzles from becoming
           clogged by impurities in the water or corrosion of piping, nozzles,
           valves and pump.
5   Fire extinguishers (R 6)
NEW CLASS B. C and D + 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 litres, and not less than 9 litres. Other extinguishers shall be at least
    as portable as the 13.5 litres fluid extinguisher and shall have a
    fire-extinguishing capability at least equivalent to that of a 9 litres fluid
    extinguisher.
.3  A spare extinguisher shall be carried for every extinguisher which cannot
    be readily recharged on board.
    In addition to the above requirement spare charges shall be carried for
    50% of the total of each type of rechargeable extinguisher installed on
    board.
.4  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 shall not be permitted.
                                      66
 ---pagebreak---       The minimum number of fire-extinguishers shall be as follows:
      .1     in accommodation and service spaces:
            one fluid or foam-type extinguisher for each group of adjacent spaces
            easily accessible from each other having a total deck area of 200 m2
            or a fraction thereof, with a minimum of 4 for ships certified to carry
            more than 250 passengers and a minimum of 2 for ships certified to
            carry up to 250 passengers or less. One of the extinguishers should
            be located in the vicinity of the entrance to such spaces.
      .2    in the proximity of any electric panel or sub-panel having a power of
            20 kW and upwards:
            at least one carbon dioxide or power-type extinguisher.
      .3    in any galley:
            at least one foam or powder-type extinguisher
      .4    in the proximity of any locker containing paints or other easily
            flammable products for ship's use:
            at least one foam or carbon dioxide or power type extinguisher
     .5     on the navigating bridge and in each control station :
            at least one foam or carbon dioxide type extinguisher
     .6     in each radiotelegraph or radiotelephone station:
            two carbon dioxide type extinguishers.
6    Fire-extinguishing arrangements in machinery spaces (R 7)
Machinery spaces shall be provided with:
in NEW CLASS B. C and D SHIPS OF 24 METRES IN LENGTH AND OVER
.1   any one of the following fixed fire-extinguishing systems:
     .1     a gas system complying with the provisions of paragraphs .1 and .2
            of regulation 4, or an equivalent water-based system as an alternative
            arrangement for halpn systems, complying with the provisions of
            MSC/Circ.668 of 30 December 1994;
     .2     a high-expansion foam system complying with the provisions of
            paragraph .4 of regulation 4;
     .3     a pressure water-spraying system complying with the provisions of
            paragraph .5 of regulation 4.
.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 I. 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 litre 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
                                      67
 ---pagebreak---       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 m 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
+ 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 foamfire-extinguisherof 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 + 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
     2 m in length capable of beingfittedto 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.
7    Special arrangements in machinery spaces (R 11)
NEW CLASS B. C and D + 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 hook-back facility, provided with a remotely operated
     release device.
NEW CLASS B. C and D + 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.
                                      68
 ---pagebreak---  .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.
.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 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 + 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
    p/ovision 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 centralized on
    the navigation bridge and in addition, visible and audible alarms from the
    unit shall be placed in a position other than on the navigating bridge so as
    to ensure that the indication of fire is immediately received by the crew.
    The alarm system shall be such as to indicate if any fault 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.
                                     69
 ---pagebreak---   .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 unauthorized
        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 l/m2 per
      minute over the nominal area covered by the sprinklers.
.9    A pressure tank having a volume equal to at least twice that of the charge
      of water specified in this subparagraph shall be provided. The tank shall
      contain a standing charge of fresh water, equivalent to the amount of water
      which would be discharged in one minute by the pump referred to in
      paragraph 12, and the arrangements shall provide for maintaining an air
      pressure in the tank such as to ensure that where the standing charge of
      fresh water in the tank has been used the pressure will be not less than the
      working pressure of the sprinkler, plus the pressure exerted by a head of
      water measured from the bottom of the tank to the highest sprinkler in the
      system. Suitable means of replenishing the air under pressure and of
      replenishing the fresh water charge in the tank shall be provided. A glass
      gauge shall be provided to indicate the correct level of the water in the
     'tank.
.10   Means shall be provided to prevent the passage of seawater into the tank.
.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
      above.
 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.
                                      70
 ---pagebreak--- .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 change-over switch situated
    near the sprinkler pump. This switch shall permit the supply of power from
    the main switchboard so long as a supply is available therefrom, and to be
    so designed that upon failure of 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 nonreturn 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.
                                     71
 ---pagebreak--- 9  Fixed fire detection and fire alarm systems: (R 13)
NEW CLASS B. C and D + EXISTING CLASS B SHIPS :
.1 General
    .1   Any required fixed fire detection and fire alarm system with manually
         operated call points shall be capable of immediate operation at all
         times.
    .2   Power supplies and electric circuits necessary for the operation of the
         system shall be monitored for loss of power or fault conditions as
         appropriate. Occurrence of a fault condition shall initiate a visual and
         audible fault signal at the control panel which shall be distinct from a
         fire signal.
    .3   There shall be not less than two sources of power supply for the
         electrical equipment used in the operation of the fire detection and
         fire alarm system, one of which shall be an emergency source. The
         supply shall be provided by separate feeders reserved solely for that
         purpose. Such feeders shall run to an automatic change-over switch
         situated in or adjacent to the control panel for the fire detection
        system.
   .4    Detectors and manually operated call points shall be grouped into
        sections. The activation of any detector or manually operated call
        point shall initiate a visual and audible fire signal at the control panel
        and indicating units. If the signals have not received attention within
        2 min. 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 fifty 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.
                                   72
 ---pagebreak--- .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 againstfirewill 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.
                                   73
 ---pagebreak--- .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 m from
         a manually operated call point.
    .2   Smoke detectors shall be installed in all stairways, corridors and
         escape routes within accommodation spaces.
   .3    Where a fixed fire detection and fire alarm is required for the
         protection of spaces other than those specified in paragraph .2.2
         above, at least one detector complying with paragraph .1.11 shall be
         installed in each such space.
   .4    Detectors shall be located for optimum performance. Positions near
         beams and ventilation ducts or other positions where patterns of air
         flow could adversely affect performance and positions where impact
         or physical damage is likely shall be avoided. In general, detectors
         which are located on the overhead shall be a minimum distance of
         0.5 m away from bulkheads.
   .5    The maximum spacing of detectors shall be in accordance with the
         table below:
           Type of Maximum floor           Maximum             Maximum
           detector area per detector distance apart           distance away
                                           between centres from bulkheads
           FiêâT             ^Trrv                9m                 4.5 m
                                  2
           Smoke             74 m                11 m                5.5 m
           he Administration of the Flag State may require or permit other
         spacings based upon test data which demonstrate the characteristics
         of the detectors.
         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.
   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.
                                    74
 ---pagebreak---              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.
             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.
            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.
10   Arrangements for oil fuel, lubricating oil and other flammable oils
     (R 15)
.1   Limitations in the use of oil as fuel
NEW CLASS B. C and D + EXISTING CLASS B SHIPS :
   The .following limitations shall apply to the use of oil as fuel:
     .1     Except as otherwise permitted by this paragraph, no oil fuel with a
            flashpoint of less than 60 CC shall be used.
     .2     In emergency generators oil fuel with a flashpoint of not less than 43
            *C may be used.
     .3     Subject to such additional precautions as it may consider necessary
            and on condition that the ambient temperature of the space in which
            such oil fuel is stored or used shall not be allowed to rise to within 10
            *C below the flashpoint of the oil fuel, the Administration of the flag
            State may permit the general use of oil fuel having a flashpoint of
            less than 60 *C but not less than 43 °C.
     The flashpoint of oils shall be determined by an approved closed cup
     method.
NEW CLASS B. C and D + EXISTING CLASS B SHIPS :
.2   Oil fuel arrangements
     In a ship in which oil fuel is used, the arrangements for the storage,
     distribution and utilization of the oil fuel shall be such as to ensure the
     safety of the ship and persons on board and shall at least comply with the
     following provisions:
     .1     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.
                                        75
 ---pagebreak---  .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 aflashpointof less than 60 °.C. The use of free-standing
    oil fuel tanks shall be avoided and shall be prohibited in machinery
    spaces.
.4  No oil fuel tank shall be situated where spillage or leakage therefrom
    can constitute a hazard by falling on heated surfaces. Precautions
    shall be taken to prevent any oil that may escape under pressure
    from any pump, filter or heater from coming into contact with heated
    surfaces.
.5  Every oil fuel pipe, which, if damaged, would allow oil to escape from
    a storage, settling or daily service tank situated above the double
    bottom, shall be fitted with a cock or valve directly on the tank
    capable of being closed from a safe position outside the space
    concerned in the event of a fire occurring in the space in which such
    tanks are situated. In the special case of deep tanks situated in any
    shaft or pipe tunnel or similar space, valves on the tank shall be fitted
    but control in the event of fire may be effected by means of an
    additional valve on the pipe or pipes outside the tunnel or similar
    space. If such additional valve isfittedin the machinery space it shall
    be operated from a position outside this space.
.6  Safe and efficient means of ascertaining the amount of oil fuel
    contained in any oil fuel tank shall be provided.
    NEW CLASS B. C and D SHIPS :
    .1 Sounding pipes shall not terminate in any space where the risk
          of ignition of spillage from the sounding pipe might arise. In
          particular, they shall not terminate in passenger or crew spaces.
          As a general rule, sounding pipes shall not terminate in
          machinery spaces. However, where the Administration of the
          flag State considers that these latter requirements are
          impracticable, it may permit termination of sounding pipes in
          machinery spaces on condition that all the following
          requirements are met:
    .1.1 in addition, an oil-level gauge is provided meeting the
          requirements of sub-paragraph .2.6.2;
    .1.2 the sounding pipes terminate in locations remote from ignition
          hazards unless precautions are taken, such as the fitting of
          effective screens, to prevent the oil fuel in the case of spillage
          through the terminations of the sounding pipes from coming into
          contact with a source of ignition;
                               76
 ---pagebreak---      .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 + EXISTING CLASS B SHIPS :
     .2 Other means of ascertaining the amount of oil fuel contained in
           any oil fuel tank may be permitted if such means, like the means
           provided in sub-paragraph .2.6.1.1, do not require penetration
           below the top of the tank, and providing their failure or overfilling
           of the tanks will not permit release of fuel.
     .3 Means prescribed in sub-paragraph .2.6.2 shall be maintained
           in the proper condition to ensure their continued accurate
           functioning in service.
.7  Provision shall be made to prevent overpressure in any oil tank or in
    any part of the oil fuel system, including the filling pipes. Any relief
    valves and air or overflow pipes shall discharge to a position where
    there is no risk of fire or explosion from the emergence of oils and
    vapour.
.8  Oil fuel pipes and their valves and fittings shall be of steel or other
    approved material, except that restricted use of flexible pipes may be
    permitted. Such flexible pipes and end attachments shall be of
    approved fire-resisting materials of adequate strength.
NEW CLASS B. C and D SHIPS :
.9  All external high pressure fuel delivery lines between the high
    pressure fuel pumps and fuel injectors shall be protected with a
    jacketed piping system capable of containing fuel from a highpressure
    line failure. A jacketed pipe incorporates an outer pipe into which the
    high pressure fuel pipe is placed forming a permanent assembly. The
    jacketed piping system shall include a means for collection of
    leakages and arrangements shall be provided for an alarm to be
    given of a fuel line failure.
.10 All surfaces with temperatures above 220°C which may be impinged
    as a result of a fuel system failure shall be properly insulated.
.11 Oil fuel lines shall be screened or otherwise suitably protected to
    avoid as far as practicable oil spray or oil leakages onto hot surfaces,
    into machinery air intakes, or other sources of ignition. The number
    of joints in such piping systems shall be kept to a minimum.
.12 EXISTING CLASS B SHIPS shall comply with the requirements of
     paragraphs .2.9 to .2.11 not later than 1 July 2003, except that a
     suitable enclosure of engines having an output of 375 kW or less
     having fuel injection pumps serving more than one injector may be
     used as an alternative to the jacketed piping system in paragraph
     .2.9.
                                 77
 ---pagebreak--- NEW CLASS B. C and D + EXISTING CLASS B SHIPS :
.3  Lubricating oil arrangements
   The arrangements for the storage, distribution and utilization of oil used in
   pressure lubrication systems shall be such as to ensure the safety of the
   ship and persons on board, and such arrangements in machinery spaces
   shall at least comply with the provisions of subparagraphs .2.1, .2.4, .2.5,
   .2.6, .2.7, .2.8, .2..10 and .2.11, except that:
   .1    this does not preclude the use of sight-flow glasses in lubricating
         systems provided that they are shown by test to have a suitable
      i degree of fire resistance. If sight-flow glasses are used, the pipe shall
         be provided with valves in both ends. The valve at the lower end of
         the pipe shall be of a self-closing type.
   .2    sounding pipes may be authorized in machinery spaces; the
         requirements of sub-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.
.4 Arrangements for other flammable oils
   The arrangements for the storage, distribution and utilization of other
   flammable oils employed under pressure in power transmission systems,
   control and activating systems and heating systems shall be such as to
   ensure the safety of the ship and persons on board. In locations where
   means of ignition are present, such arrangements shall at least comply with
   the provisions of sub-paragraphs .2.4, .2.6,.2.10 and .2.11 and with the
   provisions of sub-paragraphs .2.7 and .2.8 in respect of strength and
   construction.
.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.
                                    78
 ---pagebreak--- 11 Fireman's outfit (R 17)
NEW CLASS B. C and D + EXISTING CLASS B SHIPS :
.1  A fireman's outfit shall consist of :
   .1.1 Personal equipment comprising :
         .1 Protective clothing of material to protect the skin from the heat
             radiating from the fire and from burns and scalding by steam.
