Väljaandja: Vabariigi Valitsus

Väljaandja: Vabariigi Valitsus

Akti liik: välisleping

Teksti liik: algtekst

Avaldamismärge: XX XX 2001, 22, 117

1974. a «Rahvusvahelise konventsiooni inimelude ohutusest merel» 1978. a protokoll

(õ)11.11.09 10:10

Protokolliosalised,

kes on 1. novembril 1974. a Londonis sõlmitud «Rahvusvahelise konventsiooni inimelude ohutusest merel» osalisriigid;

tunnistades nimetatud konventsiooni suurt mõju inimeste, laevade xx xxxx mereohutuse suurendamisele; tunnistades vajadust oluliselt suurendada laevade, eriti tankerite ohutust;

arvestades, et parim võimalus selle saavutamiseks on sõlmida 1974. a vastuvõetud «Rahvusvahelise konventsiooni inimelude ohutusest merel» protokoll,

on kokku leppinud järgmises.

Xxxxxxxx X. Üldkohustused

Protokolliosalised kohustuvad järgima protokolli ja xxxxx xxxx, mis on protokolli lahutamatu osa. Viide protokollile on ühtaegu viide selle lisale.

Artikkel II. Kohaldamisala

1. 1974. a «Rahvusvahelise konventsiooni inimelude ohutusest merel» artiklid II ja III (välja arvatud lõige a), artikkel IV, artikli VI lõiked b, cja dning artiklid VII ja VIII on protokolli (edaspidi 1974. a konventsiooni 1978. a protokoll) lisatud, arvestades, et viited konventsiooni artiklitele ja osalisriigi valitsusele tähendavad viidet protokollile ja protokolliosalistele.

2. Laev, millele protokolli kohaldatakse, peab vastama konventsiooni nõuetele. Nimetatud laeva kohta kehtivad ka protokolliga kehtestatud muudatused.

3. Laevale, mis kannab selle riigi lippu, kes ei ole konventsiooni protokolli osaline, kohaldavad protokolliosalised konventsiooni xx xxxxx protokolli nõudeid niivõrd, kuivõrd on välistatud selliste laevade eelistamine.

Artikkel III. Informatsiooni edastamine

Protokolliosalised kohustuvad teiste osalisriikide ametiisikute teavitamiseks andma Rahvusvahelise Mereorganisatsiooni (edaspidi organisatsioon)peasekretärile hoiule nende nimetatud ülevaatajate või tunnustatud organisatsioonide nimekirja, kes on valitsuse nimel volitatud rakendama abinõusid inimeste mereohutuse tagamiseks. Osalisriigi valitsus on kohustatud organisatsioonile teatama, missugused kohustused ta delegeerib nimetatud ülevaatajatele või tunnustatud organisatsioonidele.

Artikkel IV. Allakirjutamine, ratifitseerimine, vastuvõtmine, kinnitamine ja ühinemine

1. Protokoll on allakirjutamiseks avatud organisatsiooni peakorteris alates 1. juunist 1978 kuni 1. märtsini 1979. Pärast seda on protokoll avatud ühinemiseks. Selle artikli lõike 3 kohaselt saab riik protokolliosaliseks:

(a) sellele ratifitseerimis-, vastuvõtmis- või kinnitamisreservatsioonita alla kirjutades;

(b) sellele alla kirjutades ning seejärel protokolli ratifitseerides, vastu võttes või kinnitades või

(c) sellega ühinedes.

2. Ratifitseerimine, vastuvõtmine, kinnitamine või ühinemine jõustub, kui asjakohane dokument on antud hoiule organisatsiooni peasekretärile.

3. Protokolli võib reservatsioonideta alla kirjutada, ratifitseerida, vastu xxxxx või kinnitada või sellega võib ühineda üksnes riik, kes on konventsiooni reservatsioonideta alla kujutanud, ratifitseerinud, vastu võtnud või kinnitanud või kes on sellega reservatsioonideta ühinenud.

Artikkel V. Jõustumine

1. Protokoll jõustub kuue kuu möödumisel päevast, mil vähemalt viisteist riiki, xxxxx kaubalaevastiku kogumahutavus on vähemalt 50% maailma kaubalaevastiku kogumahutavusest, on saanud protokolli osaliseks protokolli artikli IV kohaselt. Protokoll ei jõustu enne konventsiooni jõustumist.

2. Pärast protokolli jõustumise kuupäeva esitatud ratifitseerimis-, vastuvõtnus-, kinnitamis- või ühinemiskiri jõustub selle hoiuleandmisest alates kolme kuu pärast.

3. Xxx xxxx esitab ratifitseerimis-, vastuvõtmis-, kinnitamis- või ühinemiskirja pärast konventsiooni artikli VIII kohase muudatuse jõustumise kuupäeva, on riik ühinenud muudetud protokolliga.

Artikkel VI. Denonsseerimine

1. Protokolliosaline võib protokolli denonsseerida, kui tema suhtes protokolli jõustumise kuupäevast on möödunud viis aastat.

2. Denonsseerimine toimub asjakohase xxxxx hoiuleandmisega organisatsiooni peasekretärile.

3. Denonsseerimine jõustub ühe aasta möödudes päevast, mil organisatsiooni peasekretär on denonsseerimisteate kätte saanud, või aja möödudes, mis on märgitud denonsseerimisteates.

4. Konventsiooni denonsseerimisega denonsseeritakse ka protokoll.

Artikkel VII. Xxxxxx andmine

1. Protokoll antakse hoiule organisatsiooni peasekretärile (edaspidi depositaar).

2. Depositaar:

(a) teeb protokollile alla kirjutanud või sellega ühinenud riikidele teatavaks:

(i) iga allakirjutamise või ratifitseerinus-, vastuvõtmis-, kinnitamis- või ühinemiskirja hoiuleandmise ning allakirjutamise või hoiuleandmise kuupäeva;

(ii) protokolli jõustumise kuupäeva;

(iii) protokolli denonsseerimise xxxxx ning selle saamise kuupäeva ja protokolli denonsseerimise jõustumise kuupäeva;

(b) saadab protokolli tõestatud koopia protokollile alla kirjutanud või sellega ühinenud riikidele.

3. Kui protokoll on jõustunud, saadab depositaar selle tõestatud koopia Ühinenud Rahvaste Organisatsiooni sekretariaadile registreerimiseks ja avaldamiseks Ühinenud Rahvaste Organisatsiooni põhikirja artikli 102 kohaselt.

Artikkel VIII. Keeled

Protokoll on koostatud ühes eksemplaris hiina, hispaania, inglise, prantsuse xx xxxx keeles. Kõik tekstid on võrdselt autentsed. Koostatakse araabia-, itaalia- ja saksakeelne ametlik xxxxx xx need antakse hoiule koos allkirjastatud originaaliga.

Selle kinnituseks on oma valitsuse täievolilised esindajad protokollile alla kirjutanud.

Koostatud veebruarikuu seitsmeteistkümnendal päeval tuhande üheksasaja seitsmekümne kaheksandal aastal Londonis.

CONSOLIDATED TEXT OF THE ANNEX TO THE 1974 SOLAS CONVENTION

Chapter I GENERAL PROVISIONS

Part A. APPLICATION, DEFINITIONS, ETC.

Regulation 1. Application

(a) Unless expressly provided otherwise, the present regulations apply only to ships engaged on international voyages.

(b) The classes of ships to which each chapter applies are more precisely defined, and the extent of the application is shown, in each chapter.

Regulation 2. Definitions

For the purpose of the present Regulations, unless expressly provided otherwise:

(a) Regulationsmeans the Regulations contained in the Annex to the present Convention.

(b) Administrationmeans the Government of the State whose flag the ship is entitled to fly.

(c) Approvedmeans approved by the Administration.

(d) International voyagemeans a voyage from a country to which the present Convention applies to a port outside such country, or conversely.

(e) A passengeris 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.

(f) A passenger shipis a ship which carries more than twelve passengers.

(g) A cargo shipis any ship which is not a passenger ship.

(h) A tankeris a cargo ship constructed or adapted for the carriage in bulk of liquid cargoes of an inflammable* nature.

(i) A fishing vesselis a vessel used for catching fish, whales, seals, walrus or other living resources of the sea.

(j) A nuclear shipis a ship provided with a nuclear power plant.

(k) New shipmeans a ship the keel of which is laid or which is at a similar stage of construction on or after the date of coming into force of the present Convention.

(l) Existing shipmeans a ship which is not a new ship.

(m) A mileis 1,852 metres or 6,080 feet.

(n) Age of a ship means the elapsed period of time determined from the year of build as indicated on the ship’s registry papers.

* “Inflammable” has the same meaning as “flammable”.

Regulation 3. Exceptions

(a) The present Regulations, unless expressly provided otherwise, do not apply to:

(i) Ships of war and troopships.

(ii) Cargo ships of less than 500 tons gross tonnage.

(iii) Ships not propelled by mechanical means.

(iv) Wooden ships of primitive build.

(v) Pleasure yachts not engaged in trade.

(vi) Fishing vessels.

(b) Except as expressly provided in Chapter V, nothing herein shall apply to ships solely navigating the Great Lakes of North America and the River St. Xxxxxxxx as far east as a straight line drawn from Cap des Rosiers to West Point, Anticosti Island and, on the north side of Anticosti Island, the 63rd Meridian.

Regulation 4. Exemptions1

(a) A ship which is not normally engaged on international voyages but which, in exceptional circumstances, is required to undertake a single international voyage may be exempted by the Administration from any of the

requirements of the present Regulations provided that it complies with safety requirements which are adequate in the opinion of the Administration for the voyage which is to be undertaken by the ship.

(b) The Administration may exempt any ship which embodies features of a novel kind from any of the provisions of chapters II-1, II-2, III and IV of these regulations the application of which might seriously impede research into the development of such features and their incorporation in ships engaged on international voyages. Any such ship shall, however, comply with safety requirements which, in the opinion of that Administration, are adequate for the service for which it is intended and are such as to ensure the overall

safety of the ship and which are acceptable to the Governments of the States to be visited by the ship. The

Administration which allows any such exemption shall communicate to the Organization particulars of same and the reasons therefor which the Organization shall circulate to the Contracting Governments for their information.

1Refer to SLS.14/Circ.115 on the issue of exemption certificates under the 1974 SOLAS Convention and amendments thereto.

Regulation 5. Equivalents

(a) Where the present regulations require that a particular fitting, material, appliance or apparatus, or type thereof, shall be fitted or carried in a ship, or that any particular provision shall be made, the Administration may allow any other fitting, material, appliance or apparatus, or type thereof, to be fitted or carried, or any other provision to be made in that ship, if it is satisfied by trial thereof or otherwise that such fitting, material, appliance or apparatus, or type thereof, or provision, is at least as effective as that required by the present regulations.

(b) Any Administration which so allows, in substitution, a fitting, material, appliance or apparatus, or type thereof, or provision, shall communicate to the Organization particulars thereof together with a report on any trials made and the Organization shall circulate such particulars to other Contracting Governments for the information of their officers.

Part B. SURVEYS AND CERTIFICATES

Regulation 6P. Inspection and survey1

(a) The inspection and survey of ships, so far as regards the enforcement of the provisions of the present regulations and the granting of exemptions therefrom, shall be carried out by officers of the Administration. The Administration may, however, entrust the inspections and surveys either to surveyors nominated for the purpose or to organizations recognized by it.

(b) The Administration shall institute arrangements for unscheduled inspections to be carried out during the period of validity of the certificate. Such inspections shall ensure that the ship and its equipment remain in all respects satisfactory for the service for which the ship is intended. These inspections may be carried out by the Administration’s own inspection services, or by nominated surveyors, or by recognized organizations, or by other Parties upon request of the Administration. Where the Administration, under the provisions of

regulations 8 and 10 of this chapter, establishes mandatory annual surveys, the above unscheduled inspections shall not be obligatory.

(c) An Administration nominating surveyors or recognizing organizations to conduct inspections and surveys as set forth in paragraphs (a) and (b) shall as a minimum empower any nominated surveyor or recognized organization to:

(i) require repairs to a ship, and

(ii) carry out inspections and surveys if requested by the appropriate authorities of a port State.

The Administration shall notify the Organization of the specific responsibilities and conditions of the authority delegated to nominated surveyors or recognized organizations.

(d) When a nominated surveyor or recognized organization determines that the condition of the ship or its equipment does not correspond substantially with the particulars of the certificate or is such that the ship is not fit to proceed to sea without danger to the ship, or persons on board, such surveyor or organization shall immediately ensure that corrective action is taken and shall in due course notify the Administration. If such corrective action is not taken the relevant certificate should be withdrawn and the Administration shall be notified immediately; and, if the ship is in the port of another Party, the appropriate authorities of the port State shall also be notified immediately. When an officer of the Administration, a nominated surveyor or recognized organization has notified the appropriate authorities of the port State, the Government of the port State concerned shall give such officer, surveyor or organization any necessary assistance to carry out their

obligations under this regulation. When applicable, the Government of the port State concerned shall ensure that the ship shall not sail until it can proceed to sea, or leave port for the purpose of proceeding to the appropriate repair yard, without danger to the ship or persons on board.

(e) In every case, the Administration shall fully guarantee the completeness and efficiency of the inspection and survey, and shall undertake to ensure the necessary arrangements to satisfy this obligation.

1Reference is made to the Guidelines on Mandatory Annual Surveys, Unscheduled Inspections of all Cargo Ships as well as Intermediate Surveys on Tankers of Ten Years of Age and Over, under the Protocol of 1978 relating to the International Convention for the Safety of Life at Sea, 1974 (resolution A.413(XI) as amended by resolution A.465(XII)).

Regulation 7. Surveys of passenger ships

(a) A passenger ship shall be subjected to the surveys specified below:

(i) A survey before the ship is put in service.

(ii) A periodical survey once every twelve months.

(iii) Additional surveys, as occasion arises.

(b) The surveys referred to above shall be carried out as follows:

(i) The survey before the ship is put in service shall include a complete inspection of its structure, machinery and equipment, including the outside of the ship’s bottom and the inside and outside of the boilers. This survey shall be such as to ensure that the arrangements, material, and scantlings of the structure, boilers and other pressure vessels and their appurtenances, main and auxiliary machinery, electrical installation, radio installations including those used in life-saving appliances, fire protection, fire safety systems and appliances, life-saving appliances and arrangements, shipborne navigational equipment, nautical publications, means of embarkation for pilots and other equipment, fully comply with the requirements of the present regulations, and of the laws, decrees, orders and regulations promulgated as a result thereof by the Administration for ships of the service

for which it is intended. The survey shall also be such as to ensure that the workmanship of all parts of the ship and its equipment is in all respects satisfactory, and that the ship is provided with the lights, shapes, means

of making sound signals and distress signals as required by the provisions of the present regulations and the International Regulations for Preventing Collisions at Sea in force.

(ii) The periodical survey shall include an inspection of the structure, boilers and other pressure vessels, machinery and equipment, including the outside of the ship’s bottom. The survey shall be such as to ensure that the ship, as regards the structure, boilers and other pressure vessels and their appurtenances, main and auxiliary machinery, electrical installation, radio installation, radiotelegraph installations in motor lifeboats, portable radio apparatus for survival craft, life-saving appliances, fire-protection, fire-detecting and extinguishing appliances, radar, echo-sounding device, gyro-compass, pilot ladders, mechanical pilot hoists and other equipment, is in satisfactory condition and fit for the service for which it is intended, and that it complies with the requirements of the present regulations, and of the laws, decrees, orders and regulations promulgated as a result thereof by

the Administration. The lights, shapes and means of making sound signals and the distress signals carried by the ship shall also be subject to the above-mentioned survey for the purpose of ensuring that they comply with the requirements of the present regulations and of the International Regulations for Preventing Collisions at Sea in force.