             The outer surface shall be water-resistant.
         .2 Boots and gloves of rubber or other electrically non-conducting
             material.
         .3 A rigid helmet providing effective protection against impact.
         .4 An electric safety lamp (hand lantern) of an approved type with
             a minimum burning period of three hours.
         .5 A fireman's axe.
   .1.2 A breathing apparatus of ari approved type which may be either:
         .1 a smoke helmet or smoke mask which shall be provided with a
             suitable air pump and a length of air hose sufficient to reach
             from the open deck, well clear of hatch or doorway, to any part
             of the holds or machinery spaces. If, in order to comply with this
             subparagraph, an air hose exceeding 36 m in length would be
             necessary, a self-contained breathing apparatus shall be
             substituted or provided in addition; or
         .2 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 2400 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 9600 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 1200 litres of free
                   air, and the total spare storage capacity of free air provided
                   in the ship shall not be required to exceed 4800 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.
                                    79
 ---pagebreak---     All new CLASS B, C and D ships of and all existing CLASS B ships shall
    carry at least two fireman's outfits.
      .1 In addition there shall be provided, if the aggregate of the lengths of
           all passenger spaces and service spaces on the deck which carries
           such spaces is more than 80 metres,or, if there is more than one
           such deck, on the deck which has the largest aggregate of such
           lengths, two fireman's outfits and two sets of personal equipment for
          every 80 metres, or part thereof, of such aggregate of lengths.
           In ships carrying more than 36 passengers, two additional fireman's
          outfits shall be provided for each main vertical zone, except for
          stairway enclosures which constitute individual main vertical zones
          and for main vertical zones of limited length in the fore and aft end of
          a ship which do not include accommodation spaces and contain only
          various stores, control stations, spaces of category (10), sanitary
          spaces or other spaces where a fire is unlikely to originate.
      .2 In ships carrying more than 36 passengers, for each pair of breathing
          apparatus there shall be provided one water fog applicator which shall
          be stored adjacent to such apparatus.
     The fireman's outfits or sets of personal equipment shall be so stored as
     to be easily accessible and ready for use and, where more than one
     fireman's outfit or more than one set of personal equipment is carried,
     they shall be stored in widely separated positions. At least one fireman's
     outfit and one set of personal equipment shall be available at any one
     such position.
12   Miscellaneous items (R 18)
NEW CLASS B. C and D + 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.
.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.
.3   Pipes penetrating "A" or "B" class divisions shall be of approved materials
     having regard to the temperature such divisions are required to withstand.
.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.
                                   80
 ---pagebreak---  .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.
 .9   Paint lockers and flammable liquid lockers shall be protected by an
      approved fire extinguishing arrangement.
13   Fire control plans and fire drills (R 20)
NEW CLASS B. C and D + EXISTING CLASS B SHIPS :
.1    In all ships general arrangement plans shall be permanently exhibited for
     the guidance of the ship's officers, showing clearly for each deck the
     control stations, the various fire sections enclosed by "A" class divisions,
     the sections enclosed by "B" class divisions together with particulars of
     the fire detection and fire alarm systems, the sprinkler installation, the fire-
     extinguishing appliances, means of access to different compartments,
     decks, etc. and the ventilating system including particulars of the fan
     control positions, the position of dampers and identification numbers of
     the ventilating fans serving each section. Alternatively the aforementioned
     details may be set out in a booklet, a copy of which shall be supplied to
     each officer, and one copy shall at all times be available on board in an
     accessible position. Plans and booklets shall be kept up to date, any
     alterations being recorded thereon as soon as practicable. Description in
     such plans and booklets shall be in the official language of the flag State.
     If the language is neither English nor French, a translation into one of
    -these languages shall be* included. In the case the ship is engaged on
     domestic voyages in another Member State, a translation into the official
     language of that host State, if this language is neither English nor French,
     shall be included.
     In addition, instructions concerning the maintenance and operation of all
     the equipment and installations on board for the fighting and containment
     of fire shall be kept under one cover, readily available in an accessible
     position.
.2   In all ships a duplicate set of fire control plans or a booklet containing
     such plans shall be permanently stored in a prominently marked
     weathertight enclosure outside the deckhouse for the assistance of
     shoreside fire-fighting personnel.
.3   Fire drills shall be conducted in accordance with the provisions of SOLAS
     Regulation 111/18.
                                     81
 ---pagebreak---    14       Ready availability of fire-extinguishing appliances (R 21)
   NEW CLASS B. C and D + EXISTING CLASS B SHIPS :
  Fire-extinguishing appliances shall be kept in good order and be available for
  immediate use at all times.
                               PART B)        FIRE SAFETY MEASURES
  1       Structure (R 23)
  NEW CLASS B. C and D + EXISTING CLASS B SHIPS :
  .1 The hull, superstructures, structural bulkheads, decks and deckhouses
         shall be constructed of steel or other equivalent material5. For the purpose
         of applying the definition of steel or other equivalent material as given in
         regulation II-2/A/2.7, the "applicable fire exposure" shall be according to the
         integrity and insulation standards given in the tables of regulations 4 and
         5. For example, where divisions such as decks or sides and ends of
         deckhouses are permitted to have "B-0" fire integrity, the "applicable fire
         exposure" shall be half an hour.
  .2     However, in cases where any part of the structure is of aluminium alloy, the
         following shall apply :
         .1      The insulation of aluminium alloy components of "A" or "B" class
                 divisions, except structure which is non-load-bearing, shall be such
                 that the temperature of the structural, core does not rise more than
                 200 °C above the ambient temperature at any time during the
                 applicable fire exposure to the standard fire test.
         .2      Special attention shall be given to the insulation of aluminium alloy
                 components of columns, stanchions and other structural members
                 required to support. lifeboat and liferaft stowage, launching and
                 embarkation areas, and "A" and "B" class divisions to ensure :
                 .1 that for such members supporting lifeboat and liferaft areas and "A"
                    class divisions, the temperature rise limitation specified in
                    paragraph .2.1 shall apply at the end of one hour; and
                 .2 that for such members required to support "B" class divisions, the
                    temperature rise limitation specified in paragraph .2.1 shall apply
                    at the end of half an hour.
         .3      Crowns and casings of machinery spaces shall be of steel
                 construction adequately insulated and openings therein, if any, shall
                 be suitably arranged and protected to prevent the spread of fire.
5
  For ships constructed in other materials than steel, such as aluminium alloys and fibre-reinforced
  plastics, instead of the regulations of this chapter,the regulations of Chapter 7 of the HSC Code
  may be used as an equivalent fire safety standard,if applied in their entirety.
                                                82
 ---pagebreak--- 2    Main vertical zones and horizontal zones (R 24)
NEW CLASS B. C AND D SHIPS :
.1.1 In ships carrying more than 36 passengers, the hull, superstructure and
     deckhouses shall be subdivided into main vertical zones by A-60 class
     divisions.
     Steps and recesses shall be kept to a minimum but where they are
     necessary, they shall also be A-60 class divisions.
     Where an open deck space, a sanitary or similar space or a tank including
     a fuel oil tank, void space or auxiliary machinery space having little or no
     fire risk, is on one side of the division the standard may be reduced to A-0
NEW CLASS B. C and D + EXISTING CLASS B SHIPS :
.1.2 For new CLASS B, C and D ships carrying not more than 36 passengers
     and for existing CLASS B ships carrying more than 36 passengers , the
     hull, superstructure and deckhouses in way of accommodation and service
     spaces shall be subdivided into main vertical zones by "A" class divisions.
     These divisions shall have insulation values in accordance with tables in
     regulation 5.
NEW CLASS B. C and D SHIPS :
.2   As far as practicable, the bulkheads forming the boundaries of the main
     vertical zones above the bulkhead deck shall be in line with watertight
     subdivision bulkheads situated immediately below the bulkhead deck. The
     length and width of main vertical zones may be extended to a maximum
     of 48 m 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 + EXISTING CLASS B SHIPS CARRYING
MORE THAN 36 PASSENGERS :
.3   Such bulkheads shall extend from deck to deck and to the shell or other
     boundaries.
.4   Where a main vertical zone is subdivided by horizontal "A" class divisions
     into horizontal zones for the purpose of providing an appropriate barrier
     between sprinklered and non-sprinklered zones of the ship, the divisions
     shall extend between adjacent main vertical zone bulkheads and to the
     shell or exterior boundaries of the ship and shall be insulated in
     accordance with the fire insulation and integrity values given in table 5.2.
.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.
                                      83
 ---pagebreak--- 3    Bulkheads within a main vertical zone (R 25)
NEW CLASS B. C and D + EXISTING CLASS B SHIPS :
.1.1 For 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.
NEW CLASS B. C and D SHIPS :
.1.2 For ships carrying not 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.
.1.3 All such divisions may be faced with combustible materials in accordance
     with the provisions of regulation 8.
NEW CLASS B. C and D + EXISTING CLASS B SHIPS :
.2   In new CLASS B, C and D ships carrying not more than 36 passengers and
     in existing CLASS B ships carrying more than 36 passengers all corridor
     bulkheads where not required to be "A" class shall "B" class divisions
     which shall extend from deck to deck except :
     .1 when continuous "B" class ceilings or linings are fitted on both sides of
         the bulkhead, the portion of the bulkhead behind the continuous ceiling
         or lining shall be of material which, in thickness and composition, is
         acceptable in the construction of "B" class divisions but which shall be
         required to meet "B" class integrity standards only in so far as is
         reasonable and practicable.
     .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.
                                     84
 ---pagebreak--- 4  Fire integrity of bulkheads and decks in new ships carrying more
   than 36 passengers (R 26)
NEW CLASS B. C and D SHIPS :
.1   In addition to complying with the specific provisions for fire integrity of
    bulkheads and decks mentioned elsewhere in this part, the minimum fire
    integrity of all bulkheads and decks shall be as prescribed in tables 4.1
    and 4.2.
.2  The following requirements shall govern the application of the tables:
    .1      Table 4.1 shall apply to bulkheads not bounding either main
            vertical zones or bounding horizontal zones.
            Table 4.2 shall apply to decks not forming steps in main vertical
            zones nor bounding horizontal zones.
    .2      For determining the appropriate fire integrity standards to be
            applied to boundaries between adjacent spaces, such spaces are
            classified according to their fire risk as shown in categories (1) to
            (14) below. Where the contents and use of a space are such that
            there is a doubt as to its classification for the purpose of this
            regulation, it shall be treated as a space within the relevant
            category having the most stringent boundary requirements.The title
            of each category is intended to be typical rather than restrictive.
            The number in parentheses preceding each category refers to the
            applicable column or row in the tables.
            (1)     Control stations
                    . Spaces containing emergency sources of power and
                      lighting.
                    . Wheelhouse and chartroom.
                    . Spaces containing the ship's radio equipment.
                    . Fire-extinguishing rooms, fire control rooms and fire-
                      recording stations.
                    . Control room for propulsion machinery when located
                      outside the propulsion machinery space.
                    . Spaces containing centralized fire alarm equipment.
                    . Spaces containing centralized emergency public address
                      system stations and equipment.
            (2)     Stairways
                    . Interior stairways, lifts and escalators (other than those
                      wholly contained within the machinery spaces) for
                      passengers and crew and enclosures thereto.
                    . In this connection a stairway which is enclosed at only
                      one level shall be regarded as part of the space from
                      which it is not separated by a fire door.
            (3)     Corridors
                    . Passenger and crew corridors.
                                    85
 ---pagebreak---  (4)  Evacuation stations and external escape routes
      . Survival craft stowage area
      . Open deck spaces and enclosed promenades forming
         lifeboat and liferaft embarkation and lowering stations.
      . Muster stations, internal and external
      . External stairs and open decks used for escape routes.
      . The ship's side to the waterline in the lightest seagoing
         condition, superstructure and deckhouse sides situated
         below and adjacent to the life raft's and evacuation slide's
         embarkation areas.
(5)  Open deck spaces
     . Open deck spaces and enclosed promenades clear of
         lifeboat and liferaft embarkation and lowering stations.
     . Air spaces (the space outside superstructures and
        deckhouses).
(6)  Accommodation spaces of minor fire risk
     . Cabins containing furniture and 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 store-rooms in accommodation
        spaces having areas less than 4 m2 (in which flammable
        liquids are not stowed).
        Sale shops.
        Motion picture projection and film stowage rooms.
        Diet kitchens (containing no open flame).
        Cleaning gear lockers (in which flammable liquids are not
        stowed).
        Laboratories (in which flammable liquids are not stowed).
        Pharmacies
        Small drying rooms (having a deck area of 4 m2 or less).
        Specie rooms.
        Operating rooms.
(8)  Accommodation spaces of greater fire risk
     . Public spaces containing furniture and furnishing of other
        than restricted fire risk and having a deck area of 50 m2
        or more.
     . Barber shops and beauty parlours.
                       86
 ---pagebreak--- (9)  Sanitary and similar spaces
     . Communal sanitary facilities, shower, baths, water closets,
        etc.
     . Small laundry rooms
     . Indoor swimming pqol 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; stabilizer equipment room;
             electrical propulsion motor room; rooms containing
             section switchboards and purely electrical equipment
             other than oH-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 tariks( 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.
                       87
 ---pagebreak---        (12)    Machinery spaces and main galleys
               . Main propulsion machinery rooms (other than electric
                 propulsion motor rooms) and boiler rooms.
               . Auxiliary machinery spaces other than those in categories
                 (10) and (11) which contain internal combustion
                 machinery or other oil-burning, heating or pumping units.
                 Main galleys and annexes.
                 Trunks and casings to the spaces listed above.
       (13) Stores-rooms, workshops, pantries, etc.
                 Main pantries not annexed to galleys.
                 Main laundry.
                 Large drying rooms (having a deck area of more than 4
                 m2).
                 Miscellaneous stores.
                 Mail and baggage rooms.
                 Garbage rooms
                 Workshops (not part of machinery spaces, galleys, etc.)
                 Lockers and store-rooms having areas greater than 4 m2,
                 other than those spaces that have provisions for the
                 storage of flammable liquids.
       (14) Other spaces in which flammable liquids are stowed
               . Lamp rooms.
               . Paint rooms.
               . Store-rooms containing flammable liquids (including dyes,
                 medicines, etc.)
               . Laboratories (in which flammable liquids are stowed)
.3     Where a single value is shown for the fire integrity of a boundary
       between two spaces, that value shall apply in all cases.
.4     There are no special requirements for material or integrity of
       boundaries where only a dash appears in the tables.
.5     The Administration, of the Flag State shall determine in respect of
       category (5) spaces whether the insulation values in table 4.1 shall
       apply to ends of deckhouses and superstructures, and whether the
       insulation values in table 4.2 shall apply to weather decks. In no
       case shall the requirements of category (5) of table 4.1 or 4.2
       necessitate enclosure of spaces which in the opinion of the
       Administration of the Flag State need not be enclosed.
Continuous "B"-class ceiling or linings, in association with the relevant
decks or bulkheads, may be accepted as contributing wholly or in part, to
the required insulation and integrity of a division.
In approving structural fire protection details the Administration of the Flag
State shall have regard to the risk of heat transmission at intersections
and terminal points of required thermal barriers.
                               88
 ---pagebreak--- Notes to be applied to tables 4.1 and 4.2
a Where adjacent spaces are in the same numerical category and superscript a appears, a
  bulkhead or deck between such spaces need not to be fitted if deemed unnecessary by the
  Administration of the Flag State. For example, in category (12) a bulkhead need not be
  required between a galley and its annexed pantries provided the pantry bulkhead and decks
  maintain the integrity of the galley boundaries. A bulkhead is, however, required between a
  galley and a machinery space even though both spaces are in category (12).
b The ship's side, to the waterline in the lightest seagoing condition, superstructure and
  deckhouse sides situated below and adjacent to the liferafts and evacuation slides may be
  reduced to A-30.
c Where public toilets are installed completely within the stairway enclosure, the public toilet
  bulkhead within the stairway enclosure can be of "B" class integrity.
                                          R9
 ---pagebreak--- Table 4.1 - Bulkheads not bounding either main vertical zones or horizontal zones
Spaces                     (1)  (2)   (3)   (4)    (5)    (6)  (7)    (8)    (9)  (10) (11) (12)  (13)   (14)
control stations     (1)  B-0a A-0    A-0  A-0    A-0 A-60 A-60 A-60 A-0          A-0  A-60 A-60 A-60 A-60
stairways            (2)       A-0'   A-0  A-0    A-0     A-0 A-15 A-15 A-0C      A-0  A-15 A-30 A-15 A-30
corridors            (3)             B-15 A-60 A-0       B-15 B-15 B-15 B-15      A-0  A-15 A-30 A-0     A-30
evacuation stations
and external
                                                                                                       b      b
escape routes        (4)                          A-0 A-60b A-60b A-60b A-0       A-0 A-60b A-60b A-60 A-60
open deck spaces     (5)                            -     A-0  A-0    A-0   A-0   A-0  A-0   A-0   A-0    A-0
accommodation
spaces of minor
fire        risk     (6)                                  B-0  B-0    B-0     C   A-0  A-0 A-30    A-0   A-30
accommodation
spaces of
moderate fire risk (7)                                         B-0    B-0     C   A-0  A-15 A-60 A-15 A-60
accommodation
spaces of greater
fire        risk     (8)                                              B-0     C   A-0  A-30 A-60 A-15 A-60
sanitary and similar
spaces               (9)                                                      C   A-0  A-0   A-0   A-0   A-0
tanks, voids and
auxiliary machinery
spaces having little
or no fire      risk (10)                                                         A-0a A-0   A-0   A-0    A-0
auxiliary machinery
spaces, cargo
spaces, cargo and ,
other oil tanks and                               •
other similar
spaces of
moderate fire risk (11)                                                                A-0a  A-0   A-0   A-15
machinery spaces
and main galleys     (12)                                                                   A-0a   A-0   A-60
store-rooms,
workshops,
pantries, etc.       (13)                                                                         A-0a    A-0
other spaces in
which flammable
liquids are stowed   (14)                                                                                A-30
                                                       90
 ---pagebreak---  Table 4.2 - Decks not forming steps in main vertical zones nor bounding horizontal zones
 Spaces                    (D    (2)    (3)  (4)     (5)    (6)  (7)   (8)   (9)   (10)  (11) (12) (13) (14)
 control stations    (1)  A-30 A-30 A-15     A-0    A-0    A-0 A-15 A-30 A-0       A-0   A-0 A-60 A-0   A-60
 stairways           (2)   A-0   A-0     -   A-0    A-0    A-0  A-0   A-0   A-0    A-0   A-0 A-30  A-0  A-30
 corridors           (3)  A-15   A-0   A-0" A-60 A-0       A-0 A-15 A-15 A-0       A-0   A-0 A-30 A-0   A-30
evacuation stations
and external
escape routes        (4)   A-0   A-0   A-0   A-0      .    A-0  A-0   A-0   A-0    A-0   A-0  A-0  A-0   A-0
open deck spaces     (5)   A-0   A-0   A-0   A-0      -    A-0  A-0   A-0   A-0    A-0   A-0  A-0  A-0   A-0
accommodation
spaces of minor
fire        risk     (6)  A-60 A-15    A-0 A-60 A-0        A-0  A-0   A-0   A-0    A-0   A-0  A-0  A-0   A-0
accommodation
spaces of
moderate fire risk (7)    A-60 A-15 A-15 A-60 A-0          A-0 A-15 A-15 A-0       A-0   A-0  A-0  A-0   A-0
accommodation
spaces of greater
fire       risk      (8)  A-60 A-15 A-15 A-60 A-0 A-15 A-15 A-30 A-0               A-0   A-0  A-0  A-0   A-0
sanitary and similar
spaces               (9)  A-0   A-0    A-0   A-0    A-0    A-0  A-0   A-0   A-0    A-0   A-0  A-0  A-0  A-0
tanks, voids and
auxiliary machinery
spaces having little
or no fire risk (10) A-0        A-0    A-0   A-0    A-0    A-0  A-0   A-0   A-0   A-0a   A-0  A-0  A-0  A-0
auxiliary machinery
spaces, cargo
spaces, cargo and
other oil tanks and
other similar
spaces of
moderate fire risk (11) A-60 A-60 A-60 A-60 A-0            A-0 A-15 A-30 A-0       A-0  A-0a  A-0  A-0  A-30
machinery spaces
and main galleys     (12) A-60 A-60 A-60 A-60 A-0 A-60 A-60 A-60 A-0               A-0  A-30 A-30a A-0  A-60
store-rooms,
workshops,
pantries, etc.       (13) A-60 A-30 A-15 A-60 A-0 A-15 A-30 A-30 A-0               A-0  A-0   A-0  A-0  A-0
other spaces in
which flammable
liquids are stowed   (14) A-60 A-60 A-60 A-60       A-0 A-30 A-60 A-60 A-0         A-0  A-0   A-0  A-0  A-0
                                                        91
 ---pagebreak--- 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 + EXISTING CLASS B SHIPS CARRYING MORE THAN 36
PASSENGERS :
.1  In addition to complying with the specific provisions for fire integrity of
    bulkheads and decks mentioned elsewhere in this part, the minimum fire
    integrity of bulkheads and decks shall be as prescribed in table 5.1 and
    5.2.
.2  The following requirements shall govern application of the tables :
    .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 (9) below. The
         title of each category is intended to be typical rather than restrictive.
         The number in parentheses preceding each category refers to the
         applicable column or row in the tables
              (1)    Control stations
                     . Spaces containing emergency sources of power and
                       lighting.
                     . Wheelhouse and chartroom.
                     . Spaces containing the ship's radio equipment.
                     . Fire-extinguishing rooms, fire control rooms and fire-
                       recording stations.
                     . Control room for propulsion machinery when located
                       outside the propulsion machinery space.
                     . Spaces containing centralized fire alarm equipment.
              (2)    Corridors
                     . Passenger and crew corridors and lobbies.
              (3)    Accommodation spaces
                     . Spaces as defined in regulation II-2/A/2.10 excluding
                       corridors.
               (4)   Stairways
                     . Interior stairways, lifts and escalators (other than those
                       wholly contained within the machinery spaces) and
                       enclosures thereto.
                     . In this connection, a stairway which is enclosed only at
                       one level shall be regarded as part of the space from
                       which it is not separated by a fire door.
               (5)   Service spaces (low risk)
                     . Lockers and store-rooms not having provisions for the
                       storage of flammable liquids and having areas less than
                       4 m2 and drying rooms and laundries.
                                      92
 ---pagebreak---         (6)    Machinery spaces
        (7)    Service spaces (high risk)
               . Galleys, pantries containing cooking appliances, paint and
                  lamp rooms, lockers and store-rooms having areas of 4
                  m2 or more, spaces for the storage of flammable liquids,
                  and workshops other than those forming part of the
                  machinery spaces.
        (8)    Open decks
               . Open deck spaces and enclosed promenades having no
                  fire risk. Air spaces (the space outside superstructures
                  and deckhouses).
        (9)    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.
Continuous "B" class ceilings or linings, in association with the relevant
decks or bulkheads, may be accepted as contributing, wholly or in part, to
the required insulation and integrity of a division.
External boundaries which.are required in regulation 1.1 to be of steel or
other equivalent material may be pierced for the fitting of windows and
sidescuttles provided that there is no requirement for such boundaries to
have "A" class integrity elsewhere in this part. Similarly, in such boundaries
which are not required to have "A" class integrity, doors may be of
materials to the satisfaction of the Administration of the flag State.
                                 93
 ---pagebreak--- Table 5.1 : Fire integrity of bulkheads separating adjacent spaces
 Spaces                 (D    (2)   (3)    (4)   (5)     (6)   (7)   (8)  (9)
                           C                                       *
 Control stations  (1) A-0   A-0  A-60 A-0      A-15 A-60 A-60           A-60
 Corridors         (2)       Ce   B-0     A-0 a B-0 e A-60 A-15       *  A-15
                                  e       B-0 e              A-0d
                                  ce      A-0a       e                *
 Accommodation     (3)                          B-0 A-60 A-15            A-30
 spaces                                   B-0 e              A-0 d       A-0
 Stairways         (4)                    A-0 a      a
                                                A - 0 A-60 A-15       *  A-15
                                          B-0 e B-0 e        A-0 d    *
 Service spaces    (5)                          Ce     A-60 A-0       *  A-0
 (low risk)
 Machinery         (6)                                 *     A-60     *  A-60
 spaces
 Service spaces    (7)                                       A-0 b    *  A-30
 (high risk)
 Open decks        (8)                                                   A-0
 Special category  (9)                                                   A-0
   spaces
Table 5.2 : Fire integrity of decks separating adjacent spaces
 Space          Space
   below        above   (D    (2)   (3)    (4)   (5)     (6)   (7)   (8)  (9)
                                                                      *
 Control stations  (1) A-0   A-0   A-0     A-0   A-0 A-60 A-0            A-30
 Corridors         (2) A-0     *     *    A-0      *   A-60 A-0       *   A-0
 Accommodation     (3) A-60 A-0      *     A-0     *   A-60 A-0       •
                                                                         A-30
 spaces                                                                  A-0d
 Stairways         (4)  A-0  A-0   A-0      *    A-0   A-60 A-0       *   A-0
 Service spaces    (5) A-15 A-0    A-0     A-0     *   A-60 A-0       *   A-0
 (low risk)
 Machinery         (6) A-60 A-60 A-60 A-60 A-60           •
                                                             A-60     *  A-60
 spaces
 Service spaces    (7) A-60 A-30 A-30 A-30       A-0   A-60 A-0       *  A-30
 (high risk)                 A-0d A-0d A-0d
 Open decks        (8)   *     *     *      *      *   *     *        -   A-0
 Special category  (9) A-60 A-15 A-30 A-15       A-0   A-30 A-30     A-0 A-0
   spaces                          A-0d
                                       94
 ---pagebreak--- Notes to be applied to both tables 5.1 and 5.2, as appropriate:
     For clarification as to which applies, see regulations 3 and 7.
     Where spaces are of the same numerical category and superscriptb appears, a bulkhead
     or deck of the rating shown in the tables is only required when the adjacent spaces are
     for a different purpose, e.g. in category (7). A galley next to a galley does not require a
     bulkhead but a galley next to a paint room requires an "A-0" bulkhead.
c
     Bulkheads separating the wheelhouse and chartroom from each other may be "B-0" rating.
d
     See paragraph .2.3 and .2.4 of this regulation.
e
     For the application of regulation 2.1.2, "B-0" and "C", where appearing in table 5.1, shall
     be read as "A-0".
*    Where an asterisk appears in the tables, the division is required to be of steel or other
     equivalent material but is not required to be of "A" class standard.
     For the application of regulation 2.1.2 an asterisk, where appearing in table 5.2, except
     for category (8), shall be read as "A-0".