(iii) A survey either general or partial, according to the circumstances, shall be made after a repair resulting from investigations prescribed in regulation 11 of this chapter, or whenever any important repairs or renewals are made. The survey shall be such as to ensure that the necessary repairs or renewals have been effectively made, that the material and workmanship of such repairs or renewals are in all respects satisfactory, and that the ship complies in all respects with the provisions of the present regulations and of the International Regulations for Preventing Collisions at Sea in force, and of the laws, decrees, orders and regulations promulgated as a result thereof by the Administration.P

(c) (i)The laws, decrees, orders and regulations referred to in paragraph (b) of this regulation shall be in all respects such as to ensure that, from the point of view of safety of life, the ship is fit for the service for which it is intended.

(ii) They shall among other things prescribe the requirements to be observed as to the initial and subsequent hydraulic or other acceptable alternative tests to which the main and auxiliary boilers, connections, steam pipes, high pressure receivers, and fuel tanks for internal combustion engines are to be submitted including the test procedures to be followed and the intervals between two consecutive tests.

Regulation 8P. Surveys of life-saving appliances and other equipment of cargo ships

(a) The life-saving appliances and arrangements (except radio installations), the shipborne navigational equipment and the fire safety systems and appliances of cargo ships of 500 tons gross tonnage and upwards to which chapters II-1, II-2, III and V apply, shall be subject to initial and subsequent surveys as prescribed for passenger ships in regulation 7 of this chapter with the substitution of 24 months for 12 months in

subparagraph (a)(II) of that regulation. The fire control plans in new ships and means of embarkation of pilots, nautical publications, lights, shapes and means of making sound signals carried by new and existing ships shall be included in the surveys for the purpose of ensuring that they comply fully with the requirements of the present regulations and, where applicable, the International Regulations for Preventing Collisions at Sea in

force.1

(b) Intermediate surveys shall be made for tankers of ten years of age and over, within three months before or after the anniversary date of the Cargo Ship Safety Equipment Certificate, to ensure that equipment specified in paragraph (a) of this regulation has been maintained in accordance with regulation 11 of this chapter and that it is in good working condition. Such intermediate surveys shall be endorsed on the Cargo Ship Safety Equipment

Certificate issued in accordance with regulation 12(a)(iii) of this chapter.2

1Reference is made to the Record of approved cargo ship safety equipment (SLS.14/Circ.1).

2Reference is made to the Guidelines on Mandatory Annual Surveys, Unscheduled Inspections of all Cargo Ships as well as Intermediate Surveys on Tankers of Ten Years of Age and Over, under the Protocol of 1978 relating to the International Convention for the Safety of Life at Sea, 1974 (resolution A.413(XI) as amended by resolution A.465(XII)).

Regulation 9. Surveys of radio installations of cargo ships

The radio installations of cargo ships, including those used in life-saving appliances, to which chapters III

and IV apply, shall be subject to initial and subsequent surveys as provided for passenger ships in regulation 7 of this chapter.

Regulation 10P. Surveys of hull, machinery and equipment of cargo ships

(a) The hull, machinery and equipment (other than items in respect of which Cargo Ship Safety Equipment Certificates or Cargo Ship Safety Radio Certificates are issued) of a cargo ship shall be surveyed on completion and thereafter in such a manner as the Administration may consider necessary in order to ensure that their condition is in all respects satisfactory and at the following intervals:

(i) at intervals specified by the Administration but not exceeding five years (periodical surveys);

(ii) in addition to such periodical surveys a tanker of ten years of age and over shall undergo a minimum of one

intermediate survey during the period of validity of its Cargo Ship Safety Construction Certificate.1In cases where only one such intermediate survey is carried out in any one certificate validity period, it shall be held not before six months prior to, nor later than six months after, the half-way date of the certificate’s period of validity.

(b) The initial and periodical survey shall be such as to ensure that the arrangements, material and scantlings of the structure, boilers and other pressure vessels, their appurtenances, main and auxiliary machinery including steering gear and associated control systems, electrical installation and other equipment are in all respects satisfactory for the service for which the ship is intended. Such surveys shall, in the case of tankers, also include inspection of the outside of the ship’s bottom, pump-rooms, cargo and bunker piping systems, vent piping, pressure vacuum valves and flame screens.

(c) The intermediate survey of tankers of ten years of age and over shall include inspection of steering gear equipment and associated control systems, pump-rooms, cargo and bunker piping systems on deck and in pump-rooms, vent piping, pressure vacuum valves and flame screens, the electrical installations in dangerous

zones, and the outside of the ship’s bottom.2In addition to the visual inspection of the electrical installation, the insulation resistance of the electrical equipment in dangerous zones is to be tested. If, upon examination,

there should be any doubt as to the condition of the piping, extra measures, such as pressure tests and thickness determination, shall be taken as necessary. Such intermediate surveys shall be endorsed on the Cargo Ship Safety Construction Certificate issued in accordance with regulation 12(a)(ii) of this chapter.

(d) A survey, either general or partial according to the circumstances, shall be made when required after an investigation prescribed in regulation 11 of this chapter, or whenever any important repairs or renewals are made. The survey shall be such as to ensure that the necessary repairs or renewals have been effectively made, that the material and workmanship of such repairs or renewals are in all respects satisfactory, and that the ship is fit to proceed to sea without danger to the ship or persons on board.

1Reference is made to the Guidelines on Mandatory Annual Surveys, Unscheduled Inspections of all Cargo Ships as well as Intermediate Surveys on Tankers of Ten Years of Age and Over, under the Protocol of 1978 relating to the International Convention for the Safety of Life at Sea, 1974 (resolution A.413(XI) as amended by resolution A.465(XII)).

2Reference is made to the circular concerning inspection of the outside of the ship’s bottom (PSLS.2/Circ.5).

Regulation 11P. Maintenance of conditions after survey

(a) The condition of the ship and its equipment shall be maintained to conform with the provisions of the present regulations to ensure that the ship in all respects will remain fit to proceed to sea without danger to the ship or persons on board.

(b) After any survey of the ship under regulations 6, 7, 8, 9 or 10 of this chapter has been completed, no change shall be made in the structural arrangement, machinery, equipment and other items covered by the survey, without the sanction of the Administration.

(c) Whenever an accident occurs to a ship or a defect is discovered, either of which affects the safety of the ship or the efficiency or completeness of its life-saving appliances or other equipment, the master or owner of the ship shall report at the earliest opportunity to the Administration, the nominated surveyor or recognized organization responsible for issuing the relevant certificate, who shall cause investigations to be initiated to determine whether a survey, as required by regulations 6, 7, 8, 9 or 10 of this chapter, is necessary. If the ship is in a port of another Party, the master or owner shall also report immediately to the appropriate authorities of the port State and the nominated surveyor or recognized organization shall ascertain that such a report has been made.

Regulation 12. Issue of certificates1

(a) (i) A certificate called a Passenger Ship Safety Certificate shall be issued after inspection and survey to a passenger ship which complies with the requirements of chapters II-1, II-2, III and IV and any other relevant requirements of the present regulations.

(ii) A certificate called a Cargo Ship Safety Construction Certificate2shall be issued after survey to a cargo ship which satisfies the requirements for cargo ships on survey set out in regulation 10 of this chapter and complies

with the applicable requirements of chapters II-1 and II-2 other than those relating to fire-extinguishing appliances and fire control plans.

(iii) A certificate called a Cargo Ship Safety Equipment Certificate2shall be issued after inspection to a cargo ship which complies with the relevant requirements of chapters II-1, II-2 and III and any other relevant requirements of the present regulations.

(iv) A certificate called a Cargo Ship Safety Radio Certificate shall be issued to a cargo ship which complies with the requirements of chapter IV and any other relevant requirements of the present regulations.

(v) The Passenger Ship Safety Certificate, the Cargo Ship Safety Equipment Certificate and the Cargo Ship Safety Radio Certificate, referred to in subparagraphs (i), (iii) and (iv), shall be supplemented by a Record of Equipment adopted by the Conference of Contracting Governments to the International Convention for the Safety of Life at Sea, 1974 on the Global Maritime Distress and Safety System, 1988, by resolution 2 as it may be amended.

(vi) When an exemption is granted to a ship under and in accordance with the provisions of the present regulations, a certificate called an Exemption Certificate shall be issued in addition to the certificates prescribed in this paragraph.

(vii) Passenger Ship Safety Certificates, Cargo Ship Safety Construction Certificates, Cargo Ship Safety Equipment Certificates, Cargo Ship Safety Radio Certificates and Exemption Certificates shall be issued either by the Administration or by any person or organization duly authorized by it. In every case, that Administration assumes full responsibility for the certificate.

(b) Notwithstanding any other provisions of the present Convention, any certificate which is issued under, and in accordance with, the provisions of the Convention and which is current on 1 February 1992 shall remain valid until it expires.

(c) A Contracting Government shall not issue certificates under, and in accordance with, the provisions of the International Convention for the Safety of Life at Sea, 1960, 1948 or 1929, after the date on which acceptance of the present Convention by the Government takes effect.

1Reference is made to the circular relating to requests by Parties to the 1978 SOLAS Protocol to Contracting Governments to the 1974 SOLAS Convention which are non-Parties to the Protocol to carry out safety radio surveys (PSLS.2/Circ.3).

2Reference is made to the circular concerning issue of supplements and attachments (PSLS.2/Circ.1).

Regulation 13. Issue of certificate by another Government

A Contracting Government1may, at the request of the Administration, cause a ship to be surveyed and, if satisfied that the requirements of the present regulations are complied with, shall issue certificates to the ship in accordance with the present regulations. Any certificate so issued must contain a statement to the effect that it has been issued at the request of the Government of the State whose flag the ship is or will be entitled to fly and it shall have the same force and receive the same recognition as a certificate issued under regulation 12 of this chapter.

1Refer to the circular relating to requests by Parties to the SOLAS Protocol 1978 to Contracting Governments to SOLAS 1974 which are non-Parties to the Protocol to carry out safety radio surveys (PSLS.2/Circ.3).

Regulation 14. Duration and validity of certificates1

(a) Certificates other than the Cargo Ship Safety Construction Certificate, the Cargo Ship Safety Equipment Certificate and any Exemption Certificate shall be issued for a period not exceeding 12 months. The Cargo Ship Safety Construction Certificate shall be issued for a period not exceeding five years. The Cargo Ship Safety Equipment Certificate shall be issued for a period not exceeding 24 months. Exemption Certificates shall not be valid for longer than the period of the certificates to which they refer.

(b) No extension of the five-year period of validity of the Cargo Ship Safety Construction Certificate shall be permitted.

(c) If a survey takes place within two months before the end of the period for which a Cargo Ship Safety Radio Certificate issued in respect of cargo ships of 300 tons gross tonnage and upwards, but less than 500 tons gross tonnage, was originally issued, that certificate may be withdrawn, and a new certificate may be issued which shall expire 12 months after the end of the said period.

(d) If the ship at the time when a certificate, other than that referred to in paragraph (b) of this regulation, expires is not in a port of the State whose flag it is entitled to fly or in which it is to be surveyed, the Administration may extend the certificate, but such extension shall be granted only for the purpose of allowing the ship to complete its voyage to the State whose flag it is entitled to fly or in which it is to be surveyed, and then only in cases where it appears proper and reasonable to do so.

(e) No certificate shall be extended under the provisions of paragraph (d) of this regulation for a longer period than five months, and a ship to which an extension is granted shall not, on its arrival in the State whose flag it is entitled to fly or the port in which it is to be surveyed, be entitled by virtue of such extension to leave that port or State without having obtained a new certificate.

(f) A certificate, other than that referred to in paragraph (b) of this regulation, which has not been extended under the foregoing provisions of this regulation, may be extended by the Administration for a period of grace up to one month from the date of expiry stated on it.

(g) A certificate shall cease to be valid:

(i) if the inspections and surveys are not carried out within the periods specified under regulations 7(a), 8, 9 and 10(a) of this chapter or as they may have been extended in accordance with paragraphs (d), (e) or (f) of this regulation, or

(ii) upon transfer of the ship to the flag of another Government. A new certificate shall only be issued when the Government issuing the new certificate is fully satisfied that the ship is in compliance with the requirements

of regulation 11(a) and (b) of this chapter. In the case of a transfer between Parties, if requested within three months after the transfer has taken place, the Government of the Party whose flag the ship was formerly entitled to fly shall, as soon as possible, transmit to the Administration copies of the certificates carried by the ship before the transfer and, if available, copies of the relevant survey reports.

1Reference is made to the circular relating to re-validation of certificates issued under the 1974 SOLAS Convention as modified by the 1978 SOLAS Protocol (PSLS.2/Circ.7).

Regulation 15. Form of certificates

(a) All certificates shall be drawn up in the official language or languages of the country by which they are issued.

(b) The form of the certificates shall be that of the models given in the appendix to the present regulations. The arrangement of the printed part of the model certificates shall be exactly reproduced in the certificates issued, or in certified copies thereof, and the particulars inserted in the certificates issued, or in certified copies thereof, shall be in Roman characters and Arabic figures.

Regulation 16. Posting up of certificates

All certificates or certified copies thereof issued under the present regulations shall be posted up in a prominent and accessible place in the ship.

Regulation 17. Acceptance of certificates

Certificates issued under the authority of a Contracting Government shall be accepted by the other Contracting Governments for all purposes covered by the present Convention. They shall be regarded by the other Contracting Governments as having the same force as certificates issued by them.

Regulation 18. Qualification of certificates

(a) If in the course of a particular voyage a ship has on board a number of persons less than the total number stated in the Passenger Ship Safety Certificate and is in consequence, in accordance with the provisions of the present regulations, free to carry a smaller number of lifeboats and other life-saving appliances than that stated in the certificate, an annex may be issued by the Government, person or organization referred to in regulation 12 or 13 of this chapter.

(b) This annex shall state that in the circumstances there is no infringement of the provisions of the present regulations. It shall be annexed to the certificate and shall be substituted for it in so far as the life-saving appliances are concerned. It shall be valid only for the particular voyage for which it is issued.

Regulation 19.P Control1

(a) Every ship when in a port of another Party is subject to control by officers duly authorized by such Government in so far as this control is directed towards verifying that the certificates issued under regulation 12 or regulation 13 of this chapter are valid.

(b) Such certificates, if valid, shall be accepted unless there are clear grounds for believing that the condition of the ship or of its equipment does not correspond substantially with the particulars of any of the certificates or that the ship and its equipment are not in compliance with the provisions of regulation 11(a) and (b) of this chapter.

(c) In the circumstances given in paragraph (b) of this regulation or where a certificate has expired or ceased to be valid, the officer carrying out the control shall take steps to ensure that the ship shall not sail until it can proceed to sea or leave the port for the purpose of proceeding to the appropriate repair yard without danger to the ship or persons on board.

(d) In the event of this control giving rise to an intervention of any kind, the officer carrying out the control shall forthwith inform, in writing, the Consul or, in his absence, the nearest diplomatic representative of the State whose flag the ship is entitled to fly of all the circumstances in which intervention was deemed necessary. In addition, nominated surveyors or recognized organizations responsible for the issue of the certificates shall also be notified. The facts concerning the intervention shall be reported to the Organization.

(e) The port State authority concerned shall notify all relevant information about the ship to the authorities of the next port of call, in addition to parties mentioned in paragraph (d) of this regulation, if it is unable to take action as specified in paragraphs (c) and (d) of this regulation or if the ship has been allowed to proceed to the next port of call.

(f) When exercising control under this regulation all possible efforts shall be made to avoid a ship being unduly detained or delayed. If a ship is thereby unduly detained or delayed it shall be entitled to compensation for any loss or damage suffered.