6    Means of escape (R 28)
NEW CLASS B. C and D + EXISTING CLASS B SHIPS :
. 1 Stairways and ladders shall be arranged to provide ready means of escape
    to the lifeboat and liferaft embarkation deck from all passenger and crew
     spaces and from spaces in which the crew is normally employed .other than
     machinery spaces. In particular, the following provisions shall be complied
    with :
     .1     Below the bulkhead deck two means of escape, at least one of which
            shall be independent of watertight doors, shall be provided from each
            watertight compartment or similarly restricted space or group of
            spaces. Exceptionally-one of the means of escape may be dispensed
            with, due regard being paid to the nature and location of spaces and
            to the number of persons who might be normally employed there.
            In such a case the sole means of escape shall provide safe escape.
     NEW CLASS B. C and D + EXISTING CLASS B SHIPS :
     .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 A corridor, lobby or part of a corridor from which there is only one
            route of escape shall be prohibited.
                                          95
 ---pagebreak--- .5 At least one of the means of escape required by paragraphs .1.1 and
    .1.2 shall consist of a readily accessible enclosed stairway, which
   shall provide continuous fire shelter from the level of its origin to the
   appropriate lifeboat and liferaft embarkation decks, or to the
   uppermost deck if the embarkation deck does not extend to the main
   vertical zone being considered
   NEW CLASS B. C and D SHIPS :ln the latter case, direct access to
   the embarkation deck by way of external open stairways and
   passageways shall be provided and shall have emergency lighting in
   accordance with regulation III/5.3 and slip-free surfaces under foot.
   Boundaries facing external open stairways and passageways forming
   part of an escape route 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
   the tables in regulation 4.
   NEW CLASS B. C and D SHIPS OF MORE THAN 24 METRES IN
   LENGTH :
   The widths, number and continuity of escapes shall be as follows :
   .1 Stairways shall not be less than 900 mm in clear width. Stairways
       shall be fitted with handrails on each side. The minimum clear
       width of stairways shall be increased by 10 mm for every one
       person provided for in excess of 90 persons. The maximum clear
       width between handrails where stairways are wider than 900 mm
       shall be 1.800 mm. The total number of persons to be evacuated
       by such stairways shall be assumed to be two thirds of the crew
       and the total number of passengers in the areas served by such
       stairways. The width of the stairways shall at least conform to the
       standard as given in IMO-Res.A.757(18)
   .2 All stairways sized for more than 90 persons shall be aligned fore
       and aft,
   .3 Doorways and corridors and intermediate landings included in
       means of escape shall be sized in the same manner as stairways.
   .4 Stairways shall not exceed 3.5 metres in vertical rise without the
       provision of a landing and shall not have an angle of inclination
       greater than 45°.
   .5 Landings at each deck level shall not be less than 2 m2 in area and
       shall increase by 1 m2 for every 10 persons provided for in excess
       of 20 persons but need not exceed 16 m2, except for those
       landings servicing public spaces having direct access onto the
       stairway enclosure.
NEW CLASS B. C and D + EXISTING CLASS B SHIPS :
.6 Satisfactory protection of access from the stairway enclosures to the
   lifeboat and liferaft embarkation areas shall be provided.
                                96
 ---pagebreak---  NEW CLASS B. C and D SHIPS :
       .7   In addition to the emergency lighting required by regulations 11-1 /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 m 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-Res. A.752(18).
NEW CLASS B. C and D + EXISTING CLASS B SHIPS :
.2    .1   In special category spaces the number and disposition of the means
          of escape both below and above the bulkhead deck shall be to the
          satisfaction of the Administration of the flag State and in general the
          safety of access to the embarkation deck shall be at least equivalent
          to that provided under paragraphs .1.1, .1.2, .1.5 and .1.6.
     .2   One of the escape routes from the machinery spaces where the crew
          is normally employed shall avoid direct access to any special category
          space.
.3.1 each machinery space. In particular, the following provisions shall be
     complied with :
     .1   Where the space is below the bulkhead deck the two means of
          escape shall consist of either :
          .1 two sets of steel ladders as widely separated as possible, leading
              to doors in the upper part of the space similarly separated and
              from which there is access to the appropriate lifeboat and liferaft
               embarkation decks. One of these ladders shall provide continuous
              fire shelter from the lower part of the space to a safe position
               outside the space; or
          .2 one steel ladder leading to a door from which access is provided
              to the embarkation deck and additionally, in the lower part of the
              space and in a position well separated from the ladder referred to,
               a steel door capable of being operated from each side and which
               provides access to a safe escape route from the lower part of the
              space to the embarkation deck.
     .2   Where the space is above the bulkhead deck, the two means of
          escape shall be as widely separated as possible and the doors
          leading from such means of escape shall be a position from which
          access is provided to the appropriate lifeboat and liferaft embarkation
          decks. Where such means of escape require the use of ladders, these
          shall be of steel.
                                       97
 ---pagebreak--- .3.2 In a ship of less than 24 metres in length, the Administration of the flag
     State may dispense with one of the means of escape, due regard being
     paid to the width and disposition of the upper part of the space; and in a
     ship of 24 metres in length and above, the Administration of the flag State
     may dispense with one means of escape from any such place so long as
     either a door or a steel ladder provides a safe escape route to the
     embarkation deck, due regard being paid to the nature and location of the
     space and whether persons are normally employed in that space.
.3.3 Two means of escape shall be provided from a machinery control room
     located within a machinery space, at least one of which will provide
     continuous fire shelter to a safe position outside the machinery space.
.4   In no case shall lifts be considered as forming one of the required means
     of escape.
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 §1 of article 13 of this Directive.
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.
                                       98
 ---pagebreak---  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 and existing class B ro-ro passenger ships constructed on or
     after 1 July 1997
2.1 The lowest 0.5 m of bulkheads and other partitions forming vertical
     divisions along escape routes shall be able to sustain a load of 750 N/m
     to allow them to be used as walking surfaces from the side of the escape
     route with the ship at large angles of heel.
2.2 The escape route from cabins to stairway enclosures shall be as direct as
     possible, with a minimum number of changes in direction. It shall not be
     necessary to cross from one side of the ship to the other to reach an
     escape route. It shall not be necessary to climb more than two decks up
     or down in order to reach an assembly station or open deck from any
     passenger space.
2.3  External routes shall be provided from open decks, referred to in paragraph
     2.2, to the survival craft embarkation stations.
                                     99
 ---pagebreak--- 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 be7 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 + 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 door frames 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 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, and shall have an approximately
        uniform rate of closure of no more than 40 s and no less than 10 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 s but no more than 10 s 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 m, but no more than 1 m.
                                    100
 ---pagebreak---     .3  All doors shall be capable of remote and automatic release from a
        continuously manned central control station, either simultaneously or
        in groups, and also individually from a position at both sides of the
        door. Indication must be provided at the fire control panel in the
        continuously manned central control station whether each of the
        remote-controlled doors are closed. The release mechanism shall be
        so designed that the door will automatically close in the event of
        disruption of the control system or central power supply. Release
        switches shall have an on-off function to prevent automatic resetting
        of the system. Hold-back hooks not subject to central control station
        release are prohibited.
   .4 Local power accumulators for power-operated doors shall be provided
        in the immediate vicinity of the doors to enable the doors to be
        operated at least ten times (fully opened and closed) using the local
        controls.
   .5 Double-leaf doors equipped with a latch necessary to their fire integrity
        shall have a latch that is automatically activated by the operation of the
        doors when released by the system.
   .6 Doors giving direct access to special category spaces which are
        power-operated and automatically closed need not be equipped with
        alarms and remote-release mechanisms required in .4.2 and .4.3.
NEW CLASS B. C and D SHIPS :
.5 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.
.6 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 + EXISTING CLASS B SHIPS :
.7  Doors and door frames in "B" class divisions and means of securing them
    shall provide a method of closure which shall have resistance to fire
    equivalent to that of the divisions except that ventilation openings may be
    permitted in the lower portion of such doors. Where such opening is in or
    under a door the total net area of any such opening or openings shall not
    exceed 0.05 m2. When such opening is cut in a door it shall be fitted with
    a grill made of non-combustible material. Doors shall be non-combustible.
.8  Cabin doors in "B"-class divisions shall be of a self closing type. Hold-
    backs are not permitted
                                    101
 ---pagebreak--- 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 'tween-deck space.When a stairway is
             closed in one 'tween-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 + 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 + EXISTING CLASS B SHIPS :
.3 Lift trunks shall be so fitted as to prevent the passage of smoke and flame
   from one 'tween-deck to another and shall be provided with means of
   closing so as to permit the control of draught and smoke.
   Ventilation systems (R 32)
   Ships carrying more than 36 passengers
   .1     NEW CLASS B. C and D SHIPS : The ventilation system shall, in
          addition to paragraph .1 of this regulation, also be in compliance with
          sub-paragraphs .2.2 to .2.6, .2.8 and .2.9 of this regulation.
   NEW CLASS B. C and D + 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 'tween-deck space to another through the
                                     102
 ---pagebreak---    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.
.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 'tween-deck space shall be
         constructed of steel or other equivalent material;
   .2 ducts less than 0.075 m2 in sectional area other than vertical
         ducts referred to in sub-par. .1.4.1 above, shall be constructed
         of non-combustible materials. Where such ducts penetrate "A"
         or "B" class divisions due regard shall be given to ensuring the
         fire integrity of the division;
    .3 short lengths of duct, not in general exceeding 0.02 m2 in
         sectional area nor 2 m 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.
NEW CLASS B. C and D SHIPS :
.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 + EXISTING CLASS B SHIPS :
.6 All power ventilation, except machinery space and cargo space
   ventilation and any alternative system which may be required under
   sub-paragraph 9.2.6, shall be fitted with controls so grouped that all
   fans may be stopped from either of two separate positions which shall
   be situated as far apart as practicable. Controls provided for the
    power ventilation serving machinery spaces shall also be grouped so
   as to be operable from two positions, bne 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.
                                103
 ---pagebreak---     .9   Exhaust ducts from galley ranges in which grease or fat is likely to
        accumulate shall meet requirements of sub-paragraphs 9.2.3.2.1 and
        9.2.3.2.2 and shall befittedwith:
         .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 thefire-extinguishingsystem, which shall be
              placed in a position close to the entrance to the galley. Where
              a multi-branch system is installed, means shall be provided to
              close all branches exhausting through the same main duct
              before an extinguishing medium is released into the system; and
        .5    suitably located hatches for inspection and cleaning.
NEW CLASS B. C and D SHIPS :
.2 Ships carrying not more than 36 passengers
   .1   Ventilation ducts shall be of non-combustible material. Short ducts,
        however, not generally exceeding 2 metres in length and with a cross-
        section not exceeding 0.02 m2 need not be non-combustible, subject
        to the following conditions :
        .1    these ducts shall be of a material which, in the opinion of the
              Administration of the flag State, has a low fire risk ;
        .2    they may only be used at the end of the ventilation device;
        .3    they shall not be situated less than 600 mm, measured along
              the duct, from an opening in an "A" or "B" class division,
              including continuous "B" class ceilings.
   .2   Where the ventilation ducts with a free-sectional area exceeding 0.02
        m2 pass through class "A" bulkheads or decks, the openings shall be
        lined with a steel sheet sleeve unless the ducts passing through the
        bulkheads or decks are of steel in the vicinity of passage through the
        deck or bulkhead and the ducts and sleeves shall comply in this part
        with the following :
        .1    The sleeves shall have a thickness of at least 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 above. The fire damper shall operate
              automatically but shall also be capable of being closed manually
                                   104
 ---pagebreak---        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.
 Ducts provided for the ventilation of machinery spaces, galleys, car
deck spaces, ro-ro cargo spaces or special category spaces shall not
pass through accommodation spaces, service spaces or control
stations unless they comply with the conditions specified in sub-
paragraphs 9.2.3.1.1 to 9.2.3.1.4 or 9.2.3.2.1 and 9.2.3.2.2 below :
 .1.1 the ducts are constructed of steel having a thickness of at least
      3 mm and 5 mm for ducts the widths or diameters of which are
      up to and including 300 mm and 760 mm and over respectively
      and, in the case of such ducts, the widths or diameters of which
      are between 300 mm and 760 mm having a thickness to be
      obtained by interpolation;
.1.2 the ducts are suitably supported and stiffened;
.1.3 the ducts are fitted with automatic fire dampers close to the
      boundaries penetrated; and
.1.4 the ducts are insulated to "A-60" standard from the machinery
      spaces, galleys, car deck spaces, ro-ro cargo spaces or special
      category spaces to a point at least 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 sub-paragraph 9.2.8.
Ducts provided for ventilation to accommodation spaces, service
spaces or control stations shall not pass through machinery spaces,
galleys, car deck spaces, ro-ro cargo spaces or special category
spaces unless they comply with the conditions specified in sub-
paragraphs 9.2.4.1.1 to 9.2.4.1.3 or 9.2.4.2.1 and 9.2.4.2.2 below :
.1.1 the ducts where they pass through a machinery space, galley,
      car deck space, ro-ro cargo space or special category space are
      constructed of steel in accordance with sub-paragraphs
      9.2.3.1.1 and 9.2.3.1.2;
.1.2 automatic fire dampers are fitted close to the boundaries
      penetrated; and
.1.3 the integrity of the machinery space, galley, car deck space, ro-
      ro cargo space or special category space boundaries is
      maintained at the penetrations;
or
                          105
 ---pagebreak---    .2.1 the ducts where they pass through a machinery space, galley,
          car deck space, ro-ro cargo space or special category space are
          constructed of steel in accordance with sub-paragraphs
          9.2.3.1.1 and 9.2.3.1.2; and
   .2.2 the ducts are insulated to "A-60" standard throughout the
          machinery space, galley, car deck space, ro-ro cargo space or
          special category space;
   except that penetrations of main zone divisions shall also comply with
   the requirements of sub-paragraph 9.2.8.