1Reference is made to Procedures for the Control of Ships (resolution A.466(XII)).

Regulation 20. Privileges

The privileges of the present Convention may not be claimed in favour of any ship unless it holds appropriate valid certificates.

Part C. CASUALTIES

Regulation 21. Casualties

(a) Each Administration undertakes to conduct an investigation of any casualty occurring to any of its ships subject to the provisions of the present Convention when it judges that such an investigation may assist in

determining what changes in the present regulations might be desirable.1

(b) Each Contracting Government undertakes to supply the Organization with pertinent information concerning the findings of such investigations. No reports or recommendations of the Organization based upon such information shall disclose the identity or nationality of the ships concerned or in any manner fix or imply responsibility upon any ship or person.

1Reference is made to the recommendations on “Exchange of information for investigations into marine casualties” and on “Personnel and material resource needs of Administrations for the investigation of casualties and contraventions of conventions” adopted by the Organization by resolutions A.440(XI) and A.442(XI).

Chapter II-1

CONSTRUCTION – STRUCTURE, SUBDIVISION AND STABILITY, MACHINERY AND ELECTRICAL INSTALLATIONS

Part A. GENERAL

Regulation 1. Application

1.1. Unless expressly provided otherwise, this chapter shall apply to ships the xxxxx of which are laid or which are at a similar stage of construction on or after 1 July 1986.

1.2. For the purpose of this chapter, the term a similar stage of constructionmeans the stage at which:

.1 construction identifiable with a specific ship begins; and

.2 assembly of that ship has commenced comprising at least 50 tonnes or one per cent of the estimated mass of all structural material, whichever is less.

1.3. For the purpose of this chapter:

.1 the expression ships constructedmeans “ships the xxxxx of which are laid or which are at a similar stage of construction”;

.2 the expression all shipsmeans “ships constructed before, on or after 1 July 1986”;

.3 a cargo ship, whenever built, which is converted to a passenger ship shall be treated as a passenger ship constructed on the date on which such a conversion commences.

2. Unless expressly provided otherwise, for ships constructed before 1 July 1986 the Administration shall ensure that the requirements which are applicable under chapter II-1 of the International Convention for the Safety of Life at Sea, 1974, as amended by resolution MSC.1(XLV), are complied with.

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

1 July 1986 shall, as a rule, comply with the requirements for ships constructed on or after that date to at least

the same extent as they did before undergoing such repairs, alterations, modifications or outfitting. Repairs, alterations and modifications of a major character and outfitting related thereto shall meet the requirements for ships constructed on or after 1 July 1986 in so far as the Administration deems reasonable and practicable.

3.2. Notwithstanding the provisions of paragraph 3.1, passenger ships which undergo repairs, alterations and modifications to meet the requirements of regulation 8-1 shall not be deemed to have undergone repairs, alterations or modifications of a major character.

4. The Administration of a State may, if it considers that the sheltered nature and conditions of the voyage are such as to render the application of any specific requirements of this chapter unreasonable or unnecessary, exempt from those requirements individual ships or classes of ships entitled to fly the flag of that State which, in the course of their voyage, do not proceed more than 20 miles from the nearest land.

5. In the case of passenger ships which are employed in special trades for the carriage of large numbers of special trade passengers, such as the pilgrim trade, the Administration of the State whose flag such ships are entitled to fly, if satisfied that it is impracticable to enforce compliance with the requirements of this chapter, may exempt such ships from those requirements, provided that they comply fully with the provisions of:

.1 the rules annexed to the Special Trade Passenger Ships Agreement, 1971; and

.2 the rules annexed to the Protocol on Space Requirements for Special Trade Passenger Ships, 1973.

Regulation 2. Definitions

For the purpose of this chapter, unless expressly provided otherwise:

1.1. Subdivision load lineis a waterline used in determining the subdivision of the ship.

1.2. Deepest subdivision load lineis the waterline which corresponds to the greatest draught permitted by the subdivision requirements which are applicable.

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

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

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

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

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

7. Permeability of a spaceis 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.

8. Machinery spaceis 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, boilers serving the needs of propulsion, and all permanent coal bunkers. In the case of unusual arrangements, the Administration may define the limits of the machinery spaces.

9. Passenger spacesare those spaces which are provided for the accommodation and use of passengers, excluding baggage, store, provision and mail rooms. For the purposes of regulations 5 and 6, spaces provided below the margin line for the accommodation and use of the crew shall be regarded as passenger spaces.

10. In all cases volumes and areas shall be calculated to moulded lines.

11. Weathertightmeans that in any sea conditions water will not penetrate into the ship.

12. An oil tankeris the oil tanker defined in regulation 1 of Annex I of the Protocol of 1978 relating to the International Convention for the Prevention of Pollution from Ships, 1973.

13. Ro-ro passenger shipmeans a passenger ship with ro-ro cargo spaces or special category spaces defined in regulation II-2/3.1

Regulation 3. Definitions relating to parts C, D and E

For the purpose of parts C, D and E, unless expressly provided otherwise:

1. Steering gear control systemis 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 gearis 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.

3. 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.

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

5. 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.

6. 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.

7. 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 conditions.

8. 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.

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

10. 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.

11. 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.

12. 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.

13. Power actuating system is the hydraulic equipment provided for supplying power to turn the rudder stock, 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.

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

15. 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.

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

17. Machinery spaces of category A are those spaces and trunks to such spaces which contain:

.1 internal combustion machinery used for main propulsion; or

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

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

18. 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.

19. Chemical tanker is a cargo ship constructed or adapted and used for the carriage in bulk of any liquid product listed in either:

.1 chapter 17 of the International Code for the Construction and Equipment of Ships Carrying Dangerous Chemicals in Bulk adopted by the Maritime Safety Committee by resolution MSC.4(48) hereinafter referred to as “the International Bulk Chemical Code”, as may be amended by the Organization; or

.2 chapter VI of the Code for the Construction and Equipment of Ships Carrying Dangerous Chemicals in Bulk adopted by the Assembly of the Organization by resolution A.212(VII), hereinafter referred to as “the Bulk Chemical Code”, as has been or may be amended by the Organization;

whichever is applicable.

20. Gas carrier is a cargo ship constructed or adapted and used for the carriage in bulk of any liquefied gas or other products listed in either:

.1 chapter 19 of the International Code for the Construction and Equipment of Ships Carrying Liquefied Gases in Bulk adopted by the Maritime Safety Committee by resolution MSC.5(48) hereinafter referred to as “the International Gas Carrier Code”, as may be amended by the Organization; or

.2 chapter XIX of the Code for the Construction and Equipment of Ships Carrying Liquefied Gases in Bulk adopted by the Organization by resolution A.328(IX), hereinafter referred to as “the Gas Carrier Code”, as has been or may be amended by the Organization;

whichever is applicable.

21. 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.

22. 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.

Part A-1. STRUCTURE OF SHIPS

Regulation 3-1. Structural, mechanical and electrical requirements for ships

In addition to the requirements contained elsewhere in the present regulations, ships shall be designed, constructed and maintained in compliance with the structural, mechanical and electrical requirements of a classification society which is recognized by the Administration in accordance with the provisions of

regulation XI/1, or with applicable national standards of the Administration which provide an equivalent level of safety.

Regulation 3-2. Corrosion prevention of seawater ballast tanks

1. This regulation applies to oil tankers and bulk carriers constructed on or after 1 July 1998.

2. All dedicated seawater ballast tanks shall have an efficient corrosion prevention system, such as hard protective coatings or equivalent. The coatings should preferably be of a light colour. The scheme for the selection, application and maintenance of the system shall be approved by the Administration, based on the

guidelines adopted by the Organization.1Where appropriate, sacrificial anodes shall also be used.

1Refer to the Guidelines for the selection, application and maintenance of corrosion prevention systems of dedicated seawater ballast tanks, adopted by the Organization by resolution A.798(19).

Regulation 3-3. Safe access to tanker bows

1. For the purpose of this regulation and regulation 3-4, tankers include oil tankers as defined in regulation 2.12, chemical tankers as defined in regulation VII/8.2 and gas carriers as defined in regulation VII/11.2.

2. Every tanker constructed on or after 1 July 1998 shall be provided with the means to enable the crew to gain safe access to the bow even in severe weather conditions. For tankers constructed before 1 July 1998, such means of access shall be provided at the first scheduled dry-docking after 1 July 1998, but not later than 1 July 2001. Such means of access shall be approved by the Administration based on the guidelines developed by the

Organization.1

1Refer to the Guidelines for Safe Access to Tanker Bows, adopted by the Maritime Safety Committee of the Organization by resolution MSC.62(67).

Regulation 3-4. Emergency towing arrangements on tankers

Emergency towing arrangements shall be fitted at both ends on board every tanker of not less than 20,000 tonnes deadweight, constructed on or after 1 January 1996. For tankers constructed before 1 January 1996, such an arrangement shall be fitted at the first scheduled dry-docking after 1 January 1996 but not later than 1 January 1999. The design and construction of the towing arrangements shall be approved by the

Administration, based on the guidelines developed by the Organization.1

1Refer to the Guidelines on Emergency Towing Arrangements for Tankers, adopted by the Maritime Safety Committee of the Organization by resolution MSC.35(63).

Part B. SUBDIVISION AND STABILITY*

(Part B applies to passenger ships and to cargo ships, as indicated in the regulations)

Regulation 4. Floodable length in passenger ships

1 The floodable length at any point of the length of a ship shall be determined by a method of calculation which takes into consideration the form, draught and other characteristics of the ship in question.

2 In a ship with a continuous bulkhead deck, the floodable length at a given point is the maximum portion of the length of the ship, having its centre at the point in question, which can be flooded under the definite assumptions set forth in regulation 5 without the ship being submerged beyond the margin line.

3.1 In the 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.

3.2 Where a portion of an assumed margin line is appreciably below the deck to which bulkheads are carried, the Administration 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.

Regulation 5. Permeability in passenger ships

1.1 The definite assumptions referred to in regulation 4 relate to the permeability of the spaces below the margin line.

1.2 In determining the floodable length, a uniform average permeability shall be used throughout the whole length of each of the following portions of the ship below the margin line:

.1 the machinery space as defined in regulation 2;

.2 the portion forward of the machinery space; and

.3 the portion abaft the machinery space.

2.1 The uniform average permeability throughout the machinery space shall be determined from the formula:

where:

a= the volume of the passenger spaces, as defined in regulation 2, which are situated below the margin line within the limits of the machinery space;

c= the volume of between-deck spaces below the margin line within the limits of the machinery space which are appropriated to cargo, coal or stores;

v= the whole volume of the machinery space below the margin line.

2.2. Where it is shown to the satisfaction of the Administration that the average permeability as determined by detailed calculation is less than that given by the formula, the detailed calculated value may be used. For the purpose of such calculation, the permeability of passenger spaces, as defined in regulation 2, shall be taken as 95, that of all cargo, coal and store spaces as 60, and that of double bottom, oil fuel and other tanks at such value as may be approved in each case.

3. Except as provided in paragraph 4, the uniform average permeability throughout the portion of the ship forward of or abaft the machinery space shall be determined from the formula:

where:

a= the volume of the passenger spaces, as defined in regulation 2, which are situated below the margin line, forward of or abaft the machinery space; and

v= the whole volume of the portion of the ship below the margin line forward of or abaft the machinery space.

4.1. In the case of special subdivision required in regulation 6.5, the uniform average permeability throughout the portion of the ship forward of or abaft the machinery space shall be:

where:

b= the volume of the spaces below the margin line and above the tops of floors, inner bottom, or peak tanks, as the case may be, which are appropriated to and used as cargo spaces, coal or oil fuel bunkers, store-rooms, baggage and mail rooms, chain lockers and fresh water tanks, forward of or abaft the machinery space; and v= the whole volume of the portion of the ship below the margin line forward of or abaft the machinery space.

4.2. In the case of ships engaged on services where the cargo holds are not generally occupied by any substantial quantities of cargo, no part of the cargo spaces is to be included in calculating b.

5. In the case of unusual arrangements the Administration may allow, or require, a detailed calculation of average permeability for the portions forward of or abaft the machinery space. For the purpose of such calculation, the permeability of passenger spaces as defined in regulation 2 shall be taken as 95, that of spaces containing machinery as 85, that of all cargo, coal and store spaces as 60, and that of double bottom, oil fuel and other tanks at such value as may be approved in each case.

6. Where a between-deck compartment between two watertight transverse bulkheads contains any passenger or crew space, the whole of that compartment, less any space completely enclosed within permanent steel bulkheads and appropriated to other purposes, shall be regarded as passenger space. Where, however, the

passenger or crew space in question is completely enclosed within permanent steel bulkheads, only the space so enclosed need be considered as passenger space.

Regulation 6. Permissible length of compartments in passenger ships

1. Ships shall be as efficiently subdivided as is possible having regard to the nature of the service for which they are intended. The degree of subdivision shall vary with the length of the ship and with the service, in such

manner that the highest degree of subdivision corresponds with the ships of greatest length, primarily engaged in the carriage of passengers.

2. Factor of subdivision

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

2.2 .The factor of subdivision shall depend on the length of the ship, and for a given length shall vary according to the nature of the service for which the ship is intended. It shall decrease in a regular and continuous manner.

.1 as the length of the ship increases, and

.2 from a factor A, applicable to ships primarily engaged in the carriage of cargo, to a factor B, applicable to ships primarily engaged in the carriage of passengers.

2.3. The variations of the factors Aand Bshall be expressed by the following formulae (1) and (2) where Lis the length of the ship as defined in regulation 2:

3. Criterion of service

3.1. For a ship of given length the appropriate factor of subdivision shall be determined by the criterion of service numeral (hereinafter called the criterion numeral) as given by the following formulae (3) and (4) where: Cs= the criterion numeral;

L= the length of the ship (metres), as defined in regulation 2;

M= the volume of the machinery space (cubic metres), as defined in regulation 2; with the addition thereto of the volume of any permanent oil fuel bunkers which may be situated above the inner bottom and forward of or abaft the machinery space;

P= the whole volume of the passenger spaces below the margin line (cubic metres), as defined in regulation 2;

V= the whole volume of the ship below the margin line (cubic metres);

P1= KN

where:

N= the number of passengers for which the ship is to be certified, and

K= 0.056L.

3.2. Where the value of KNis greater than the sum of Pand the whole volume of the actual passenger spaces above the margin line, the figure to be taken as P1is that sum or two-thirds KN, whichever is the greater.

When P1is greater than P:

3.3. For ships not having a continuous bulkhead deck the volumes are to be taken up to the actual margin lines used in determining the floodable lengths.

4. Rules for subdivision of ships other than those covered by paragraph 5

4.1. The subdivision abaft the forepeak of ships of 131 m in length and upwards having a criterion numeral of 23 or less shall be governed by the factor Agiven by formula (1); of those having a criterion numeral of 123 or more by the factor Bgiven by formula (2); and of those having a criterion numeral between 23 and 123 by the factor Fobtained by linear interpolation between the factors Aand B, using the formula:

Nevertheless, where the criterion numeral is equal to 45 or more and simultaneously the computed factor of subdivision as given by formula (5) is 0.65 or less, but more than 0.50, the subdivision abaft the forepeak shall be governed by the factor 0.50.

4.2. Where the factor Fis less than 0.40 and it is shown to the satisfaction of the Administration to be impracticable to comply with the factor Fin a machinery compartment of the ship, the subdivision of such compartment may be governed by an increased factor, which, however, shall not exceed 0.40.

4.3. The subdivision abaft the forepeak of ships of less than 131 m but not less than 79 m in length having a criterion numeral equal to S, where:

shall be governed by the factor unity; of those having a criterion numeral of 123 or more by the factor Bgiven by the formula (2); of those having a criterion numeral between Sand 123 by the factor Fobtained by linear interpolation between unity and the factor Busing the formula:

4.4. The subdivision abaft the forepeak of ships of less than 131 m but not less than 79 m in length and having a criterion numeral less than S, and of ships of less than 79 m in length shall be governed by the factor unity, unless, in either case, it is shown to the satisfaction of the Administration to be impracticable to comply with this factor in any part of the ship, in which case the Administration may allow such relaxation as may appear to be justified, having regard to all the circumstances.

4.5. The provisions of paragraph 4.4 shall apply also to ships of whatever length, which are to be certified to carry a number of passengers exceeding 12 but not exceeding:

5. Special subdivision standards for ships complying with regulation III/20.1.2

5.1.1. In the case of ships primarily engaged in the carriage of passengers, the subdivision abaft the forepeak shall be governed by a factor of 0.50 or by the factor determined according to paragraphs 3 and 4, if less than 0.50.

5.1.2. In the case of such ships of less than 91.5 m in length, if the Administration is satisfied that compliance with such factor would be impracticable in a compartment, it may allow the length of that compartment to

be governed by a higher factor provided the factor used is the lowest that is practicable and reasonable in the circumstances.

5.2. Where, in the case of any ship whether of less than 91.5 m or not, the necessity of carrying appreciable quantities of cargo makes it impracticable to require the subdivision abaft the forepeak to be governed by a factor not exceeding 0.50, the standard of subdivision to be applied shall be determined in accordance with the following subparagraphs .1 to .5, subject to the condition that where the Administration is satisfied that

insistence on strict compliance in any respect would be unreasonable, it may allow such alternative arrangement of the watertight bulkheads as appears to be justified on merits and will not diminish the general effectiveness of the subdivision.

.1 The provisions of paragraph 3 relating to the criterion numeral shall apply with the exception that in

calculating the value of P1for berthed passengers Kis to have the value defined in paragraph 3, or 3.5 m3,

whichever is the greater, and for unberthed passengers Kis to have the value 3.5 m3.

.2 The factor Bin paragraph 2 shall be replaced by the factor BBdetermined by the following formula:

.3 The subdivision abaft the forepeak of ships of 131 m in length and upwards having a criterion numeral of 23 or less shall be governed by the factor Agiven by formula (1) in paragraph 2.3; of those having a criterion

numeral of 123 or more by the factor BBgiven by the formula in paragraph 5.2.2; and of those having a criterion numeral between 23 and 123 by the factor Fobtained by linear interpolation between the factors Aand BB, using the formula:

except that if the factor Fso obtained is less than 0.50 the factor to be used shall be either 0.50 or the factor calculated according to the provisions of paragraph 4.1, whichever is the smaller.

.4 The subdivision abaft the forepeak of ships of less than 131 m but not less than 55 m in length having a criterion numeral equal to S1where:

shall be governed by the factor unity; of those having a criterion numeral of 123 or more by the factor BBgiven by the formula in paragraph 5.2.2; of those having a criterion numeral between S1and 123 by the

factor Fobtained by linear interpolation between unity and the factor BBusing the formula:

except that in either of the two latter cases if the factor so obtained is less than 0.50 the subdivision may be governed by a factor not exceeding 0.50.

.5 The subdivision abaft the forepeak of ships of less than 131 m but not less than 55 m in length and having a criterion numeral less than S1and of ships of less than 55 m in length shall be governed by the factor unity, unless it is shown to the satisfaction of the Administration to be impracticable to comply with this factor in particular compartments, in which event the Administration may allow such relaxations in respect of those compartments as appear to be justified, having regard to all the circumstances, provided that the aftermost

compartment and as many as possible of the forward compartments (between the forepeak and the after end of the machinery space) shall be kept within the floodable length.

5.3. The special provisions regarding permeability given in regulation 5.4 shall be employed when calculating the floodable length curves.

5.4. Where the Administration is satisfied that, having regard to the nature and conditions of the intended voyages compliance with the other provisions of this chapter and of chapter II-2 is sufficient, the requirements of this paragraph need not be complied with.

Regulation 7. Special requirements concerning passenger ship subdivision

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 purposes of regulation 17; 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.

2.1. A compartment may exceed the permissible length determined by the rules of regulation 6 provided the combined length of each pair of adjacent compartments to which the compartment in question is common does not exceed either the floodable length or twice the permissible length, whichever is the less.

2.2. If one of the two adjacent compartments is situated inside the machinery space, and the second is situated outside the machinery space, and the average permeability of the portion of the ship in which the second

is situated differs from that of the machinery space, the combined length of the two compartments shall be adjusted to the mean average permeability of the two portions of the ship in which the compartments are situated.

2.3. Where the two adjacent compartments have different factors of subdivision, the combined length of the two compartments shall be determined proportionately.

3. In ships of 100 m 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.

4. 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, as defined in regulation 2, 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 5.

5. 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 per cent of the floodable length or twice the permissible length, except that, in ships having a factor of subdivision greater than 0.9, the combined length of the two compartments in question shall not exceed the permissible length;

.2 additional subdivision is provided in way of the step to maintain the same measure 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.

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

7. 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 per cent of the length of the ship, or 11.0 m whichever is the less, only one of these bulkheads shall be regarded as forming part of the subdivision of the ship in accordance with the provisions of regulation 6.

8. Where a main transverse watertight compartment contains local subdivision and it can be shown to the satisfaction of the Administration that, after any assumed side damage extending over a length of 3.0 m plus

3 per cent of the length of the ship, or 11.0 m 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 effective buoyancy assumed on the undamaged side shall not be greater than that assumed on the damaged side.

9. Where the required factor of subdivision is 0.50 or less, the combined length of any two adjacent compartments shall not exceed the floodable length.

Regulation 8. Stability of passenger ships in damaged condition

(Subject to the provisions of regulation 8-1, paragraphs 2.3.1 to 2.3.4, 2.4, 5 and 6.2 apply to passenger ships constructed on or after 29 April 1990. Paragraph 7.2, 7.3 and 7.4 apply to all passenger 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 7.5.1 the intact stability shall be adequate to withstand the flooding of those two adjacent main compartments.

1.3. Where the required factor of subdivision is 0.50 or less but more than 0.33 intact stability shall be adequate to withstand the flooding of any two adjacent main compartments.

1.4. Where the required factor of subdivision is 0.33 or less the intact stability shall be adequate to withstand the flooding of any three adjacent main compartments.

2.1. The requirements of paragraph 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 seriously to restrict the flow of water, the Administration shall be satisfied that proper consideration is 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 15obeyond the angle of

equilibrium. This range may be reduced to a minimum of 10o, in the case where the area under the righting lever curve is that specified in paragraph 2.3.2, increased by the ratio:

15/Range

where the range is expressed in degrees.

2.3.2. The area under the righting lever curve shall be at least 0.015 m-rad, measured from the angle of equilibrium to the lesser of:

.1 the angle at which progressive flooding occurs;

.2 22o(measured from the upright) in the case of one-compartment flooding, or

27o(measured from the upright) in the case of the simultaneous flooding of two or more adjacent compartments.

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

.1 the crowding of all passengers towards one side;

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

.3 due to wind pressure; as calculated by the forumla:

However, in no case is this righting lever to be less than 0.10 m.

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

.1 Moments due to crowding of passengers:

.1.1 four persons per square metre;

.1.2 a mass of 75 kg for each passenger;

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

.2 Moments 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 a wind pressure of 120 N/m2to 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 In intermediate stages of flooding, the maximum righting lever shall be at least 0.05 m and the range of

positive righting levers shall be at least 7o. In all cases, only one breach in the hull and only one free surface need be assumed.

3 For the purposes of making damage stability calculations the volume and surface permeabilities shall be in general as follows:

Spaces	Permeability
Appropriated to cargo, coal or stores	mm 60
Occupied by accommodation	mm 95
Occupied by machinery	mm 85
Intended for liquids	0 or 95*

* Whichever results in the more severe requirements.

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

4 Assumed extent of damage shall be as follows:

.1 longitudinal extent: 3.0 m plus 3 per cent of the length of the ship, or 11.0 m whichever is the less. Where the required factor of subdivision is 0.33 or less the assumed longitudinal extent of damage shall be increased as necessary so as to include any two consecutive main transverse watertight bulkheads;

.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, as defined in regulation 2; and

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

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

5 Unsymmetrical flooding is to be kept to a minimum consistent with efficient arrangements. Where it is necessary to correct large angles of heel, the means adopted shall, where practicable, be self-acting, but in any case where controls to cross-flooding fittings are provided they shall be operable from above the bulkhead deck. These fittings together with their controls shall be acceptable to the Administration. The maximum angle of heel

after flooding but before equalization shall not exceed 15o. Where cross-flooding fittings are required the time for equalization shall not exceed 15 minutes. Suitable information concerning the use of cross-flooding fittings

shall be supplied to the master of the ship.1

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

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

.2 in the case of unsymmetrical flooding, the angle of heel for one-compartment flooding shall not exceed 7o.

For the simultaneous flooding of two or more adjacent compartments, a heel of 12omay be permitted by the Administration.

.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 may require such investigations and arrangements as it considers necessary for the safety of the ship.

7.1 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.

7.2 The data referred to in paragraph 7.1 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.

7.3 Each ship shall have scales of draughts marked clearly at the bow and xxxxx. 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 xxxxx draughts can be determined.

7.4 On completion of loading 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. The Administration may accept the use of an electronic loading and stability computer or equivalent means for this purpose.

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

8.2 Relaxations from the requirements for damage stability shall be permitted only in exceptional cases and subject to the condition that the Administration 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.

1 Reference is made to the Recommendation on a Standard Method for Establishing Compliance with the Requirements for Cross-Flooding Arrangements in Passenger Ships, adopted by the Organization by resolution A.266(VIII).

Regulation 8-1. Stability of ro-ro passenger ships in damaged condition

Ro-ro passenger ships constructed before 1 July 1997 shall comply with regulation 8, as amended by resolution MSC.12(56), not later than the date of the first periodical survey after the date of compliance

prescribed below, according to the value of A/Amaxas 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

Regulation 8-2. Special requirements for ro-ro passenger ships carrying 400 persons or more

Notwithstanding the provisions of regulations 8 and 8-1:

1 Ro-ro passenger ships certified to carry 400 persons or more constructed on or after 1 July 1997 shall comply with the provisions of paragraph 2.3 of regulation 8, assuming the damage applied anywhere within the ship’s length L; and

2 Ro-ro passenger ships certified to carry 400 persons or more constructed before 1 July 1997 shall comply with the requirements of subparagraph 1 not later than the date of the first periodical survey after the date of compliance prescribed in subparagraph 2.1, 2.2 or 2.3 which occurs the latest:

2.1 Value of A/Amax Date of compliance 1 October 1998

85% or more but less than 90% 1 October 2000

90% or more but less than 95% 1 October 2002

95% or more but less than 97.5% 1 October 2004

97.5% or more 1 October 2010

2.2 Number of persons permitted to be carried

1500 or more 1 October 2002

1000 or more but less than 1500 1 October 2006

600 or more or less than 1000 1 October 2008

400 or more but less than 600 1 October 2010

2.3 Age of the ship equal to 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.

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

Notwithstanding the provisions of regulation 8, passenger ships, other than ro-ro passenger ships, certified to carry 400 persons or more constructed on or after 1 July 2002 shall comply with the provisions of paragraphs 2.3 and 2.4 of regulation 8, assuming the damage applied anywhere within the ship’s length L.

Regulation 9. Ballasting of passenger ships

1 Water ballast should not in general be carried in tanks intended for oil fuel. In ships in which it is not practicable to avoid putting water in oil fuel tanks, oily-water separating equipment to the satisfaction of the Administration shall be fitted, or other alternative means, such as discharge to shore facilities, acceptable to the Administration shall be provided for disposing of the oily-water ballast.

2 The provisions of this regulation are without prejudice to the provisions of the International Convention for the Prevention of Pollution from Ships in force.

Regulation 10. Peak and machinery space bulkheads, shaft tunnels, etc. in passenger 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 per cent of the length of the ship and not more than 3 m plus 5 per cent of the length of the ship.

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

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

.2 at a distance 1.5 per cent 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 on all passenger ships 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 that all parts of the extension are not located forward of the forward limit specified in paragraph 1 or paragraph 2. However, in ships constructed before 1 July 1997:

.1 where a sloping ramp forms part of the extension, the part of the extension which is more than 2.3 m above the bulkhead deck may extend no more than 1 m forward of the forward limits specified in paragraph 1 or paragraph 2; and

.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 of the collision bulkhead.

6 In ships constructed before 1 July 1997, the requirements of paragraphs 3 and 4 shall apply not later than the date of the first periodical survey after 1 July 1997.

7 An afterpeak bulkhead, and bulkheads dividing the machinery space, as defined in regulation 2, 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 xxxxx tubes shall be enclosed in watertight spaces of moderate volume. The xxxxx gland shall be situated in a watertight shaft tunnel or other watertight space separate from the xxxxx tube compartment and of such volume that, if flooded by leakage through the xxxxx gland, the margin line will not be submerged.

Paragraphs 8 and 9 of this regulation apply to ships constructed on or after 1 February 1992.

Regulation 11F. Peak and machinery space bulkheads and xxxxx tubes in cargo ships

F- See Annex 2.

1 For the purpose of this regulation “freeboard deck”, “length of ship” and “forward perpendicular” have the meanings as defined in the International Convention on Load Lines in force.

2 A collision bulkhead shall be fitted which shall be watertight up to the freeboard deck. This bulkhead shall be located at a distance from the forward perpendicular of not less than 5 per cent of the length of the ship or 10 m, whichever is the less, and, except as may be permitted by the Administration, not more than 8 per cent of the length of the ship.

3 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 2 shall be measured from a point either:

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

.2 at a distance 1.5 per cent 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.

4 The bulkhead may have steps or recesses provided they are within the limits prescribed in paragraph 2 or 3. Pipes piercing the collision bulkhead shall be fitted with suitable valves operable from above the freeboard deck and the valve chest shall be secured at the bulkhead inside the forepeak. The valves may be fitted on the after side of the collision bulkhead provided that the valves are readily accessible under all service conditions and the space in which they are located is not a cargo space. All valves shall be of steel, bronze or other approved ductile material. Valves of ordinary cast iron or similar material are not acceptable. No door, manhole, ventilation duct or any other opening shall be fitted in this bulkhead.

5 Where a long forward superstructure is fitted the collision bulkhead shall be extended weathertight to the deck next above the freeboard deck. The extension need not be fitted directly above the bulkhead below provided it is located within the limits prescribed in paragraph 2 or 3 with the exemption permitted by paragraph 6 and the part of the deck which forms the step is made effectively weathertight.

6 Where bow doors are fitted and a sloping loading ramp forms part of the extension of the collision bulkhead above the freeboard deck the part of the ramp which is more than 2.3 m above the freeboard deck may extend forward of the limit specified in paragraph 2 or 3. The ramp shall be weathertight over its complete length.

7 The number of openings in the extension of the collision bulkhead above the freeboard deck shall be restricted to the minimum compatible with the design and normal operation of the ship. All such openings shall be capable of being closed weathertight.

8 Bulkheads shall be fitted separating the machinery space from cargo and passenger spaces forward and aft and made watertight up to the freeboard deck.

9 Xxxxx tubes shall be enclosed in a watertight space (or spaces) of moderate volume. Other measures to minimize the danger of water penetrating into the ship in case of damage to xxxxx tube arrangements may be taken at the discretion of the Administration.