.5 Ventilation ducts with a free-sectional area exceeding 0.02 m2 passing
   through class "B" bulkheads shall be lined with steel sheet sleeves of
   900 mm in length divided preferably into 450 mm on each side of the
   bulkheads unless the duct is of steel for this length.
.6 Such measures as are practicable shall be taken in respect of control
   stations outside machinery spaces in order to ensure that ventilation,
   visibility and freedom from smoke are maintained, so that in the event
   of fire the machinery and equipment contained therein may be
   supervised and continue to function effectively. Alternative and
   separate means of air supply shall be provided; air inlets of the two
   sources of supply shall be so disposed that the risk of both inlets
   drawing in smoke simultaneously is minimized. Such requirements
   need not apply to control stations situated on, and opening on to, an
   open deck, or where local closing arrangements would be equally
   effective.
.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.
.9 The main inlets and outlets of all ventilation systems shall be capable
   of being closed from outside the spaces being ventilated.
                              106
 ---pagebreak---       .10   Power ventilation of accommodation spaces, service spaces, cargo
           spaces, control stations and machinery spaces shall be capable of
           being stopped from an easily accessible position outside the space
           being served. This position should not be readily cut off in the event
           of a fire in the spaces served. The means provided for stopping the
           power ventilation of the machinery spaces shall be entirely separate
           from the means provided for stopping ventilation of other spaces.
 10  Windows and sidescuttles (R 33)
 NEW CLASS B. C and D + 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.
 .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.
.3 Windows facing life-saving appliances, embarkation and muster areas,
    external stairs and open decks used for escape routes, and windows
    situated below liferaft and escape slide embarkation areas shall have the
    fire integrity as required in the tables of regulation 4. Where automatic
    dedicated sprinkler heads are provided for windows, A-0 windows may be
    accepted as equivalent. Windows located in the ship's side below the
    lifeboat embarkation areas shall have the fire integrity at least equal to "A-
    0" class.
11  Restricted use of combustible material (R 34)
NEW CLASS B. C and D + EXISTING CLASS B 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).
                                    107
 ---pagebreak---  .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; 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.
NEW CLASS B. C and D SHIPS :
.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.
.7    Paints, varnishes and other finishes used on exposed interior surfaces shall
     not be capable of producing excessive quantities of smoke and toxic
     products.
.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.
12    Details of construction (R 35)
NEW CLASS B. C and D + 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 m apart;
.2    in the vertical direction, such enclosed air spaces, including those behind
      linings of stairways, trunks, etc. shall be closed at each deck.
                                       108
 ---pagebreak---  13  Fixed fire detection and fire alarm systems and automatic
     sprinkler, fire detection and fire alarm system (R 14) (R 36)
 NEW CLASS B. C AND D SHIPS :
 .1  In ships carrying not more than 36 passengers there shall be installed
    throughout each separate zone, whether vertical or horizontal, in all
     accommodation and service spaces and in control stations, except spaces
    which afford no substantial fire risk such as void spaces, sanitary spaces,
    etc., either :
     .1   a fixed fire detection and fire alarm system of an approved type and
          complying with the requirements of regulation II-2/A/9 and so installed
          and arranged as to detect the presence of fire in such spaces;
    .2    an automatic sprinkler, fire detection and fire alarm system of an
          approved type complying with the requirements of regulation II-2/A/8
          or with the IMO-guidelines for an approved equivalent sprinkler
          system as given in IMO-Resolution A.755(18) and so installed and
          arranged as to protect such spaces and, in addition, a fixed fire
          detection and fire alarm system of an approved type and complying
          with the requirements of regulation II-2/A/9 and so installed and
          arranged as to provide smoke detection in corridors, stairways and
          escape routes within accommodation spaces.
.2  Ships carrying more than 36 passengers shall be equipped with an
    automatic sprinkler, fire detection and fire alarm system of an approved
    type complying with the requirements of Regulation II-2/A/8 or with the
    IMO-guidelines for an approved equivalent sprinkler system as given in
    IMO-Resolution A.755(18), in all service spaces, control stations and
    accommodation spaces, including corridors and stairways.
    Alternatively control stations where water may cause damage to essential
    equipment may be fitted with an approved fixed fire-extinguishing system
    of another type.
    A fixed fire detection and fire alarm system of an approved type,
    complying with the requirements of Regulation II-2/A/9 shall be installed,
    so installed and arranged as to provide smoke detection in service spaces,
    control stations and accommodation spaces, including corridors and
    stairways. Smoke detectors need not be fitted in private bathrooms and
    galleys.
    Spaces having little or no fire risk such as voids, public toilets and similar
    spaces need not be fitted with an automatic sprinkler system or fixed fire
    detection and alarm system.
.3  In periodically unattended machinery spaces a fixed fire detection and fire
    alarm system of an approved type, in accordance with the relevant
    provisions of Regulation II-2/A/9, shall be installed.
    This fire detection system shall be so designed and the detectors so
    positioned as to detect rapidly the onset of fire in any part of those spaces
    and under any normal conditions of operation of the machinery and
    variations of ventilation as required by the possible range of ambient
                                    109
 ---pagebreak---    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 :
   .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 m.
         .2    The requirements of regulations II-2/A/12, II-2/B/7 and II-2/B/9
               for rnaintaining 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 snips carrying more than 36 passengers the boundary
                bulkheads and decks of special category spaces shall be
                insulated to A-60 class standard. However where an open deck
                space (as defined in regulation 4.2.2(5)), a sanitary or similar
                space (as defined in regulation 4.2.2(9)) or a tank, void or
                auxiliary machinery space having little or no fire risk (as defined
                in regulation 4.2.2(10)),is on one side of the division the
                standard may be reduced to A-0.
          .2    In ships carrying not more than 36 passengers the boundary
                bulkheads of special category spaces shall be insulated as
                required for category (11) spaces in table 4.1 of regulation 4
                and the horizontal boundaries as required for category (11) in
                table 4.2 of regulation 4.
                                      110
 ---pagebreak---    .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.
.3 Fixedfire-extinguishingsystem
   Each special category space shall be fitted with an approved fixed
   pressure water-spraying system for manual operation which shall
   protect all parts of any deck and vehicle platform in such space,
   provided that the Administration of the flag State may permit the use
   of any other fixed fire-extinguishing system that has been shown by
   full-scale test in conditions simulating a flowing petrol fire in a special
   category space to be not less effective in controlling fires likely to
   occur in such a space. Suchfixedpressure water-spraying system or
   other equivalent fire-extinguishing system shall comply with the
   provisions of IMO resolution A. 123 (V).
.4 Patrols and detection
   .1 An efficient patrol system shall be maintained in special category
         spaces. In any such space in which the patrol is not maintained
         by a continuous fire watch at all times during the voyage there
         shall be provided a fixed fire detection and fire alarm system of
         an approved type complying with the requirements of regulation
         II-2/A/9. The fixed fire detection system shall be capable of
         rapidly detecting the onset of fire. The spacing and location of
         detectors shall determined taking into account the effects of
         ventilation and other relevant factors.
   .2 Manually operated call points shall be provided as necessary
         throughout the special category spaces and one shall be placed
         close to each exit from such spaces.
NEW CLASS B. C AND D + EXISTING CLASS B SHIPS :
.5 Fire-extinguishing equipment
   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 :
.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.
                               Ill
 ---pagebreak---                 Ventilation ducts serving special category spaces capable of
                being effectively sealed shall be separated for each such space.
                The system shall be capable of being controlled from a position
                outside such spaces.
          .2    The ventilation shall be such as to prevent air stratification and
                the formation of air pockets.
          .3    Means shall be provided to indicate on the navigating bridge
                any loss or reduction of the required ventilating capacity.
         .4 Arrangements shall be provided to permit a rapid shutdown and
                effective closure of the ventilation system in case of fire, taking
                into account the weather and sea conditions.
         .5 Ventilation ducts, including dampers, shall be made of steel and
                their arrangement shall be to the satisfaction of the
         Administration of the flag State.
NEW CLASS B. C AND D SHIPS :
.2 Additional provisions applicable only to special category spaces
   above the bulkhead deck
   .1.1 Scuppers
         In view of the serious loss of stability which could arise due to large
         quantities of water accumulating on the deck or decks consequent on
         the operation of the fixed pressure water-spraying system, scuppers
         shall be fitted so as to ensure that such water is rapidly discharged
         directly overboard.
   NEW CLASS B. C AND D AND EXISTING CLASS B RO-RO PASSENGER
   SHIPS :
   .1.2 Discharges
   .1.2.1 Discharge valves for scuppers, fitted with positive means of closing
             operable from a position above the bulkhead deck in accordance
             with the requirements of the International Convention on Load
             Lines in force, shall be kept open while the ships are at sea.
   .1.2.2 Any operation of the valves referred to in sub-paragraph .1.2.1
             shall be recorded in the log-book.
   NEW CLASS B. C AND D SHIPS :
   .2    Precautions against ignition of flammable vapours
         .1     On any deck or platform, if fitted, on which vehicles are carried
                and on which explosive vapours might be expected to
                accumulate, except platforms with openings of sufficient size
                permitting penetration of petrol gases downwards, equipment
                which may constitute a source of ignition of flammable vapours
                and, in particular, electrical equipment and wiring, shall be
                installed at least 450 mm above the deck or platform. Electrical
                equipment installed at more than 450 mm above the deck or
                platform shall be of a type so enclosed and protected as to
                                     112
 ---pagebreak---                   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.
 NEW CLASS B. C AND D SHIPS :
 .3  Additional provisions applicable only to special category spaces
     below the bulkhead deck
     .1    Bilge pumping and drainage
           In view of the serious loss of stability which could arise due to large
           quantities of water accumulating on the deck or tank top consequent
           on the operation of the fixed pressure water-spraying system, the
          Administration of the Flag State may require pumping and drainage
          facilities to be provided additional to the requirements of regulation
           II-1/C/3 .
     .2    Precautions against ignition of flammable vapours
           .1     Electrical equipment and wiring, if fitted, shall be of a type
                  suitable for use in explosive petrol and air mixtures. Other
                 equipment which may constitute a source of ignition of
                 flammable vapours shall not be permitted.
          .2      Electrical equipment and wiring, if installed in an exhaust
                 ventilation duct, shall be of a type approved for use in explosive
                  petrol and air mixtures and the outlet from any exhaust duct
                 shall be sited in a safe position, having regard to other possible
                 sources of ignition.
15  Fire patrols, detection, alarms and public address systems (R 40)
NEW CLASS B. C AND D SHIPS :
. 1 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.
                                          113
 ---pagebreak--- .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.
.5 NEW CLASS B. C AND D + EXISTING CLASS B SHIPS :
   For ships carrying more than 36 passengers an efficient patrol system shall
   be maintained so that an outbreak of fire may be promptly detected. Each
   member of the fire patrol shall be trained to be familiar with the
   arrangements of the ship as well as the location and operation of any
   equipment he or she may be called upon to use. Each member of the fire
   patrol shall be provided with a two-way portable radio telephone apparatus.
NEW CLASS B. C AND D SHIPS :
.6 Ships carrying more than 36 passengers shall have the detection alarms
   for the systems required by regulation 13.2 centralized in a continuously
   manned central control station. In addition, controls for remote closing of
   the fire doors and shutting down the ventilation fans, shall be centralized
   in the same location. The ventilation fans shall be capable of reactivation
   by the crew at the continuously manned control station. The control panel
   in the central control station shall be capable of indicating open or closed
   positions of fire doors, closed or off status of the detectors, alarms and
   fans. The control panel shall be continuously powered and should have an
   automatic change-over to standby power supply in case of loss of normal
   power supply. The control panel shall be powered from the main source of
   electrical power and the emergency source of electrical power defined by
   regulation 11-1/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.
                                    114
 ---pagebreak--- 16    Upgrading of existing CLASS B ships carrying more than 36
      passengers (R 41-1)
In addition to the requirements for existing CLASS B ships in this Chapter II-2,
existing CLASS B ships carrying more than 36 passengers shall comply with the
following requirements :
.1    not later than 1 October 1997:
      .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
                                          115
 ---pagebreak---             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 § .3.4.2 above are not permitted
     to have direct access to stairway enclosures.
.3.6 Existing 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 m 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).
.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 by 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.
                                  116
 ---pagebreak--- not later than 1 October 2000 :
.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 'tween-deck space. When a stairway
             is closed in one 'tween-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 befittedwith afixedfire-extinguishingsystem
      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.
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.755(18).
                                  11'
 ---pagebreak---                                      CHAPTER III
                            LIFE SAVING APPLIANCES
      Definitions (R 3)
NEW AND EXISTING CLASS B. C AND D SHIPS :
For the purpose of this chapter, unless expressly provided otherwise, the
definitions of SOLAS regulation HI/3 shall apply as well following additional
definition :
.1    Lightest sea-going condition is the loading condition with the ship on
      even keel, without cargo, with 10% stores and fuel remaining and with the
      full number of passengers and crew and their luggage.
.2    Marine Evacuation System (MES) is an appliance designed to rapidly
      transfer large number of persons from an embarkation station by means of
      a passage to a floating platform for subsequent embarkation into waiting
      survival craft or directly into associated survival craft.
.3    Ro-Ro passenger ship means a passenger ship with ro-ro cargo spaces
      or special category spaces as defined in regulation II-2/A/2.