Regulation 12. Double bottoms in passenger 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 be to the satisfaction of the Administration 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 25oto the base line and cutting it at a point one-half the ship’s moulded breadth from the middle line.

3 Small xxxxx 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 xxxxx (e.g., for lubricating oil under main engines) may be permitted by the Administration 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, thereby impaired.

5 In the case of ships to which the provisions of regulation 1.5 apply and which are engaged on regular service within the limits of a short international voyage as defined in regulation III/3.16, the Administration may permit a double bottom to be dispensed with in any part of the ship which is subdivided by a factor not exceeding 0.50, 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.

Regulation 12-1. Double bottoms in cargo ships other than tankers

(This regulation applies to ships constructed on or after 1 February 1992)

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

2 Where a double bottom is required to be fitted, its depth shall be to the satisfaction of the Administration and the inner bottom shall be continued out to the ship’s side in such a manner as to protect the bottom to the turn of the bilge.

3 Small xxxxx constructed in the double bottom, in connection with the drainage arrangements of holds, shall not extend in depth more than necessary. A well extending to the outer bottom, may, however, be permitted at the after end of the shaft tunnel of the ship. Other xxxxx may be permitted by the Administration if it is 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 used exclusively for the carriage of liquids, provided the safety of the ship in the event of bottom damage is not, in the opinion of the Administration, thereby impaired.

Regulation 12-2. Access to spaces in the cargo area of oil tankers

1 This regulation applies to oil tankers constructed on or after 1 October 1994.

2 Access to cofferdams, ballast tanks, cargo tanks and other spaces in the cargo area shall be direct from the open deck and such as to ensure their complete inspection. Access to double bottom spaces may be through a cargo pump room, pump room, deep cofferdam, pipe tunnel or similar compartments, subject to consideration of ventilation aspects.

3 For access through horizontal openings, hatches or manholes, the dimensions shall be sufficient to allow a person wearing a self-contained, air-breathing apparatus and protective equipment to ascend or descend any ladder without obstruction and also to provide a clear opening to facilitate the hoisting of an injured person from the bottom of the space. The minimum clear opening should be not less than 600 mm by 600 mm.

4 For access through vertical openings, or manholes providing passage through the length and breadth of the space, the minimum clear opening should be not less than 600 mm by 800 mm at a height of not more than 600 mm from the bottom shell plating unless gratings or other footholds are provided.

5 For oil tankers of less than 5,000 tonnes deadweight smaller dimensions may be approved by the Administration in special circumstances, if the ability to traverse such openings or to remove an injured person can be proved to the satisfaction of the Administration.

Regulation 13. Assigning, marking and recording of subdivision load lines for passenger 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. A ship having spaces which are specially adapted for the accommodation of passengers and the carriage of cargo alternatively may, if the owners desire, have one or more additional load lines assigned and marked to correspond with the subdivision draughts which the Administration may approve for the alternative service conditions.

2 The subdivision load lines assigned and marked shall be recorded in the Passenger Ship Safety Certificate, and shall be distinguished by the notation C.1 for the principal passenger condition, and C.2, C.3, etc., for the alternative conditions.

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

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

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

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

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

Regulation 14. Construction and initial testing of watertight bulkheads, etc. in passenger ships and cargo 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 to the satisfaction of the Administration.

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

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

3 Testing main compartments by filling them with water is not compulsory. When testing by filling with water is not carried out, a hose test shall be carried out where practicable. This test shall be carried out in the most advanced stage of the fitting out of the ship. Where a hose test is not practicable because of possible

damage to machinery, electrical equipment insulation or outfitting items, it may be replaced by a careful visual examination of welded connections, supported where deemed necessary by means such as a dye penetrant test or an ultrasonic leak test or an equivalent test. In any case a thorough inspection of the watertight bulkheads shall be carried out.

4 The forepeak, double bottoms (including duct xxxxx) and inner shins shall be treated 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.

6 The test 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.

Regulation 15. Openings in watertight bulkheads in passengers ships

(This regulation applies to ships constructed on or after 1 February 1992)

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, electric 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 and 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 or from a permanent or reserve bunker, except as provided in paragraph 10.1 and in regulation 16.

3.2 Except as provided in paragraph 3.3, the collision bulkhead may be pierced below the margin line by not more than one pipe for dealing with fluid in the forepeak tank, provided that the pipe is fitted with a screwdown valve capable of being operated from above the bulkhead deck, the valve chest being secured inside the forepeak to the collision bulkhead. The Administration may, however, authorize the fitting of this valve on the after side of the collision bulkhead provided that the valve is readily accessible under all service conditions and the space in which it is located is not a cargo space.

3.3 If the forepeak is divided to hold two different kinds of liquids the Administration may allow the collision bulkhead to be pierced below the margin line by two pipes, each of which is fitted as required by paragraph 3.2, provided the Administration is satisfied that 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.

4.1 Watertight doors fitted in bulkheads between permanent and reserve bunkers shall always be accessible, except as provided in paragraph 9.4 for between-deck bunker doors.

4.2 Satisfactory arrangements shall be made by means of screens or otherwise to prevent the coal from interfering with the closing of watertight bunker doors.

5 Subject to paragraph 11, not more than one door, apart from the doors to bunkers and shaft tunnels, may be fitted in each main transverse bulkhead within spaces containing the main and auxiliary propulsion machinery including boilers serving the needs of propulsion and all permanent bunkers. 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 xxxxx 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.

6.1 Watertight doors, except as provided in paragraph 10.1 or regulation 16, 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 the upright position.

6.2 The means of operation whether by power or by hand of any power-operated sliding watertight door shall be

capable of closing the door with the ship listed to 15oeither way. Consideration shall also be given to the forces which may act on either side of the door 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.

6.3 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, as defined in regulation 2, 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.

6.4 All power-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 in paragraph 7.1.5 and, at the location where hand operation above the bulkhead deck is required, by paragraph 7.1.4.

6.5 In ships constructed before 1 February 1992, doors which do not comply with paragraphs 6.1 to 6.4 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 into the log-book.

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 opening width of 1.2 m. The Administration 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:

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

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

.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;

.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;

.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. Direction of rotation or other movement is to be clearly indicated at all operating positions. The time necessary for the complete closure of the door, when operating by hand gear, shall not exceed 90 seconds with the ship in the 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 five seconds but no more than ten 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 may require the audible alarm to be supplemented by an intermittent visual signal at the door; and

.7 shall have an approximately uniform rate of closure under power. The closure time, from the time the door begins to move to the time it reaches the completely closed position, shall in no case be less than 20 seconds or more than 40 seconds with the ship in the 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 required by regulation 42.3.1.3 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 15o. 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 temperatures 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 15o. 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. A low gas pressure group alarm or other effective means of monitoring loss of stored energy in hydraulic accumulators shall be provided at the central operating console on the navigating bridge. Loss of stored energy indication at each local operating position shall also be provided; or

.3 an independent electrical system and motor for each door with each power source consisting of a motor capable of opening and closing the door. The power source shall be capable of being automatically supplied by the transitional source of emergency electrical power as required by regulation 42.4.2 – 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 15o.

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 accidentally. The direction of movement of the handles in opening and closing the door shall be in the direction of door movement and shall be clearly indicated.

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.1

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

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

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

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

8.3 It shall not be possible to open remotely any door from the central operating console.

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 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.

9.4 Sliding watertight doors fitted between bunkers in the between-decks below the bulkhead deck may sometimes be open at sea for the purpose of trimming coal. The opening and closing of these doors shall be recorded in such log-books as may be prescribed by the Administration.

10.1 If the Administration 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, as defined in regulation 2, 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 arrangements shall receive the special consideration of the Administration.

11 Portable plates on bulkheads shall not be permitted except in machinery spaces. Such plates shall always be in place before the ship leaves port, and shall not be removed during navigation except in case of urgent necessity at the discretion of the master. The times of removal and replacement of any such portable plates shall be recorded in the log-book, and the necessary precautions shall be taken in replacing them to ensure that the joints are watertight. The Administration may permit not more than one power-operated sliding watertight door in each main transverse bulkhead larger than those specified in paragraph 7.1.2 to be substituted for these

portable plates, provided these doors are closed before the ship leaves 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.

12.1 Where trunkways or tunnels for access from crew accommodation to the stokehold, for piping, or for any other purpose are carried through main transverse watertight bulkheads, they shall be watertight and in accordance with the requirements of regulation 19. The access to at least one end of each such tunnel or trunkway, if used as a passage at sea, shall be through a trunk extending watertight to a height sufficient to permit access above the margin line. The access to the other end of the trunkway or tunnel may be through

a watertight door of the type required by its location in the ship. Such trunkways or tunnels shall not extend through the first subdivision bulkhead abaft the collision bulkhead.

12.2 Where it is proposed to fit tunnels piercing main transverse watertight bulkheads, these shall receive the special consideration of the Administration.

12.3 Where trunkways in connection with refrigerated cargo and ventilation or forced draught trunks are carried through more than one watertight bulkhead, the means of closure at such openings shall be operated by power and be capable of being closed from a central position situated above the bulkhead deck.

1Reference is made to the following IEC publication 529: 1976:

.1 electrical motors, associated circuits and control components; protected to IP 7 standard;

.2 door position indicators and associated circuit components; protected to IP 8 standard; and

.3 door movement warning signals; protected to IP 6 standard. Other arrangements for the enclosures of electrical components may be fitted provided the Administration is satisfied that an equivalent protection is achieved. The water pressure testing of the enclosures protected to IP 8 shall be based on the pressure that may occur at the location of the component during flooding for a period of 36 hours.

Regulation 16. Passenger ships carrying goods vehicles and accompanying personnel

1 This regulation applies to passenger ships regardless of the date of construction designed or adapted for the carriage of goods vehicles and accompanying personnel where the total number of persons on board, other than those specified in regulation I/2(e)(i) and (ii), exceeds 12.

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 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 15.10 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, Xxxxxx be taken as the maximum number of passengers for which the ship may be certified in accordance with this regulation.

4 In applying regulation 8 for the worst operating conditions, the permeability for cargo spaces intended for the stowage of goods vehicles and containers shall be derived by calculation in which the goods vehicles and containers shall be assumed to be non-watertight and their permeability taken as 65. For ships engaged in dedicated services the actual value of permeability for goods vehicles or containers may be applied. In no case

shall the permeability of the cargo spaces in which the goods vehicles and containers are carried be taken as less than 60.

Regulation 17. Openings in the shell plating of passenger ships below the margin line

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 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 and generally to the satisfaction of the Administration.

3.1 Subject to the requirements of the International Convention on Load Lines in force, no sidescuttle 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 per cent of the breadth of the ship above the deepest subdivision load line, or 500 mm, whichever is the greater.

3.2 All sidescuttles the xxxxx of which are below the margin line, as permitted by paragraph 3.1 shall be of such construction as will effectively prevent any person opening them without the consent of the master of the ship.

3.3.1 Where in a between-decks, the xxxxx of any of the sidescuttles referred to in paragraph 3.2 are below a line drawn parallel to the bulkhead deck at side and having its lowest point 1.4 m plus 2.5 per cent 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.

3.3.2 The time of opening such sidescuttles in port and of closing and locking them before the ship leaves port shall be entered in such log-book as may be prescribed by the Administration.

3.3.3 For any ship that has one or more sidescuttles so placed that the requirements of paragraph 3.3.1 would apply when it was floating at its deepest subdivision load line, the Administration may indicate the limiting mean draught at which these sidescuttles will have their xxxxx above the line drawn parallel to the bulkhead deck at side, and having its lowest point 1.4 m plus 2.5 per cent of the breadth of the ship above the waterline corresponding to the limiting mean draught, and at which it will therefore be permissible to depart from port without previously closing and locking them and to open them at sea on the responsibility of the master during the voyage to the next port. In tropical zones as defined in the International Convention on Load Lines in force, this limiting draught may be increased by 0.3 m.

4 Efficient hinged inside deadlights so arranged that they can be easily and effectively closed and secured watertight, shall be fitted to all sidescuttles except that abaft one eighth of the ship’s length from the forward perpendicular and above a line drawn parallel to the bulkhead deck at side and having its lowest point at a height of 3.7 m plus 2.5 per cent of the breadth of the ship above the deepest subdivision load line, the deadlights

may be portable in passenger accommodation other than that for steerage passengers, unless the deadlights are required by the International Convention on Load Lines in force to be permanently attached to their proper positions. Such portable deadlights shall be stowed adjacent to the sidescuttles they serve.

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

6.1 No sidescuttles shall be fitted in any spaces which are appropriated exclusively to the carriage of cargo or coal.

6.2 Sidescuttles may, however, be fitted in spaces appropriated alternatively to the carriage of cargo or passengers, but they shall be of such construction as will effectively prevent any person opening them or their deadlights without the consent of the master.

6.3 If cargo is carried in such spaces, the sidescuttles and their deadlights shall be closed watertight and locked before the cargo is shipped and such closing and locking shall be recorded in such log-book as may be prescribed by the Administration.

7 Automatic ventilating sidescuttles shall not be fitted in the shell plating below the margin line without the special sanction of the Administration.

8 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.

9.1 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.

9.2.1 Subject to the requirements of the International Convention on Load Lines in force, and except as provided in paragraph 9.3, 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.

9.2.2 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.

9.3 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.

9.4 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.

10.1 Gangway, cargo and coaling 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.

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

11.1 The inboard opening of each ash-chute, rubbish-chute, etc. shall be fitted with an efficient cover.

11.2 If the inboard opening is situated below the margin line, the cover shall be watertight, and in addition an automatic nonreturn valve shall be fitted in the chute in an easily accessible position above the deepest

subdivision load line. When the chute is not in use both the cover and the valve shall be kept closed and secured.

Regulation 17-1. Openings in the shell plating below the bulkhead deck of passenger ships and the freeboard deck of cargo ships

Notwithstanding the requirements of regulation 17, ships constructed on or after 1 July 1998 shall comply with the requirements of regulation 17 where a reference to “margin line” shall be deemed to mean a reference to the bulkhead deck of passenger ships and the freeboard deck of cargo ships.

Regulation 18. Construction and initial tests of watertight doors, sidescuttles, etc. in passenger ships and cargo ships

1 In passenger ships:

.1 the design, materials and construction of all watertight doors, sidescuttles, gangway, cargo and coaling ports, valves, pipes, ash-chutes and rubbish-chutes referred to in these regulations shall be to the satisfaction of the Administration;

.2 the frames of vertical watertight doors shall have no groove at the bottom in which dirt might lodge and prevent the door closing properly.

2 In passenger ships and cargo ships each watertight door shall be tested by water pressure to a head up to the bulkhead deck or freeboard deck respectively. The test shall be made before the ship is put into service, either before or after the door is fitted.

Regulation 19. Construction and initial tests of watertight decks, trunks, etc. in passenger ships and cargo ships

1 Watertight decks, trunks, tunnels, duct xxxxx and ventilators shall be of the same strength as watertight bulkheads at corresponding levels. The means used for making them watertight, and the arrangements adopted for closing openings in them, shall be to the satisfaction of the Administration. Watertight ventilators and trunks shall be carried at least up to the bulkhead deck in passenger ships and up to the freeboard deck in cargo ships.

2 Where a ventilation trunk passing through a structure penetrates the bulkhead deck, the trunk shall be capable of withstanding the water pressure that may be present within the trunk, after having taken into account the maximum heel angle allowable during intermediate stages of flooding, in accordance with regulation 8.5.

3 Where all or part of the penetration of the bulkhead deck is on the main ro-ro deck, the trunk shall be capable of withstanding impact pressure due to internal water motions (sloshing) of water trapped on the ro-ro deck.