      Communication, survival craft and rescue boats, personal life-saving
      appliances ( R 6 + 7 + 17 + 20 + 21)
NEW AND EXISTING CLASS B. C AND D SHIPS :
Every ship shall carry at least the radio life-saving appliances, personal life-
saving appliances, survival craft and rescue boats, distress flares, line-throwing
appliances specified in the following table and relative notes, on the basis of the
ship's CLASS. All above appliances, including their launching appliances where
applicable, shall comply with the regulations of Chapter III of the annex to the
SOLAS 1974 Convention, as amended, unless expressly provided otherwise in
the following paragraphs.
                                       118
 ---pagebreak---     SHIP'S CLASS :                           B                 C                  D
   Number of passengers (N) :          >250      <25Û    >250     <250 >250         <250
                   V3AJ>                                                            0.70 N
   Survival craft                      H O N    1.10 N   1.00 N   1.00 N    0.70 N
                         234&
   additional liferafts                    -        -    Ù.1ÙN    0.10 N    0.40 N  0.40 N
   Rescue boats     6                      1        1        1        1         1      1
               7
   Lifebuoys                              ô        8         8       4          8      4
   Lifejackets9                        1.05 N   1.Ô5N    1.ÛSN    1.05 N    1.05 N  1.05 N
   Child lifejackets                   0.10 N   0.10 N  Û.1ÛN Ô.1ÔN         fJ.luN  Ô.1ÔN
   Distress flares B                      12       12       12       12         é      é
   Line-throwing appliances                1        1        1        1         -      -
   Radar transponders                      1        1        1        1         -      -
   Two-way VHF radiotelephone             3        3         3       3          3      2
 apparatus
NOTES:
1.      Survival craft may be either lifeboats complying with SOLAS regulation HI/42,43
        or 44 or liferafts complying with the requirements of SOLAS Regulation HI/38 and
        of either SOLAS regulation HI/39 or HI/40. In addition, liferafts on ro-ro passenger
        ships have also to comply with the requirements of regulation 111/5-1.
        As an alternative to liferafts complying with the requirements of SOLAS
        regulations HI/39 or HI/40, the use of open reversible inflatable liferafts may be
        permitted if the Administration of the flag State considers this appropriate in view
        of the sheltered nature of the voyages and the favourable climatic conditions of
        the area of operation, and provided that such liferafts entirely comply with the
        requirements of Annex 10 of the High Speed Craft Code.
 2.     An additional liferaft is a liferaft complying with SOLAS regulation HI/38 and with
        SOLAS regulation HI/39 or HI/40, except that it has not to meet the requirements
        of:
                  SOLAS regulation 111/38.5.1 on equipment; and
                  SOLAS regulation III/39.7.3.4. and HI/39.7.3.5 or SOLAS regulation
                   Ml/40.7.6 and HI/40.7.7 on the marking of the containers.
        When justified by the sheltered nature of the voyages and the favourable climatic
        conditions of the area of operation, the additional liferafts have not to comply with
        the requirements of SOLAS regulation HI/39.2.2.1 and HI/39.2.2.2 on the insulation
        against cold of the floor of the liferaft, or may be, as an alternative to liferafts
        complying with the requirements of SOLAS regulations HI/39 or III/40, open
        reversible inflatable liferafts, provided that such liferafts entirely comply with the
        requirements of Annex 10 of the High Speed Craft Code.
        Additional liferafts on ro-ro passenger ships have to comply with the requirements
        of regulation 111/5-1.
3.      Survival craft shall, as far as practicable, be equally distributed on each side of
        the ship.
                                              119
 ---pagebreak--- 4. The total number of survival craft shall be in accordance with the percentage
   mentioned in the table above and the aggregate capacity of a combination of
   survival craft and additional liferafts shall be 110% of the total number of persons
   (N) the ship is certified to carry. Sufficient 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.
5. The number of lifeboats and/or rescue boats, shall be sufficient to ensure that in
   providing for abandonment by the total number of persons the ship is certified to
   carry, no more than nine liferafts need to be marshalled by each lifeboat or
   rescueboat.
6. Rescue boats shall be served by their own launching appliances capable of
   launching and recovery.
   If a rescue boat complies with the requirements of SOLAS regulation HI/47 it may
   be included in the capacity of the survival craft specified in the table above.
   At least one of the rescue boats on ro-ro passenger ships shall be a fast rescue
   boat complying with the requirements of regulation 111/5-1.
   Ships with a length of less than 24 meters may be exempted by the
   Administration of the flag State 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.
7. 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 smokesignal and a self-
   activating light; they shall be.capable of quick release from the navigation bridge.
   The remainder of the lifebuoys shall be equipped with self-igniting lights, in
   compliance with the provisions of SOLAS regulation 111/31.2.
8. Distress flares shall be stowed on or near the navigation bridge.
9. Lifejackets on board ro-ro passenger ships shall comply with the requirements of
   regulation 111/5-1.
                                        120
 ---pagebreak---  3     Emergency alarm, operating instructions, training manual, training
       manual, muster lists and emergency instructions ( R 6 + 8 + 9+18 +
       19)
 NEW AND EXISTING CLASS B. C AND D SHIPS :
 Every ship shall be provided with:
 .1   A general emergency alarm system: (R 6.4.2)
      complying with the requirements of SOLAS regulation HI/50 and suitable
      for summoning passengers and crews to muster stations and to initiate the
      actions included in the muster list.
       In all ships carrying more than 36 passengers the emergency alarm system
      shall be supplemented by a public address system that can be used from
      the bridge. The system shall be of 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.
.2    A public address system : (R 6.5)
.2.1 In addition to the requirements of regulation II-2/B/15.4 and of paragraph
      .1, all passenger ships carrying more than 36 passengers shall be fitted
      with a public address system. With respect to existing ships the
      requirements of paragraphs .2.2, .2.3 and .2.5, subject to the provisions of
      paragraph .2.6, shall apply not later than the date of the first periodical
      survey after the date referred to in § 1 of article 13 of this Directive.
.2.2 The public address system shall be one complete system consisting of a
      loudspeaker installation enabling the simultaneous broadcast of messages
     to all spaces where crew members or passengers, or both, are normally
      present, and to assembly stations. It shall allow for the broadcast of
      messages from the navigation bridge and such other places on board the
     ship as the Administration of the flag State deems necessary.
.2.3 The public address system shall be protected against unauthorized use
     and be clearly audible above the ambient noise in all spaces, prescribed
     by paragraph .2.2, and shall be provided with an override function
     controlled from one location on the navigation bridge and such other places
     on board as the Administration of the flag State deems necessary, so that
     all emergency messages will be broadcast if any loudspeaker in the spaces
     concerned has been switched off, its volume has been turned down or the
     public address system is used for other purposes.
                                      121
 ---pagebreak--- .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 International Maritime Organization.
.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.
     Muster list and emergency instructions (R 8)
     Clear instructions to be followed in the event of an emergency shall be
     provided for every person on board, in accordance with IMO Resolution
     A.691(17)
     Muster lists complying with the requirements of SOLAS regulation HI/53
     shall be exhibited in conspicuous places throughout the ship including the
     navigating bridge, engine room and crew accommodation spaces.
     Illustrations and instructions in appropriate languages shall be posted in
     passenger cabins and be conspicuously displayed at muster stations and
     other passenger spaces to inform passengers of :
     (i) their muster station;
     (ii) the essential actions they must take in an emergency;
     (iii) the method of donning lifejackets.
     The person, who in accordance to SOLAS regulation IV/16, is designated
     to have primary responsibility for radiocommunications during distress
     situations, shall have no other duties assigned in such situations. The
     above shall be reflected in the muster list and the emergency instructions.
     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).
                                        122
 ---pagebreak---     A training manual (R 18.2)
    A training manual complying with the requirements of SOLAS regulation
    111/51 shall be provided in each crew messroom and recreation room or in
    each crew cabin
    Instruction for maintenance (R 19.3)
    Instructions for on-board maintenance of life-saving appliances or a
    shipboard planned maintenance programs 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 Ml/52.
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
   mustering 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 liferafts, may be placed in charge of each liferaft or group of
   liferafts. Every rescue boat and motorized survival craft shall have a person
   assigned who is capable of operating the engine and carrying out minor
   adjustments.
.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 muster and embarkation arrangements (R 11 + 22 + 24)
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 Muster stations shall be provided close to the embarkation stations and
   shall be readily accessible from accommodation and work areas and have
   ample room for marshalling and instruction of the passengers.
.3 Muster and embarkation stations, alleyways, stairways and exits giving
   access to the muster and embarkation stations shall be adequately
   illuminated.
   Such lighting shall be capable of being supplied by the emergency source
   of electrical power required by regulations II-1/D/3 and II-1/D/4 .
                                    123
 ---pagebreak--- 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 liferaft shall be capable of being boarded from a position
    immediately adjacent to the stowed position or from a position the liferaft
    is transferred to prior to launching.
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 1.5 m above the waterline
    in the lightest seagoing condition, a type of MES (Marine Evacuation
    System) shall be installed.
.8  There shall be at least one embarkation ladder, complying with the
    requirements of SOLAS regulation III/48.7 on each side of the ship; the
    Administration of the flag State may exempt a ship from this requirement
    provided that, in all undamaged and prescribed damage conditions of trim
    and heel, the freeboard between the intended embarkation position and the
    waterline is not more than 1.5 metres.
5-1 Requirements for ro-ro passenger ships (R 24-1)
NEW AND EXISTING CLASS B. C AND D RO-RO SHIPS :
.1    Existing ro-ro passenger ships shall comply with the requirements of
      paragraph .5 not later than the date of the first periodical survey after the
      date referred to in § 1 of article 13 of this Directive and with paragraphs
      .2, .3 and .4 not later than the date of the first periodical survey after 1
      July 2000.
 2  Liferafts
    .1       The ro-ro passenger ship's liferafts shall be served by marine
             evacuation systems complying with SOLAS regulation III/48.5 or
             launching appliances complying with SOLAS regulation III/48.6,
             equally distributed on each side of the ship.
    .2        Every liferaft on ro-ro passenger ships shall be provided with float
             free stowage arrangements complying with the requirements of
              SOLAS regulation HI/23.
    .3        Every liferaft on ro-ro passenger ships shall be of a type fitted with
              a boarding ramp complying with the requirements of SOLAS
              regulation HI/39.4.1 or SOLAS regulation 111/40.4.1, as appropriate.
     .4       Every liferaft on ro-ro passenger ships shall either be automatically
              self-righting or be a canopied reversible liferaft which is stable in
              a sea-way and is capable of operating safely whichever way up it
                                       124
 ---pagebreak---        is floating. Open reversible liferafts may be permitted if the
       Administration of the flag State considers this appropriate in view
       of the sheltered nature of the voyage and the favourable climatic
       conditions of the area and period of operation, and provided that
       such liferafts entirely comply with the requirements of Annex 10 of
       the High Speed Craft Code.
       Alternatively, the ship shall carry automatically self-righting liferafts
       or canopied reversible liferafts in addition to its normal complement
       of liferafts, of such aggregate capacity as will accommodate at
       least 50 % of the persons not accommodated in lifeboats. This
       additional liferaft capacity shall be determined on the basis of the
       difference between the total number of persons on board and the
       number of persons accommodated in lifeboats. Every such liferaft
       shall be approved by the Administration of the flag State having
       regard to the recommendations adopted by the International
       Maritime Organization.
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 International
       Maritime Organization by Resolution A.656(16) , as amended.
.2     Each fast rescue boat shall be served by a suitable launching
       appliance approved by the Administration of the flag State. When
       approving such appliances, the Administration of the flag State
       shall take into account that the fast rescue boat is intended to be
       launched and retrieved even under severe adverse weather
       conditions, and also have regard to the recommendations adopted
       by the International Maritime Organization.
.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 International Maritime Organization 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;
                                125
 ---pagebreak---             .2      the capacity of the survival craft lost by the above
                    substitution is compensated by the installation of liferafts
                    capable of carrying at least an equal number of persons
                    served by the lifeboat replaced; and
            .3      such liferafts are served by the existing launching
                    appliances or marine evacuation systems.
.4  Means of rescue
    .1      Each ro-ro passenger ship shall be equipped with efficient means
            for rapidly recovering survivors from the water and transferring
            survivors from rescue units or survival craft to the ship.
    .2      The means of transfer of survivors to the ship may be part of a
            marine evacuation system, or may be part of a system designed
            for rescue purposes.
    .3      If the slide of a marine evacuation system 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  Lifejackets
    .1      Notwithstanding the requirements of SOLAS regulations III/7.2 and
            111/21.2, a sufficient number of lifejackets shall be stowed in the
            vicinity of the assembly stations so that passengers do not have to
            return to their cabins to collect their lifejackets.
    .2      In ro-ro passenger ships, each lifejacket shall be fitted with a light
            complying with the requirements of SOLAS regulation IH/32.3
5-2 Helicopter landing and pick-up areas (R 24-3)
NEW AND EXISTING CLASS B. C AND D SHIPS :
.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 the date referred to in §1 of article 13 of this Directive.
.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 International Maritime Organization in
    Resolution A.229(VII), as amended.
.3  New class B, C and D ships of 130 m 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 International
    Maritime Organization.
                                     126
 ---pagebreak--- 5-3    Decision support system for masters
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.