4 In ships constructed before 1 July 1997, the requirements of paragraph 2 shall apply not later than the date of the first periodical survey after 1 July 1997.

5 After completion, a hose or flooding test shall be applied to watertight decks and a hose test to watertight trunks, tunnels and ventilators.

Regulation 20. Watertight integrity of passenger ships above the margin line

1 The Administration may require that 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 passenger ships constructed on or after 1 July 1997, the open end of air pipes terminating within a

superstructure shall be at least 1m above the waterline when the ship heels to an angle of 15o, 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 and coaling ports and 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.

Regulation 20-1. Closure of cargo loading doors

1 This regulation applies to all passenger ships.

2 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 2.1;

.3 cargo loading doors in the collision bulkhead;

.4 weathertight ramps forming an alternative closure to those defined in paragraphs 2.1 to 2.3 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.

3 Notwithstanding the requirements of paragraphs 2.1 and 2.4, the Administration 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.

4 The master shall ensure that an effective system of supervision and reporting of the closing and opening of the doors referred to in paragraph 2, is implemented.

5 The master shall ensure, before the ship proceeds on any voyage, that an entry in the logbook, as required in regulation II-1/25, is made of the time of the last closing of the doors specified in paragraph 2 and the time of any opening of particular doors in accordance with paragraph 3.

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

1 In ro-ro passenger ships constructed on or after 1 July 1997:

.1 subject to the provisions of subparagraphs 2 and 3, all accesses that lead to spaces below the bulkhead deck shall have a lowest point which is not less than 2.5 m above the bulkhead deck;

.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;

.3 the Administration 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. the movement of machinery and stores, subject to such accesses being made watertight, alarmed and indicated to the navigation bridge;

.4 the accesses referred to in subparagraphs 2 and 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;

.5 the master shall ensure that an effective system of supervision and reporting of the closing and opening of such accesses referred to in subparagraphs 2 and 3 is implemented; and

.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 25, is made of the time of the last closing of the accesses referred to in subparagraphs 2 and 3.

2 In ro-ro passenger ships constructed before 1 July 1997:

.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 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;

.3 notwithstanding the requirements of subparagraph 2, the Administration 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

.4 the requirements of subparagraph 1 shall apply not later than the date of the first periodical survey after 1 July 1997.

Regulation 20-3. Access to ro-ro decks

In 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.

Regulation 20-4. Closure of bulkheads on the ro-ro deck

1 All transverse or 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 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.

Regulation 21F. Bilge pumping arrangements

(Paragraphs 1.6 and 2.9 of this regulation apply to ships constructed on or after 1 February 1992 – F See Annex 2.)

1 Passenger ships and cargo ships

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

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

1.3 All bilge pipes used in or under coal bunkers or 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.

1.6 Provisions shall be made for the drainage of enclosed cargo spaces situated on the bulkhead deck of a passenger ship and on the freeboard deck of a cargo ship, provided that the Administration may permit the means of drainage to be dispensed with in any particular compartment of any ship or class of ship if it is satisfied that by reason of size or internal subdivision of those spaces the safety of the ship is not thereby impaired.

1.6.1 Where a freeboard to the bulkhead deck or the freeboard deck, respectively, is such that the deck edge is

immersed when the ship heels more than 5o, 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 17 in the case of a passenger ship and the requirements for scuppers, inlets and discharges of the International Convention on Load Lines in force in the case of a cargo ship.

1.6.2 Where the freeboard is such that the edge of the bulkhead deck or the edge of the freeboard deck,

respectively, is immersed when the ship heels 5oor less, the drainage of the enclosed cargo spaces on the bulkhead deck or on the freeboard deck, respectively, shall be led to a suitable space, or spaces, of adequate capacity, having a high water level alarm and provided with suitable arrangements for discharge overboard. In addition it shall 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 for passenger ships or cargo ships, as applicable, take account of the requirements for any fixed pressure water-spraying fire-extinguishing system;

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

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

2 Passenger ships

2.1 The bilge pumping system required by paragraph 1.1 shall be capable of operation under all practicable conditions after a casualty whether the ship is upright or listed. For this purpose wing suctions shall generally be fitted except in narrow compartments at the end of the ship where one suction may be sufficient. In compartments of unusual form, additional suctions may be required. Arrangements shall be made whereby water in the compartment may find its way to the suction pipes. Where, for particular compartments, the Administration is satisfied that the provision of drainage may be undesirable, it may allow such provision to be dispensed with if calculations made in accordance with the conditions laid down in regulation 8.2.1 to 8.2.3 show that the survival capability of the ship will not be impaired.

2.2 At least three power pumps shall be fitted connected to the bilge main, one of which may be driven by the propulsion machinery. Where the criterion numeral is 30 or more, one additional independent power pump shall be provided.

2.3 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.

2.4 On a ship of 91.5 m in length and upwards or having a criterion numeral of 30 or more, the arrangements shall be such that at least one power bilge pump shall be available for use in all flooding conditions which the ship is required to withstand, as follows:

.1 one of the required bilge pumps shall be an emergency pump of a reliable submersible type having a source of power situated above the bulkhead deck; or

.2 the bilge pumps and their sources of power shall be so distributed throughout the length of the ship that at least one pump in an undamaged compartment will be available.

2.5 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.

2.6 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. The Administration may require independent power bilge pumps situated in other spaces to have separate direct suctions. 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.

2.7.1 In addition to the direct bilge suction or suctions required by paragraph 2.6 a direct suction from the main circulating pump leading to the drainage level of the machinery space and fitted with a nonreturn valve shall be provided in the machinery space. The diameter of this direct suction pipe shall be at least two thirds of the diameter of the pump inlet in the case of steamships, and of the same diameter as the pump inlet in the case of motorships.

2.7.2 Where in the opinion of the Administration the main circulating pump is not suitable for this purpose, a direct emergency bilge suction 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. The capacity of the pump so connected shall exceed that of a required bilge pump by an amount deemed satisfactory by the Administration.

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

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

2.9 The diameter d of the bilge main shall be calculated according to the following formula. However, the actual internal diameter of the bilge main may be rounded off to the nearest standard size acceptable to the Administration:

where

dis the internal diameter of the bilge main (millimetres);

Land Bare the length and the breadth of the ship (metres) as defined in regulation 2; and

Dis the moulded depth of the ship to the 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, Dshall be measured to the next deck above the bulkhead deck. Where the enclosed cargo spaces cover a lesser length, Dshall be taken as the moulded depth to the bulkhead deck plus lh/Lwhere land hare the aggregate length and height respectively of the enclosed cargo spaces (metres). The diameter of the bilge branch pipes shall meet the requirements of the Administration.

2.10 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 (as defined in regulation 2 and measured at right angles to the centreline at the level of the deepest subdivision load line), or is in a duct keel, a nonreturn valve shall be fitted to the pipe in the compartment containing the open end.

2.11 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 bulkhead 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 that case only the valves necessary for the operation of the emergency system need be capable of being operated from above the bulkhead deck.

2.12 All cocks and valves referred to in paragraph 2.11 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.

3 Cargo ships

At least two power pumps connected to the main bilge system shall be provided, one of which may be driven by the propulsion machinery. If the Administration is satisfied that the safety of the ship is not impaired, bilge pumping arrangements may be dispensed with in particular compartments.

Regulation 22. Stability information for passenger ships and cargo ships1

1 Every passenger ship regardless of size and every cargo ship having a length, as defined in the International Convention on Load Lines in force, of 24 m and upwards, shall be inclined upon its completion and the elements of its stability determined. The master shall be supplied with such information satisfactory to the Administration 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. A copy of the stability information shall be furnished to the Administration.

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

3 At periodical intervals not exceeding five years, a lightweight survey shall be carried out on all passenger ships to verify any changes in lightship displacement and longitudinal centre of gravity. The ship shall be re-inclined whenever, in comparison with the approved stability information, a deviation from the lightship

displacement exceeding 2% or a deviation of the longitudinal centre of gravity exceeding 1% of Lis found or anticipated.

4 The Administration may allow the inclining test of an individual ship as required by paragraph 1 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 that reliable stability information for the exempted ship can be obtained from such basic data.

5 The Administration may also allow the inclining test of an individual ship or class of ships especially designed for the carriage of liquids or ore in bulk to be dispensed with when reference to existing data for similar ships clearly indicates that due to the ship’s proportions and arrangements more than sufficient metacentric height will be available in all probable loading conditions.

1Reference is made to the Recommendation on Intact Stability for Passenger and Cargo Ships under 100 metres in length, adopted by the Organization by resolution A.167(ES.IV) and amendments to this Recommendation, adopted by the Organization by resolution A.206(VII) and Recommendation on a severe wind and rolling criterion (weather criterion) for the intact stability of passenger and cargo ships over 24 metres in length (MSC/ Circ.346 and MSC/Circ.346/Corr.1)

Regulation 23. Damage control plans in passenger 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.

Regulation 23-1 F. Damage control in dry cargo ships

(This regulation applies to ships constructed on or after 1 February 1992 – F See Annex 2.)

1 There shall be permanently exhibited or readily available on the navigating bridge, for the guidance of the officer in charge of the ship, a plan 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.

2 Indicators shall be provided for all sliding doors and for hinged doors in watertight bulkheads. Indication showing whether the doors are open or closed shall be given on the navigating bridge. In addition, shell doors and other openings which, in the opinion of the Administration, could lead to major flooding if left open or not properly secured, shall be provided with such indicators.

3.1 General precautions shall consist of a listing of equipment, conditions and operational procedures, considered by the Administration to be necessary to maintain watertight integrity under normal ship operations.

3.2 Specific precautions shall consist of a listing of elements (i.e. enclosures, security of cargo, sounding of alarms, etc.) considered by the Administration to be vital to the survival of the ship and its crew.

Regulation 23-2. Integrity of the hull and superstructure, damage prevention and control

(This regulation applies to all ro-ro passenger ships, except that for ships constructed before 1 July 1997, paragraph 2 shall apply not later than the date of the first periodical survey after 1 July 1997)

1 Indicators shall be provided on the navigation bridge for all shell doors, loading doors and other closing appliances which, if left open or not properly secured, could, in the opinion of the Administration 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 navigation 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, xxxxx ramp or any other side shell doors not closed or any closing device not in the correct position. The power supply for the indicator system shall be independent of the power supply for operating and securing the doors. The indicator systems, approved by the Administration, which were installed on ships constructed before 1 July 1997 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, xxxxx 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, in the opinion of the Administration lead to flooding of a special category space or ro-ro cargo space, shall be kept on board and posted at an appropriate place.

Regulation 24. Marking, periodical operation and inspection of watertight doors, etc. in passenger ships

1 This regulation applies to all ships.

2.1 Drills for the operating of watertight doors, sidescuttles, valves and closing mechanisms of scuppers, ash- chutes and rubbish-chutes shall take place weekly. In ships in which the voyage exceeds one week in duration a complete drill shall be held before leaving port, and others thereafter at least once a week during the voyage.

2.2 All watertight doors, both hinged and power operated, in main transverse bulkheads, in use at sea, shall be operated daily.

3.1 The watertight doors and all mechanisms and indicators connected therewith, 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.

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

Regulation 25. Entries in log of passenger ships

1 This regulation applies to all ships.

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

3 A record of all drills and inspections required by regulation 24 shall be entered in the log-book with an explicit record of any defects which may be disclosed.

Part B-1. SUBDIVISION AND DAMAGE STABILITY OF CARGO SHIPS1

(This part applies to cargo ships constructed on or after 1 February 1992)

Regulation 25-1. Application

1 The requirements in this part shall apply to cargo ships over 100 m in length (Ls) but shall exclude those ships

which are shown to comply with subdivision and damage stability regulations in other instruments2developed by the Organization. The requirements in this part shall also apply to cargo ships of 80 m in Lsand upwards but not exceeding 100 m in Lsconstructed on or after 1 July 1998.

2 Any reference hereinafter to regulations refers to the set of regulations contained in this part.

3 The Administration may for a particular ship or group of ships accept alternative arrangements, if it is satisfied that at least the same degree of safety as represented by these regulations is achieved. Any Administration which allows such alternative arrangements shall communicate to the Organization particulars thereof.

1The Maritime Safety Committee, in adopting the regulations contained in part B-1, invited Administrations to note that the regulations should be applied in conjunction with the explanatory notes developed by the Organization in order to ensure their uniform application.

2Ships shown to comply with the following regulations may be excluded from the application of part B-1:

.1 Annex I to MARPOL 73/78;

.2 International Bulk Chemical Code (resolution MSC.4(48) and MSC.10(54)), as amended;

.3 International Gas Carrier Code (resolution MSC.5(48));

.4 Guidelines for the Design and Construction of Offshore Supply Vessels (resolution A.469(XII));

.5 Code of Safety for Special Purpose Ships (resolution A.534(13));

.6 damage stability requirements of regulation 27 of the 1966 Load Line Convention as applied in compliance with resolutions A.320(IX) and A.514(13), provided that in the case of ships to which regulation 27(9) applies, main transverse watertight bulkheads, to be considered effective, are spaced according to paragraph (12)(f) of resolution A.320(1X).

Regulation 25-2. Definitions

For the purpose of these regulations, unless expressly provided otherwise:

1.1 Subdivision load lineis a waterline used in determining the subdivision of the ship.

1.2 Deepest subdivision load lineis the subdivision load line which corresponds to the summer draught to be assigned to the ship.

1.3 Partial load lineis the light ship draught plus 60% of the difference between the light ship draught and deepest subdivision load line.

2.1 Subdivision length of the ship(Ls) is the greatest projected moulded length of that part of the ship at or below deck or decks limiting the vertical extent of flooding with the ship at the deepest subdivision load line.

2.2 Mid-lengthis the mid point of the subdivision length of the ship.

2.3 Aft terminalis the aft limit of the subdivision length.

2.4 Forward terminalis the forward limit of the subdivision length.

3 Breadth(B) is the greatest moulded breadth of the ship at or below the deepest subdivision load line.

4 Draught(d) is the vertical distance from the moulded baseline at mid-length to the waterline in question.

5 Permeability(µ) of a space is the proportion of the immersed volume of that space which can be occupied by water.

Regulation 25-3. Required subdivision index R

1 These regulations are intended to provide ships with a minimum standard of subdivision.

2 The degree of subdivision to be provided shall be determined by the required subdivision index R, as follows:

.1 for ships over 100 m in Lsql

where LSis in metres; and

.2 for ships of 80 m in Lsand upwards but not exceeding 100 m in length Lsl

where ROis the value Ras calculated in accordance with the formula in subparagraph .1.

Regulation 25-4. Attained subdivision index A

1 The attained subdivision index A, calculated in accordance with this regulation, shall not be less than the required subdivision index R, calculated in accordance with paragraph 2 of regulation 25-3.

2 The attained subdivision index A shall be calculated for the ship by the following formula:

where:

irepresents each compartment or group of compartments under consideration,

piaccounts for the probability that only the compartment or group of compartments under consideration may be flooded, disregarding any horizontal subdivision,

siaccounts for the probability of survival after flooding the compartment or group of compartments under

consideration, including the effects of any horizontal subdivision. 3 In calculating A, level trim shall be used.

4 This summation covers only those cases of flooding which contribute to the value of the attained subdivision index A.

5 The summation indicated by the above formula shall be taken over the ship’s length for all cases of flooding in which a single compartment or two or more adjacent compartments are involved.

6 Wherever wing compartments are fitted, contribution to the summation indicated by the formula shall be taken for all cases of flooding in which wing compartments are involved; and additionally, for all cases of simultaneous flooding of a wing compartment or compartments and the adjacent inboard compartment or compartments, assuming a rectangular penetration which extends to the ship’s centreline, but excludes damage to any centreline bulkhead.