                                       127
 ---pagebreak--- 7   Stowage of survival craft (R 13 + 23)
NEW AND EXISTING CLASS B. C AND D SHIPS :
.1 Each survival craft shall be stowed:
   a.        so that neither the survival craft nor its stowage arrangements will
             interfere with other survival craft launching operations;
   b.        as near to the water surface as is safe and practicable; for a davit-
             launched survival craft the height of the davit head, with the
             survival craft in embarkation position, shall, as far as practicable,
             not exceed 15 metres to the waterline when the ship is in its
             lightest seagoing condition, and the position of a davit launched
             survival craft in the embarkation position shall be such that it stays
             clear of the waterline with the ship in the fully loaded condition
             under unfavourable conditions of trim and listed up to 20° either
             way, 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 min.
   d.        as far forward of the propeller as is practicable; and
   e.        fully equipped, as required by the relevant SOLAS regulations,
             except that additional liferafts as defined in note 2 to the table of
             regulation III/2 may be exempted from some of the SOLAS
             requirements for equipment as mentioned in this note.
.2 Lifeboats shall be stowed attached to launching appliances, and on
   passenger ships of 80 metres in length and upwards, each lifeboat shall be
   so stowed that the after end of the lifeboat is not less than 1.5 times the
   length of the lifeboat forward of the propeller.
.3 Every liferaft shall be stowed:
   a.        with its painter attached to the ship;
   b.        with a float-free arrangement, complying with the the requirements
             of SOLAS regulation HI/38.6, enabling the liferaft to float free and,
             if inflatable, to inflate automatically when the ship sinks. One float-
             free arrangement may be used for two or more liferafts if the float-
             free arrangement is sufficient to comply with the requirements of
             SOLAS regulation HI/38.6.
   c.        so as to permit manual release from its securing arrangements.
.4 Davit-launched liferafts shall be stowed within reach of the lifting hooks,
   unless some means of transfer is provided which is not rendered
   inoperable within the limits of trim of up to 10° and list up to 20° either way
   or by ship motion or power failure.
.5 Liferafts intended for throw-overboard launching shall be so stowed as to
   be in a position providing easy side to side transfer at a single open deck
   level. If this stowing arrangement cannot be met additional liferafts shall be
   provided so that the total capacity available on each side will accommodate
   75 %of the total number of persons on board.
                                        128
 ---pagebreak---  .6  Liferafts associated with a Marine Evacuation System (MES) shall:
     a.        be stowed close to the container containing the MES;
     b.        be capable of release from its stowage rack with arrangements
               which will enable it to be moored and inflated alongside the
               boarding platform;
    c.         be capable of release as an independent survival craft; and
    d.         be provided with retrieving lines to the boarding platform.
8   Stowage of rescue boats (R 14)
NEW AND EXISTING CLASS B. C AND D SHIPS :
Rescue boats shall be stowed:
.1  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.
9   Survival craft launching and recovering arrangements (R 15)
NEW AND EXISTING CLASS B. C AND D SHIPS :
.1  Launching appliances complying with the requirements of SOLAS
    regulation 111/15 shall be provided for all survival craft except :
    .1 for EXISTING CLASS B. C AND D SHIPS :
            a. survival craft which are boarded from a position on deck which
                  is less than 4.5 m above the waterline in the lightest seagoing
                  condition and which either:
                       have a mass of not more than 185 kg; or
                       are stowed for launching directly from the stowed position
                       under unfavourable conditions of trim of up to 10° and list up
                       to 20* either way;
            b. survival craft which are carried in excess of the survival craft for
                  110 % of the total number of persons on board; and
            c.    provided for use in conjunction with a MES.
    .2      for NEW CLASS B. C AND D SHIPS :
            where, subject to survival craft and rescue boat embarkation
            arrangements being effective within the environmental conditions in
            which the ship is likely to operate and in all undamaged and
            prescribed damage conditions of trim and heel, the freeboard
            between the intended embarkation position and the waterline in the
            lightest seagoing condition is not more than 1,5 metres, the
            Administration of the flag State may accept a system where persons
            board liferafts directly.
                                       129
 ---pagebreak--- .2  Each lifeboat shall be provided with an appliance which is capable of
    launching and recovering the lifeboat.
.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.
.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 16)
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 above, also be capable of being boarded
    from the embarkation deck.
.4   Launching arrangements shall comply with the requirements of regulation
     9 above. However all rescue boats shall be capable of being launched,
    where necessary utilizing painters, with the ship making headway at
     speeds up to 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.
                                    130
 ---pagebreak---  11       Emergency instructions
NEW AND EXISTING CLASS B. C AND D SHIPS :
A passenger safety briefing shall be given immediately before or after sailing;
this briefing shall at least include the instructions required by regulation III/3.2;
it shall be made by means of an announcement on the ship's public address
system or by other suitable means.
12       Operational readiness, maintenance and inspections ( R 19)
NEW AND EXISTING CLASS B. C AND D SHIPS :
.1       Before the ship leaves port and at all times during the voyage all
         lifesaving appliances shall be in working order and ready for immediate
         use.
.2       Maintenance and inspections of lifesaving appliances shall be carried out
         in accordance with the requirements of SOLAS regulation 111/19.
13       Abandon ship training and drills (R 18 + R 25)
NEW AND EXISTING CLASS B. C AND D SHIPS :
.1       An abandon ship drill and fire drill shall take place weekly.
         Each member of the crew shall participate in at least one abandon ship
         drill and one fire drill every month. The drills of the crew shall take place
         before departure of the ship if more than 25% of the crew have not
         participated in abandon ship and fire drills on board that particular ship
         in the previous month.
.2     _ If a muster of the passengers is not held on departure of the ship, the
         attention of the passengers shall be drawn to the emergency instructions
         required by regulation 3.2.
.3       Each abandon ship drill shall include the actions required in SOLAS
         regulation HI/18.3.4
.4       Lifeboats and rescue boats shall be lowered at successive drills in
         accordance with the provisions of SOLAS regulation 111/18 paragraphs
         3.5, 3.7, 3.8, 3.9 and 3.10.
.5       On-board training and instructions shall be given to crew members in
         accordance with the provisions of SOLAS regulation 111/18.4.
                                        131
 ---pagebreak---  ---pagebreak---                                LIST OF CONTENTS
CHAPTER I                   GENERAL PROVISIONS
CHAPTER 11-1         CONSTRUCTION - SUBDIVISION AND STABILITY,
                     MACHINERY AND ELECTRICAL INSTALLATIONS
PART A)              GENERAL                                           2
1       Definitions relating to part B                                 2
2       Definitions relating to parts C, D, and E                      3
PART B)     INTACT STABILITY, SUBDIVISION AND DAMAGE STABILITY         5
1     Intact stability                                                 5
2    Watertight subdivision                                            6
3    Floodable length                                                  6
4    Permissible length of compartments                                7
5    Permeability                                                      7
6    Factor of subdivision                                             7
7    Special requirements concerning ship subdivision                  8
8    Stability in damaged conditions                                   10
8-1  Stability of ro-ro passenger ships in damaged conditions          14
8-2  Special requirements for ro-ro passenger ships carrying 400       15
     persons or more
9    Peak and machinery space bulkheads                                15
10   Double bottoms                                                    17
11   Assigning, marking and recording of subdivision load lines        18
12 - Construction and initial testing of watertight bulkheads, etc.    18
13   Openings in watertight bulkheads                                  19
14   Ships carrying goods vehicles and accompanying personnel          27
15   Openings in the shell plating below the margin line               27
16   Watertight integrity of passenger ships above the margin line     29
17   Closure of cargo loading doors                                    30
17-1 Watertight integrity from the ro-ro deck (bulkhead deck) to       30
     spaces below
17-2 Access to ro-ro decks                                             31
17-3 Closure of bulkheads on the ro-ro deck                            31
18   Stability information                                             32
19   Damage control plans                                              32
20   Integrity of the hull and superstructure, damage prevention
     and control                                                       33
21   Marking, periodical operation and inspection of watertight doors,
     etc.                                                              34
22   Entries in log                                                    34
                                     I
 ---pagebreak--- PART C)    MACHINERY                                            35
1    General                                                    35
2    Internal combustion engines                                35
3    Bilge pumping arrangement                                  35
4    Number and type of bilge pumps                             38
5    Means of going astern                                      39
6    Steering gear                                              39
7    Additional requirements for electric and electrohydraulic
     steering gear                                              42
8    Ventilating systems in machinery spaces                    43
9    Communication between the navigating bridge and
     machinery space                                            43
10   Engineers' alarm                                           43
11   Location of emergency installations                        43
PART D)    ELECTRICAL INSTALLATIONS                             44
1    General                                                    44
2    Main source of electrical power and lighting               44
3    Emergency source of electrical power                       45
4    Supplementary emergency lighting for ro-ro ships           46
5    Precautions against shock, fire and other hazards of
     electrical origin                                          47
PART E)   ADDITIONAL REQUIREMENTS FOR PERIODICALLY UNATTENDED
           MACHINERY SPACES                                     49
    Special consideration                                       49
1    General •                 .                                49
2    Fire precautions                                           49
3    Protection against flooding                                49
4    Control of propulsion machinery from the navigating bridge 50
5    Communication                                              51
6    Alarm system                                               51
7    Safety systems                                             52
8    Special requirements for machinery, boiler and
     electrical installations                                   52
9    Automatic control and alarm system                         53
                                 II
 ---pagebreak--- CHAPTER 11-2        FIRE PROTECTION, FIRE DETECTION
                    AND FIRE EXTINCTION                          54
PART A)    GENERAL                                               54
1    Basic principles                                            54
2    Definitions                                                 55
3    Fire pumps, fire mains, hydrants, hoses and nozzles         58
4    Fixed fire-extinguishing systems                            63
5    Fire extinguishers                                          66
6    Fire-extinguishing arrangements in machinery spaces         67
7    Special arrangements in machinery spaces                    68
8    Automatic sprinkler, fire detection and fire alarm systems  69
9    Fixed fire detection and fire alarm systems:                72
10   Arrangements for oil fuel, lubricating oil and
     other flammable oils                                        75
11   Fireman's outfit                                            79
12   Miscellaneous items                                         80
13   Fire control plans and fire drills                          81
14   Ready availability of fire-extinguishing appliances         82
PART B)    FIRE SAFETY MEASURES                                  82
1    Structure                                                   82
2    Main vertical zones and horizontal zones                    83
3    Bulkheads within a main vertical zone                       84
4    Fire integrity of bulkheads and decks in new ships carrying
     more than 36 passengers                                     85
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                            92
6    Means of escape                                             95
6-1  Escape routes on ro-ro passenger ships                      98
7    Penetrations and openings in "A" and "B" class divisions    100
8    Protection of stairways and lifts in accommodation
     and service spaces                                          102
9    Ventilation systems                                         102
10   Windows and sidescuttles                                    107
11   Restricted use of combustible material                      107
12   Details of construction                                     108
13   Fixed fire detection and fire alarm systems and
     Automatic sprinkler, fire detection and fire alarm system   109
14   Protection of special category spaces                       110
15   Fire patrols, detection, alarms and public address systems  113
16   Upgrading of existing CLASS B ships carrying more than 36
     passengers                                                  115
                                    III
 ---pagebreak--- CHAPTER III       LIFE SAVING APPLIANCES                      118
1   Definitions                                               118
2   Communication, survival craft and rescue boat,
    personal life-saving appliances                           118
3   Emergency alarm, operating instructions,
    training manual, muster lists and emergency instructions. 121
4   Manning of survival craft and supervision                 123
5   Survival craft muster and embarkation arrangements        123
5-1 Requirements for ro-ro passenger ships                    124
5-2 Helicopter landing and pick-up areas                      126
5-3 Decision support system for masters                       127
6   Launching stations                                        127
7   Stowage of survival craft                                 128
8   Stowage of rescue boats                                   129
9   Survival craft launching and recovering arrangements      129
10  Rescue boat embarkation, launching and recovery
    arrangements                                              130
11  Emergency instructions                                    131
12  Operational readiness, maintenance and inspections        131
13  Abandon ship training and drills                          131
                                 IV
 ---pagebreak---          ANNEX II
         FORM OF
DECLARATION OF COMPLIANCE
          i W
 ---pagebreak---  ---pagebreak---                                  DECLARATION OF COMPLIANCE
 (Official seal)
                                                                                                       (State)
                                     Issued under the provisions of the
                        (name of die relevant measure(s) introduced by the Member State)
                     and confirming compliancy of the vessel named hereafter
                         with the provisions of Council Directive .../.../EC
                          on safety rules and standards for passenger ships,
  under the authority of the Government of
                                   (full official designation of the Member State) -
by
                             (full official designation of the competent organization
                       recognized under the provisions of the Council Directive 94/57/EC)
    Name of the ship                Distinctive Numbers or Letters     Port of Registry       Number of passengers
IMO number6 :
Length :
Date on which the keel was laid or ship
was at a similar stage of construction :
Date of initial survey :
Class of ship in accordance to the sea area
in which the ship is certified to operate :                                    A / B / C / D 7,
subject to following restrictions 8 :
    IMO Ship identification Number in accordance with Res. A.600(15), if any
     delete as appropriate
    record of any restriction applicable by reason of either the route, area of operation or
    restricted period of operation.
                                                         2 V>_
 ---pagebreak---                                                                                      (Reverse of Certificate)
                                                     Initial survey
THIS IS TO CERTIFY :
1      that the ship has been surveyed in accordance with article 10 of the Council
       Directive ../.../EC ;
2      that the survey showed that the ship fully complies with the requirements of the
       Council Directive .../.../EC; and
3      that the ship is, under the authority conferred by article 7.3 of the Council
       Directive .../.../EC, exempted from following requirements of the Directive :
       Conditions, if any, on which the exemptions are granted :
4      that the following subdivision load lines have been assigned
  Subdivision load lines assigned             Freeboard ( in mm)     Remarks with regard to alternative
  and marked on the ship's side at                                   service conditions :
  amidships (Reg II-l/B/11)
                  CI
                  C2
                  C3                                                                           ;
This declaration is valid until                                                   ( date of next renewal
survey) in accordance with Article 10 of the Council Directive .../.. ./EC.
                             (Place of issue of certificate)                 (date of issue)
Issued
at                                                                               on                    19.
(Signature of official issuing the certificate)
and/or
(Seal of issuing authority) '.
If signed, the following paragraph is to be added:
The undersigned declares that he is duly authorized by the said Member State to
issue this declaration of compliance.
                                                                    (Signature)
                                                            3 k
 ---pagebreak---                                                                       ( Next page of Certificate)
                                     Renewal surveys :
This is to certify that at a renewal survey as required by Article 10 of the Council
Directive .../.../EC has been carried out and that the survey showed that the ship was
found to comply with all the relevant requirements of the Council Directive ../.. ./EC.
Place                                                      Date.
                               (Signature and/or Seal of issuing authority)
Place       -.                                             Date.
                              (Signature and/or Seal of issuing authority)
Place                                                     Date.
                              (Signature and/or Seal of issuing authority)
Place                                                     Date.
                              (Signature and/or Seal of issuing authority)
Place                                                     Date.
                              (Signature and/or Seal of issuing authority)
                                          4    !>_
 ---pagebreak---                                FINANCIAL STATEMENT
1 TITLE OF OPERATION                    Proposal for a Council Directive on Safety Rules
                                        and Standards for Passenger Ships.
2 BUDGET HEADING INVOLVED Part A (see §10)
3 LEGAL BASIS
  Achivements of Safety on Maritime Transport: Article 84 (2) of the Treaty linked with
  Article 75 (1) (c)
4 DESCRIPTION OF OPERATION
  4.1    General Objective
         The establishment of a common and harmonized set of safety standards for
         passenger ships engaged on domestic voyages.
  4.2    Period covered and arrangements for renewal
         indefinite
5 CLASSIFICATION OF EXPENDITURE OF REVENUE
  5.1    Non-compulsory expenditure
  5.2    Non-differentiated appropriations
6 TYPE OF EXPENDITURE OR REVENUE
  Administrative expenses
                                           5k
 ---pagebreak--- 7 FINANCIAL IMPACT on Part B (Operational Appropriations):
          NONE
8 FRAUD PREVENTION MEASURES
   Application of the procedures for inviting Member States' experts.
9 ELEMENTS OF COST-EFFECTIVENESS ANALYSIS
   9.1   Specific and quantified objectives; target population
         Enhancement of the protection of human live of European citizens by measures
         reducing the risks to which they are exposed when traveling on board of passenger
         ships engaged on domestic voyages, by ensuring that a safety level for domestic
         voyages is established equivalent to the one for international voyages.
   9.2   Monitoring and evaluation of the operation
         Monitoring and evaluation of the operation will be done by the yearly meeting of
         the Committee of Maritime Safety and by missions (see 10.3).
10      ADMINISTRATIVE EXPENDITURE (SECTION III, PART A OF THE
        BUDGET)
        Actual mobilization of the necessary administrative resources will depend on the
        Commission's annual decision on the allocation of resources , taking into account
        the number of staff and additional amounts authorized by the budgetary authority.
                                           /£-
 ---pagebreak---            10.1 Effect on the number of posts
  Type of post            Staff to be assigned to        Source                     Duration
                          managing the operation
                          Permanent         Temporary    Existing      Additional
                          posts             posts       resources in   resources
                                                        the DG or
                                                        department
                                                        concerned
  Officials or    A            2                               2                    indefinite
  temporary       B
  staff           C
  Other resources        xxxxxx
  Total                        2                               2
If additional resources are required, indicate the pace at which they will have to be made
available.
           10.2 Overall financial impact of additional human resources
                                                                       ECU
                                                  Amounts           Method of calculation
  Officials
  Temporary staff
  Other resources (indicate budget heading)
                                        Total
           10.3 Increase in other administrative expenditure as a result of the operation
                                                                              ECU
  Budget heading                                  Amounts            Method of calculation
  A 2510                                          20000 ECU *
  A 130                                           12000 ECU **
  Total                                           320000 ECU
*    The Committee of Maritime Security is already meeting for issues related to other EC
     Directives dealing with maritime safety. One additional 1-day meeting/year is valued
     necessary to discuss particular issues related to this proposal (travel expenses valued at
     20.000 ECU)
** Missions: 5 missions are esteemed to be necessary within EU for follow-up of the
      proposal. (Estimated annual expenses 12.000 ECU). Resources will be obtained by
      redeployment.
                                                  u-
 ---pagebreak---                               IMPACT ASSESSMENT FORM
                   THE IMPACT OF THE PROPOSAL ON BUSINESS
               with special reference to small and medium-sized enterprises
TITLE OF PROPOSAL :
Proposal for a Council Directive on Safety Rules and Standards for Passenger Ships.
REFERENCE NUMBER :
94/C060/02 (O.J. C60 of 28 February 1994)
The proposal
1.    Taking account of the principle of subsidiarity, why is Community legislation
      necessary in this area and what are its main aims?
      The obligation of the Community is the achievement of safety in maritime transport
      (Article 84(2) of the Treaty linked with Article 75(1 )(c)). The main aim of the
      proposal is the establishment of a common and harmonized set of safety standards for
      passenger ships engaged on domestic voyages, whereby harmonized safety rules for
      new ships will be introduced and a level playing field for existing ships of class A and
      of Class B having a length of 24 metres and above will be created.
      Referring to the principle of subsidiarity, it will be the responsibility of the Member
      States to ensure that an equivalent level of safety will be established for existing class
      C and D ships as well as for existing class B ships having a length of less than 24
      metres.
The impact on business
2.    Who will be affected by the proposal?
      - which sector of business?
      - which sizes of business?
      - are there particular geographical areas of the Community where these businesses are
        found ?
      The business sector which will be involved by this proposal are the shipping
      companies operating passenger ships engaged on domestic voyages to and from ports
      of the Member States. The majority of these companies are small and medium-sized
                                                     U-
 ---pagebreak--- enterprises, operating in a geographically limited area on domestic routes close to the
coast (Classes C and D). On the other hand some domestic routes are operated by
large companies, such as P&O and Stena Sealink in the Irish Sea and Finmare in the
Adriatic Sea (with 92 ships).
The information provided by Member States indicates that the total number of
passenger ships operated by these companies amounts to a few thousands, with a
particular high concentration in France, Italy, Spain and Greece.
There are no particular geographical areas within the Community where these
businesses can be found : in all Member States having a coastline passenger ships are
operating on domestic voyages. The number of ships is proportionate to the length of
the coastline, the number of ports as well as the number of islands in the territorial
waters.
What will businesses have to do to comply with the proposal?
For all new passenger ships to be built for domestic trade in Community waters, the
safety standards will have to be applied.
With regard to the classes of existing ships which have to comply with the technical
requirements of the Directive (existing class A and existing Class B with L> 24 m),
it is expected that some of them will have to undergo important constructional
changes, maily in order to comply with the fire protection and stability requirements.
Measures have been provided in the Directive to reduce the impact on the involved
business (see item 5 hereafter).
What economic effects is the proposal likely to have?
- on employment
- on investment and the creation of new businesses
- on the competitive position of businesses
With regard to the domestic shipping activities no impact on employment is expected.
As to the shipbuilding and shiprepair industry the proposal is believed to have a
beneficial impact, taking into account the above mentioned upgrading works to be
carried out on existing class A and B ships. The same applies for the impact on
investments.
The proposal is likely to have a substantial and beneficial impact on the competitive
position of business. By establishing a harmonized safety regime for all ships engaged
 on domestic voyages in Community waters, a level playing field will be created for
 all operators involved. Taking into account that maritime cabotage will be liberalized
 in the entire Community towards the end of the next decade, such a harmonized safety
 standard is necessary in order to avoid distortion of competition.
                                    3 L
 ---pagebreak---       Does the proposal contain measures to take account of the specific situation of small
      and medium sized firms (reduced or different requirements)?
      For the reasons explained in paragraph 3 above, the following specific measures have
      been introduced with regard to existing passenger ships:
           existing class C and D ships and existing class B ships having a length of less than
           24 metres have to comply with the safety requirements of the Member State
           (Subsidiarity principle)
           for existing class B ships having a length of more than 24 metres a phasing-in
           time schedule, similar to the one provided for in the international SOLAS
           Convention for ships engaged on international voyages, has been proposed (up to
          the year 2010 or 15 years after the date of construction). This measure must allow
           existing ships to complete their economical lifetime without the need for
          undergoing major upgrading transformations.
          existing Class A ships have to comply with the requirements of the International
           SOLAS Convention, because they are operating in the same sea areas (and hence
          subject to the same perils) as passenger ships engaged on international voyages to
          which the same Convention applies. As mentioned above the SOLAS Convention
          provides for a phasing-in timescale for existing ships to comply with new
          amendments to the Convention.
Consultation :
6.  List of the organizations which have been consulted about the proposal and outline of
    their main views.
    See enclosed list on organizations consulted. The industry expressed mainly their
    concern on the impact the proposal might have on existing passengers ships and called
    for special measures as contained in paragraph 5 above.
                                        yfc i
 ---pagebreak---                                  USTINDUSTRY
Capt. R. HOFSTEE
European Maritime Pilots Association (EMPA)
Isserdreed 45
NL - 3746 MAASLUIS
ABS Europe Ltd.
Att. Mr. M. MAHMOOD
ABS House
Frying Pan Alley 1
UK - LONDON El 7HR
EURACS Secretariat
Att. Mrs. G. HEINACHER
Germanischer Lloyd
Vorsetzen 32
P.O. Box 11 16 06
D - 2000 HAMBURG 11
R.I.N.A.
Att. Mr. A. TORTI
Via Corsica 12
1-16128 GENOVA
 Comité Syndical des Transports
 dans la Communauté européenne
 Att. Mr. DECILLELE
 rue de Pascale 22B
 B - 1040 BRUXELLES
 Capt. Brian TAYLER
 30 Great Guilford Street
 UK - LONDON SE1 OSH
 European Community Shipowners'
 Association (ECSA)
 Att. Mr. NORDSTROM
 rue Ducale 45
  B - 1000 BRUXELLES
                                   J* i
 ---pagebreak--- UNINAVE
Art. Mr.'J. ESTEBAN PEREZ
J. Hurtado de Mendoza 13 (709)
E - 28036 MADRID
UNINAVE
Att. Mr. P. MAFFIOLÏ
J. Hurtado de Mendoza 13 (709)_
E - 28036 MADRID
UNINAVE
Att. Mr. W. DIETENS
J. Hurtado de Mendoza 13 (709)
E - 28036 MADRID
                                yfl
 ---pagebreak---  ---pagebreak---  ---pagebreak---                                                                    ISSN 0254-1475
                                                             COM(96) 61 final
                                              DOCUMENTS
EN                                                                            07
                                     Catalogue number : CB-CO96-074-EN-C
                                                             ISBN 92-78-00632-7
Office for Official Publications of the European Communities
L-2985 Luxembourg
 ---documentbreak---                    COMMISSION OF THE EUROPEAN COMMUNITIES
                                                       Brussels,05.03.1996
                                                       COM(96)61 final 12
CORRIGENDUM
Au COM(96)61 final du 28.02 96.                     96/0041 (SYN)
Annule et remplace la page 21a de
la version EN.
                                         Proposal for a
                                    COUNCIL DIRECTIVE
                      on safety rules and standards for passenger ships
                               (presented by the Commission)
                                              Draft
                     DECISION OF THE EEA JOINT COMMITTEE
                                        No
                                 of
    amending Annex XIII (Chapter V) of the Agreement on the European Economic Area
   by adding Council Directive (.../.../EC) on safety rules and standards for passenger ships
                       - Draft common position of the Community -
                               (presented by the Commission)
 ---pagebreak---  ---pagebreak--- Proposai for a Council directive on safety rules and standards for passenger ships
The Council of the European Union,
Having regard to the Treaty establishing the European Community, and in particular Article
84 (2) thereof,
Having regard to the proposal from the Commission1 ,
In cooperation with the European Parliament2
Having regard to the opinion of the Economic and Social Committee3,
Acting in accordance with the procedure referred in Article 189 c of the Treaty4
Whereas Community action in the sector of maritime transport should aim at the
improvement of transport safety;
Whereas the Community is seriously concerned about the latest shipping casualties in which
passenger ships were involved resulting in a massive loss of life; whereas European citizens
and many others 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;
Whereas the provisions of Council Directive 83/391/CEE of 12 June 19895 on the
introduction of measures to encourage improvements in the safety and health of workers at
work and its relevant individual directives are fully applicable to the use of work equipment
and of personal protective equipment by workers at work on passenger ships engaged on
domestic voyages;
Whereas international conventions, in particular, the SOLAS Convention, lay down safety
standards in regulations for, inter alia, passenger vessels : however, many of such
regulations contain vague expressions interpreted differently by flag states and grant to each
flag state various possibilities to issue exemptions; furthermore, such conventions exclude
passenger ships and high speed passenger craft, when operating on domestic voyages, from
the scope of the standards established therein; these situations have led to Member States
establishing differing rules and standards for safety of passenger vessels, in particular for
those engaged on domestic voyages;
     OJC
     O.J. N* L 183 of 29.06.1989, p. 1
                                              21 G-
 ---pagebreak---                                                                   ISSN 0254-1475
                                                           COM(96) 61/2 final
                                              DOCUMENTS
EN                                                                            04
                                     Catalogue number : CB-CO-96-103-EN-C
                                                             ISBN 92-78-01342-0
Office for Official Publications of the European Communities
L-2985 Luxembourg