7 The assumed vertical extent of damage is to extend from the baseline upwards to any watertight horizontal subdivision above the waterline or higher. However, if a lesser extent will give a more severe result, such extent is to be assumed.

8 If pipes, ducts or tunnels are situated within assumed flooded compartments, arrangements are to be made to ensure that progressive flooding cannot thereby extend to compartments other than those assumed flooded.

However, the Administration may permit minor progressive flooding if it is demonstrated that its effects can be easily controlled and the safety of the ship is not impaired.

9 In the flooding calculations carried out according to the regulations, only one breach of the hull need be assumed.

Regulation 25-5. Calculation of the factor pi

1 The factor pishall be calculated according to paragraph 1.1 as appropriate, using the following notations:

x1	=	the distance from the aft terminal of Lsto the foremost portion of the after end of the compartment being considered;
x2	=	the distance from the aft terminal of Lsto the aftermost portion of the forward end of the compartment being considered;

The maximum nondimensional damage length Jmax+ 48/Ls, but not more than 0.24.

The assumed distribution density of damage location along the ship’s length

a= 1.2 + 0.8E, but not more than 1.2.

The assumed distribution function of damage location along the ship’s length

1.1 The factor piis determined for each single compartment:

1.1.1 Where the compartment considered extends over the entire ship length, Ls: pi= 1

1.1.2 Where the aft limit of the compartment considered coincides with the aft terminal:

pi= F+ 0.5ap+ q

1.1.3 Where the forward limit of the compartment considered coincides with the forward terminal:

pi= 1 – F– 0.5ap

1.1.4 When both ends of the compartment considered are inside the aft and forward terminals of the ship length,

Ls:

pi= ap.

1.1.5 In applying the formulae of paragraphs 1.1.2, 1.1.3 and 1.1.4, where the compartment considered extends over the “mid-length”, these formulae values shall be reduced by an amount determined according to the

formula for q, in which F2is calculated taking γ to be J1/Jmax.

2 Wherever wing compartments are fitted, then pi-value for a wing compartment shall be obtained by multiplying the value, as determined in paragraph 3, by the reduction factor r according to subparagraph 2.2, which represents the probability that the inboard spaces will not be flooded.

2.1 The pi-value for the case of simultaneous flooding of a wing and adjacent inboard compartment shall be obtained by using the formulae of paragraph 3, multiplied by the factor (l – r).

2.2 The reduction factor r shall be determined by the following formulae:

b = The mean transverse distance in metres measured at right angles to the centreline at the deepest subdivision load line between the shell and a plane through the outermost portion of and parallel to that part of the longitudinal bulkhead

which extends between the longitudinal limits used in calculating the factor pi.

3 To evaluate pi for compartments taken singly the formulae in paragraphs 1 and 2 shall be applied directly.

3.1 To evaluate the pi-values attributable to groups of compartments the following applies: for compartments taken by pairs:

pi= p12– p1– p2

pi= p23– p2– p3, etc.

for compartments taken by groups of three:

pi= p123– p12– p23+ p2

pi= p234– p23– p34+ p3, etc.

for compartments taken by groups of four:

pi= p1234– p123– p234+ p23

pi= p2345– p234– p345+ p34, etc. where:

p12, p23, p34, etc.,

p123, p234, p345, etc., and

p1234, p2345, p3456, etc. shall be calculated according to the formulae in paragraphs 1 and 2 for a single compartment whose nondimensional length Jcorresponds to that of a group consisting of the compartments indicated by the indices assigned to p.

3.2 The factor pifor a group of three or more adjacent compartments equals zero if the nondimensional length of such a group minus the nondimensional length of the aftermost and foremost compartments in the group is greater than Jmax.

Regulation 25-6. Calculation of factor si

1 The factor si shall be determined for each compartment or group of compartments according to the following:

1.1 In general for any condition of flooding from any initial loading condition sshall be:

GZmax = maximum positive righting lever (in metres) within the range as given below but not more than 0.1 m;

range = range of positive righting levers beyond the angle of equilibrium (in degrees)

but not more than 20o; however, the range shall be terminated at the angle where openings not capable of being closed

weathertight are immersed;

Θe = final equilibrium angle of heel (in degrees);

1.2 s= 0 where the final waterline taking into account sinkage, heel and trim, immerses the lower edge of openings through which progressive flooding may take place. Such opening shall include air-pipes, ventilators and openings which are closed by means of weathertight doors or hatch covers, and may exclude those openings closed by means of watertight manhole covers and flush scuttles, small watertight hatch covers which maintain the high integrity of the deck, remotely operated sliding watertight doors, access doors and access hatch

covers, of watertight integrity, normally closed at sea and sidescuttles of the non-opening type. However, if the compartments so flooded are taken into account in the calculations the requirements of this regulation shall be applied.

1.3 For each compartment or group of compartments si shall be weighted according to draught considerations as follows:

si= 0.5sl+ 0.5sp

where:

slis the s-factor at the deepest subdivision load line

spis the s-factor at the partial load line.

2 For all compartments forward of the collision bulkhead, the s-value, calculated assuming the ship to be at its deepest subdivision load line and with assumed unlimited vertical extent of damage, is to be equal to 1.

3 Wherever a horizontal subdivision is fitted above the waterline in question the following applies.

3.1 The s-value for the lower compartment or group of compartments shall be obtained by multiplying the value as determined in subparagraph 1.1 by the reduction factor v according to subparagraph 3.3, which represents the probability that the spaces above the horizontal subdivision will not be flooded.

3.2 In cases of positive contribution to index Adue to simultaneous flooding of the spaces above the horizontal subdivision, the resulting s-value for such a compartment or group of compartments shall be obtained by an increase of the value as determined by subparagraph 3.1 by the s-value for simultaneous flooding according to subparagraph 1.1, multiplied by the factor (1–v).

3.3 The probability factor vi shall be calculated according to:

Regulation 25-7. Permeability

For the purpose of the subdivision and damage stability calculations of the regulations, the permeability of each space or part of a space shall be as follows:

Spaces	Permeability
Appropriated to stores	0.60
Occupied by accommodation	0.95
Occupied by machinery	0.85
Void spaces	0.95
Dry cargo spaces	0.70
Intended for liquid	0 or 0.95(*)

(*) Whichever results in the more severe requirements.

Regulation 25-8. Stability information

1 The master of the ship shall be supplied with such reliable information as is necessary to enable him by rapid and simple means to obtain accurate guidance as to the stability of the ship under varying conditions of service. The information shall include:

.1 a curve of minimum operational metacentric height (GM) versus draught which assures compliance with the relevant intact stability requirements and the requirements of regulations 25-1 to 25-6, alternatively a corresponding curve of the maximum allowable vertical centre of gravity (KG) versus draught, or with the equivalents of either of these curves;

.2 instructions concerning the operation of cross-flooding arrangements; and

.3 all other data and aids which might be necessary to maintain stability after damage.

2 There shall be permanently exhibited, or readily available on the navigating bridge, 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.

3 In order to provide the information referred to in 1.1, the limiting GM (or KG) value to be used, if they have been determined from considerations related to the subdivision index, shall be varied linearly between the deepest subdivision load line and the partial load line. In such cases, for draughts below the partial load line if the minimum GM requirement at this draught results from the calculation of the subdivision index, then this GM value shall be assumed for lesser draughts, unless the intact stability requirements apply.

Regulation 25-9. Openings in watertight bulkheads and internal decks in cargo ships

1 The number of openings in watertight subdivisions is to be kept to a minimum compatible with the design and proper working of the ship. Where penetrations of watertight bulkheads and internal decks are necessary for access, piping, ventilation, electrical cables, etc., arrangements are to be made to maintain the watertight integrity. The Administration may permit relaxation in the watertightness of openings above the freeboard deck, provided that it is demonstrated that any progressive flooding can be easily controlled and that the safety of the ship is not impaired.

2 Doors provided to ensure the watertight integrity of internal openings which are used while at sea are to be sliding watertight doors capable of being remotely closed from the bridge and are also to be operable locally from each side of the bulkhead. Indicators are to be provided at the control position showing whether the doors are open or closed, and an audible alarm is to be provided at the door closure. The power, control and indicators are to be operable in the event of main power failure. Particular attention is to be paid to minimizing the effect of control system failure. Each power-operated sliding watertight door 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 both sides.

3 Access doors and access hatch covers normally closed at sea, intended to ensure the watertight integrity of internal openings, shall be provided with means of indication locally and on the bridge showing whether these doors or hatch covers are open or closed. A notice is to be affixed to each such door or hatch cover to the effect that it is not to be left open. The use of such doors and hatch covers shall be authorized by the officer of the watch.

4 Watertight doors or ramps of satisfactory construction may be fitted internally to subdivide large cargo spaces, provided that the Administration is satisfied that such doors or ramps are essential. These doors or ramps may be hinged, rolling or sliding doors or ramps, but shall not be remotely controlled. Such doors or ramps shall

be closed before the voyage commences and shall be kept closed during navigation; the time of opening such doors or ramps in port and of closing them before the ship leaves port shall be entered in the log book. Should any of the doors or ramps be accessible during the voyage, they shall be fitted with a device which prevents unauthorized opening.

5 Other closing appliances which are kept permanently closed at sea to ensure the watertight integrity of internal openings shall be provided with a notice which is to be affixed to each such closing appliance to the effect that it is to be kept closed. Manholes fitted with closely bolted covers need not be so marked.

Regulation 25-10. External openings in cargo ships

1 All external openings leading to compartments assumed intact in the damage analysis, which are below the final damage waterline, are required to be watertight.

2 External openings required to be watertight in accordance with paragraph 1 shall be of sufficient strength and, except for cargo hatch covers, shall be fitted with indicators on the bridge.

3 Openings in the shell plating below the deck limiting the vertical extent of damage shall be kept permanently closed while at sea. Should any of these openings be accessible during the voyage, they shall be fitted with a device which prevents unauthorized opening.

4 Notwithstanding the requirements of paragraph 3, the Administration may authorize that particular doors may be opened at the discretion of the master, if necessary for the operation of the ship and provided that the safety of the ship is not impaired.

5 Other closing appliances which are kept permanently closed at sea to ensure the watertight integrity of external openings shall be provided with a notice affixed to each appliance to the effect that it is to be kept closed. Manholes fitted with closely bolted covers need not be so marked.

* Instead of the requirements in this part, the Regulations on Subdivision and Stability of Passenger Ships as an Equivalent to part B of chapter II of the International Convention for the Safety of Life at Sea, 1960, adopted by the Organization by resolution A.265(VIII), may be used, if applied in their entirety.

Part C. MACHINERY INSTALLATIONS

(Except where expressly provided otherwise part C applies to passenger ships and cargo ships)

Regulation 26. General

1 The machinery, boilers and other pressure vessels, associated piping systems and fittings shall be of a design and construction adequate for the service for which they are intended and 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. The design shall have regard to materials used in construction, the purpose for which the equipment is intended, the working conditions to which it will be subjected and the environmental conditions on board.

2 The Administration shall give special consideration to the reliability of single essential propulsion components and may require a separate source of propulsion power sufficient to give the ship a navigable speed, especially in the case of unconventional arrangements.

3 Means shall be provided whereby normal operation of propulsion machinery can be sustained or restored even though one of the essential auxiliaries becomes inoperative. Special consideration shall be given to the malfunctioning of:

.1 a generating set which serves as a main source of electrical power;

.2 the sources of steam supply;

.3 the boiler feedwater systems;

.4 the fuel oil supply systems for boilers or engines;

.5 the sources of lubricating oil pressure;

.6 the sources of water pressure;

.7 a condensate pump and the arrangements to maintain vacuum in condensers;

.8 the mechanical air supply for boilers;

.9 an air compressor and receiver for starting or control purposes;

.10 the hydraulic, pneumatic or electrical means for control in main propulsion machinery including controllable pitch propellers.

However, the Administration, having regard to overall safety considerations, may accept a partial reduction in propulsion capability from normal operation.

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

5 All boilers, all parts of machinery, all steam, hydraulic, pneumatic and other systems and their associated fittings which are under internal pressure shall be subjected to appropriate tests including a pressure test before being put into service for the first time.

6 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 15oeither way under static conditions and 22.5ounder dynamic conditions (rolling) either

way and simultaneously inclined dynamically (pitching) 7.5oby bow or xxxxx. The Administration may permit deviation from these angles, taking into consideration the type, size and service conditions of the ship.

7 Provision shall be made to facilitate cleaning, inspection and maintenance of main propulsion and auxiliary machinery including boilers and pressure vessels.

8 Special consideration shall be given to the design, construction and installation of propulsion machinery systems so that any mode of their vibrations shall not cause undue stresses in this machinery in the normal operating ranges.

9 Non-metallic expansion joints in piping systems, if located in a system which penetrates the ship’s side and both the penetration and the non-metallic expansion joint are located below the deepest load waterline, shall

be inspected as part of the surveys prescribed in regulation I/10(a) and replaced as necessary, or at an interval recommended by the manufacturer.

10 Operating and maintenance instructions and engineering drawings for ship machinery and equipment essential to the safe operation of the ship shall be written in a language understandable by those officers and crew members who are required to understand such information in the performance of their duties.

11 Location and arrangement of vent pipes for fuel oil service, settling and lubrication oil tanks shall be such that in the event of a broken vent pipe this shall not directly lead to the risk of ingress of seawater splashes

or rainwater. Two fuel oil service tanks for each type of fuel used on board necessary for propulsion and vital systems or equivalent arrangements shall be provided on each new ship, with a capacity of at least 8 h at

maximum continuous rating of the propulsion plant and normal operating load at sea of the generator plant.1This paragraph applies only to ships constructed on or after 1 July 1998.

1Refer to regulation II-2/15 on Arrangements for oil fuel, lubricating oil and other flammable oils.

Regulation 27. Machinery

1 Where risk from overspeeding of machinery exists, means shall be provided to ensure that the safe speed is not exceeded.

2 Where main or auxiliary machinery including pressure vessels or any parts of such machinery are subject to internal pressure and may be subject to dangerous overpressure, means shall be provided where practicable to protect against such excessive pressure.

3 All gearing and every shaft and coupling used for transmission of power to machinery essential for the propulsion and safety of the ship or for the safety of persons on board shall be so designed and constructed that they will withstand the maximum working stresses to which they may be subjected in all service conditions, and due consideration shall be given to the type of engines by which they are driven or of which they form part.

4 Internal combustion engines of a cylinder diameter of 200 mm or a crankcase volume of 0.6 m3and 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.

5 Main turbine propulsion machinery and, where applicable, main internal combustion propulsion machinery and auxiliary machinery shall be provided with automatic shutoff arrangements in the case of failures such as lubricating oil supply failure which could lead rapidly to complete breakdown, serious damage or explosion. The Administration may permit provisions for overriding automatic shutoff devices.

Regulation 28. Means of going astern

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 reserve 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.1

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 the use of the master or designated personnel.1

4 Where the ship is provided with supplementary means for manoeuvring or stopping, the effectiveness of such means shall be demonstrated and recorded as referred to in paragraphs 2 and 3.

1Reference is made to the Recommendation on Information to be Included in the Manoeuvring Booklets adopted by the Organization by resolution A.209(VII).

Regulation 29. Steering gear

1 Unless expressly provided otherwise, every ship shall be provided with a main steering gear and an auxiliary steering gear to the satisfaction of the Administration. The main steering gear and the auxiliary steering gear shall be so arranged that the failure of one of them will not render the other one inoperative.

2.1 All the steering gear components and the rudder stock shall be of sound and reliable construction to the satisfaction of the Administration. Special consideration shall be given to the suitability of any essential component which is not duplicated. Any such essential component shall, where appropriate, utilize antifriction bearings such as ball-bearings, roller-bearings or sleeve-bearings which shall be permanently lubricated or provided with lubrication fittings.

2.2 The design pressure for calculations to determine the scantlings of piping and other steering gear components subjected to internal hydraulic pressure shall be at least 1.25 times the maximum working pressure

to be expected under the operational conditions specified in paragraph 3.2, taking into account any pressure which may exist in the low-pressure side of the system. At the discretion of the Administration, fatigue criteria shall be applied for the design of piping and components, taking into account pulsating pressures due to dynamic loads.

2.3 Relief valves shall be fitted to any part of the hydraulic system which can be isolated and in which pressure can be generated from the power source or from external forces. The setting of the relief valves shall not exceed the design pressure. The valves shall be of adequate size and so arranged as to avoid an undue rise in pressure above the design pressure.

3 The main steering gear and rudder stock shall be:

.1 of adequate strength and capable of steering the ship at maximum ahead service speed which shall be demonstrated;

.2 capable of putting the rudder over from 35oon one side to 35oon 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

35oon either side to 30oon the other side in not more than 28 seconds;

.3 operated by power where necessary to meet the requirements of paragraph 3.2 and in any case when the Administration requires a rudder stock of over 120 mm diameter in way of the tiller, excluding strengthening for navigation in ice; and

.4 so designed that they will not be damaged at maximum astern speed; however, this design requirement need not be proved by trials at maximum astern speed and maximum rudder angle.

4 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 15oon one side to 15oon the other side in not more than 60 seconds with the ship at its deepest seagoing draught and running ahead at one half of the maximum ahead service speed or 7 knots, whichever is the greater; and

.3 operated by power where necessary to meet the requirements of paragraph 4.2 and in any case when the Administration requires a rudder stock of over 230 mm diameter in way of the tiller, excluding strengthening for navigation in ice.

5 Main and auxiliary steering gear 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 one of the steering gear power units, an audible and visual alarm shall be given on the navigating bridge.

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

.1 in a passenger ship, the main steering gear is capable of operating the rudder as required by paragraph 3.2 while any one of the power units is out of operation;

.2 in a cargo ship, the main steering gear is capable of operating the rudder as required by paragraph 3.2 while operating with all power units;

.3 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 steering capability can be maintained or speedily regained.

6.2 The Administration may, until 1 September 1986, accept the fitting of a steering gear which has a proven record of reliability but does not comply with the requirements of paragraph 6.1.3 for a hydraulic system.

6.3 Steering gears, other than of the hydraulic type, shall achieve standards equivalent to the requirements of this paragraph to the satisfaction of the Administration.

7 Steering gear control shall be provided:

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

.2 where the main steering gear is arranged in accordance with paragraph 6, 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, except in a tanker, chemical tanker or gas carrier of 10,000 tons gross tonnage and upwards;

.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.

8 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 of electrical power supply to the control system, an audible and visual alarm shall be given on the navigating bridge; and

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

9 The electric power circuits and the steering gear control systems with their associated components, cables and pipes required by this regulation and by regulation 30 shall be separated as far as is practicable throughout their length.

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

11 The angular position of the rudder shall:

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

.2 be recognizable in the steering gear compartment.

12 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 practicable 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 a 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.

13 The steering gear compartment 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.

14 Where the rudder stock is required to be over 230 mm diameter in way of the tiller, excluding strengthening for navigation in ice, an alternative power supply, sufficient at least to supply the steering gear power unit which complies with the requirements of paragraph 4.2 and also its associated control system and the rudder angle indicator, shall be provided automatically, within 45 seconds, either from the emergency source of electrical power or from an independent source of power located in the steering gear compartment. This independent source of power shall be used only for this purpose. In every ship of 10,000 tons gross tonnage and upwards, the alternative power supply shall have a capacity for at least 30 minutes of continuous operation and in any other ship for at least 10 minutes.

15 In every tanker, chemical tanker or gas carrier of 10,000 tons gross tonnage and upwards and in every other ship of 70,000 tons gross tonnage and upwards, the main steering gear shall comprise two or more identical power units complying with the provisions of paragraph 6.

16 Every tanker, chemical tanker or gas carrier of 10,000 tons gross tonnage and upwards shall, subject to paragraph 17, comply with the following:

.1 the main steering gear shall be so arranged that in the event of loss of steering capability due to a single failure in any part of one of the power actuating systems of the main steering gear, excluding the tiller, quadrant or components serving the same purpose, or seizure of the rudder actuators, steering capability shall be regained in not more than 45 seconds after the loss of one power actuating system;

.2 the main steering gear shall comprise either:

.2.1 two independent and separate power actuating systems, each capable of meeting the requirements of paragraph 3.2; or

.2.2 at least two identical power actuating systems which, acting simultaneously in normal operation, shall be capable of meeting the requirements of paragraph 3.2. Where necessary to comply with this requirement,

interconnection of hydraulic power actuating systems shall be provided. Loss of hydraulic fluid from one system shall be capable of being detected and the defective system automatically isolated so that the other actuating system or systems shall remain fully operational;

.3 steering gears other than of the hydraulic type shall achieve equivalent standards.

17 For tankers, chemical tankers or gas carriers of 10,000 tons gross tonnage and upwards, but of less than 100,000 tonnes deadweight, solutions other than those set out in paragraph 16, which need not apply the single failure criterion to the rudder actuator or actuators, may be permitted provided that an equivalent safety standard is achieved and that:

.1 following loss of steering capability due to a single failure of any part of the piping system or in one of the power units, steering capability shall be regained within 45 seconds; and

.2 where the steering gear includes only a single rudder actuator, special consideration is given to stress analysis for the design including fatigue analysis and fracture mechanics analysis, as appropriate, to the material used,

to the installation of sealing arrangements and to testing and inspection and to the provision of effective maintenance. In consideration of the foregoing, the Administration shall adopt regulations which include the provisions of the Guidelines for Acceptance of Non-Duplicated Rudder Actuators for Tankers, Chemical

Tankers and Gas Carriers of 10,000 Tons Gross Tonnage and Above but Less than 100,000 Tonnes Deadweight,

adopted by the Organization.1

18 For a tanker, chemical tanker or gas carrier of 10,000 tons gross tonnage and upwards, but less than 70,000 tonnes deadweight, the Administration may, until 1 September 1986, accept a steering gear system with a proven record of reliability which does not comply with the single failure criterion required for a hydraulic system in paragraph 16.

19 Every tanker, chemical tanker or gas carrier of 10,000 tons gross tonnage and upwards, constructed before 1 September 1984, shall comply, not later than 1 September 1986, with the following:

.1 the requirements of paragraphs 7.1, 8.2, 8.4, 10, 11, 12.2, 12.3 and 13.2;

.2 two independent steering gear control systems shall be provided each of which can be operated from the navigating bridge. This does not require duplication of the steering wheel or steering lever;

.3 if the steering gear control system in operation fails, the second system shall be capable of being brought into immediate operation from the navigating bridge; and

.4 each steering gear control system, if electric, shall be served by its own separate circuit supplied from the steering gear power circuit 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.

20 In addition to the requirements of paragraph 18, in every tanker, chemical tanker or gas carrier of 40,000 tons gross tonnage and upwards, constructed before 1 September 1984, the steering gear shall, not later than

1 September 1988, be so arranged that, in the event of a single failure of the piping or of one of the power units, steering capability can be maintained or the rudder movement can be limited so that steering capability can be speedily regained. This shall be achieved by:

.1 an independent means of restraining the rudder; or

.2 fast-acting valves which may be manually operated to isolate the actuator or actuators from the external hydraulic piping together with a means of directly refilling the actuators by a fixed independent power-operated pump and piping system; or

.3 an arrangement such that, where hydraulic power systems are interconnected, loss of hydraulic fluid from one system shall be detected and the defective system isolated either automatically or from the navigating bridge so that the other system remains fully operational.

1Reference is made to the Guidelines for Acceptance of Non-Duplicated Rudder Actuators for Tankers, Chemical Tankers and Gas Carriers of 10,000 Tons Gross Tonnage and Above but Less than 100,000 Tonnes Deadweight, adopted by the Organization by resolution A.467(XII).

Regulation 30. Additional requirements for electric and electrohydraulic steering gear

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

2 Each electric or electrohydraulic steering gear 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 gear associated with

a main electric or electrohydraulic steering gear may be connected to one of the circuits supplying this main steering gear. The circuits supplying an electric or electrohydraulic steering gear shall have adequate rating for supplying all motors which can be simultaneously connected to them and may be required to operate simultaneously.

3 Short circuit protection and an overload alarm shall be provided for such 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. Where a three-phase supply is used an alarm shall be provided that will indicate failure of any one of the supply phases. 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 51.

4 When in a ship of less than 1,600 tons gross tonnage an auxiliary steering gear which is required by regulation 29.4.3 to be operated by power is not electrically powered or is powered by an electric motor primarily intended for other services, the main steering gear 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 gear, the requirement of paragraph 3 may be waived by the Administration if satisfied with the protection arrangement together with the requirements of regulation 29.5.1 and .2 and 29.7.3 applicable to auxiliary steering gear.

Regulation 31. Machinery controls

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

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

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

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

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

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

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

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

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

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

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

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

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

3 Where the main propulsion and associated machinery, including sources of main electrical supply, are provided with various degrees of automatic or remote control and are under continuous manual supervision from a control room the arrangements and controls shall be so designed, equipped and installed that the machinery operation will be as safe and effective as if it were under direct supervision; for this purpose regulations 46

to 50 shall apply as appropriate. Particular consideration shall be given to protect such spaces against fire and flooding.

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

5 Ships constructed on or after 1 July 1998 shall comply with the requirements of paragraphs 1 to 4, as amended, as follows:

.1 paragraph 1 is replaced by the following:

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

.2 in the second and third lines of paragraph 2, the words “and the machinery spaces are intended to be manned” are deleted;

.3 the first sentence of paragraph 2.2 is replaced by the following:

“.2 the control shall be performed by a single control device for each independent propeller, with automatic performance of all associated services, including, where necessary, means of preventing overload of the propulsion machinery.”;

.4 paragraph 2.4 is replaced by the following:

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

.5 a new sentence is added at the end of paragraph 2.6 to read as follows:

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

.6 paragraphs 2.8, 2.8.1 and 2.8.2 are replaced by the following:

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

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

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

Regulation 32. Steam boilers and boiler feed systems

1 Every steam boiler and every unfired steam generator shall be provided with not less than two safety valves of adequate capacity. However, having regard to the output or any other features of any boiler or unfired steam generator, the Administration may permit only one safety valve to be fitted if it is satisfied that adequate protection against overpressure is thereby provided.

2 Each oil-fired boiler which is intended to operate without manual supervision shall have safety arrangements which shut off the fuel supply and give an alarm in the case of low water level, air supply failure or flame failure.

3 Water tube boilers serving turbine propulsion machinery shall be fitted with a high-water-level alarm.

4 Every steam generating system which provides services essential for the safety of the ship, or which could be rendered dangerous by the failure of its feedwater supply, shall be provided with not less than two separate feed-water systems from and including the feed pumps, noting that a single penetration of the steam drum is acceptable. Unless overpressure is prevented by the pump characteristics means shall be provided which will prevent over-pressure in any part of the systems.

5 Boilers shall be provided with means to supervise and control the quality of the feedwater. Suitable arrangements shall be provided to preclude, as far as practicable, the entry of oil or other contaminants which may adversely affect the boiler.

6 Every boiler essential for the safety of the ship and designed to contain water at a specified level shall be provided with at least two means for indicating its water level, at least one of which shall be a direct reading gauge glass.

Regulation 33. Steam pipe systems

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

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

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

Regulation 34. Air pressure systems

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

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

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

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

Regulation 35. Ventilating systems in machinery spaces

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

Regulation 36. Protection against noise1

Measures shall be taken to reduce machinery noise in machinery spaces to acceptable levels as determined by the Administration. If this noise cannot be sufficiently reduced the source of excessive noise shall be

suitably insulated or isolated or a refuge from noise shall be provided if the space is required to be manned. Ear protectors shall be provided for personnel required to enter such spaces, if necessary.

1Reference is made to the Code on Noise Levels on Board Ships, adopted by the Organization by resolution A.468(XII).

Regulation 37. Communication between navigating bridge and machinery space

1 At least two independent means 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 engines 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 positions from which the engines may be controlled.

2 For ships constructed on or after 1 October 1994 the following requirements apply in lieu of the provisions of paragraph 1:

At least two independent means 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 spaces and on the navigating bridge. Appropriate means of communication shall be provided from the navigating bridge and the engine-room to any other position from which the speed or direction of thrust of the propellers may be controlled.

Regulation 38. Engineers’ alarm

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

Regulation 39. Location of emergency installations in passenger 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.

Part D. ELECTRICAL INSTALLATIONS

(Except where expressly provided otherwise part D applies to passenger ships and cargo ships)

Regulation 40. General

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 shall take appropriate steps to ensure uniformity in the implementation and application of the provisions of this part in respect of electrical installations.1

1Reference is made to the Recommendations published by the International Electrotechnical Commission and, in particular, Publication 92—Electrical Installations in Ships.

Regulation 41. Main source of electrical power and lighting systems

1.1 A main source of electrical power of sufficient capacity to supply all those services mentioned in

regulation 40.1.1 shall be provided. This main source of electrical power shall consist of at least two generating sets.

1.2 The capacity of these generating sets shall be such that in the event of any one generating set being stopped it will still be possible to supply those services necessary to provide normal operational conditions of propulsion and safety. Minimum comfortable conditions of habitability shall also be ensured which include at least adequate services for cooking, heating, domestic refrigeration, mechanical ventilation, sanitary and fresh water.

1.3 The arrangements of the ship’s main source of electrical power shall be such that the services referred to in regulation 40.1.1 can be maintained regardless of the speed and direction of rotation of the propulsion machinery or shafting.

1.4 In addition, the generating sets shall be such as to ensure that with any one generator or its primary source of power out of operation, the remaining generating sets shall be capable of providing the electrical services necessary to start the main propulsion plant from a dead ship condition. The emergency source of electrical power may be used for the purpose of starting from a dead ship condition if its capability either alone or combined with that of any other source of electrical power is sufficient to provide at the same time those services required to be supplied by regulations 42.2.1 to 42.2.3 or 43.2.1 to 43.2.4.

1.5 Where transformers constitute an essential part of the electrical supply system required by this paragraph, the system shall be so arranged as to ensure the same continuity of the supply as is stated in this paragraph.

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 electric lighting system required by regulations 42.2.1 and 42.2.2 or 43.2.1, 43.2.2 and 43.2.3 inoperative.

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

3. The main switchboard shall be so placed relative to one main generating station that, as far as is practicable, the integrity of the normal electrical supply may be affected only by a fire or other casualty in one space. An environmental enclosure for the main switchboard, such as may be provided by a machinery control room situated within the main boundaries of the space, is not to be considered as separating the switchboards from the generators.

4. Where the total installed electrical power of the main generating sets is in excess of 3 MW, the main busbars shall be subdivided into at least two parts which shall normally be connected by removable links or other approved means; so far as is practicable, the connection of generating sets and any other duplicated equipment shall be equally divided between the parts. Equivalent arrangements may be permitted to the satisfaction of the Administration.

5. Ships constructed on or after 1 July 1998:

.1 in addition to paragraphs 1 to 3, shall comply with the following:

.1.1 where the main source of electrical power is necessary for propulsion and steering of the ship, the system shall be so arranged that the electrical supply to equipment necessary for propulsion and steering and to ensure safety of the ship will be maintained or immediately restored in the case of loss of any one of the generators in service;

.1.2 load shedding or other equivalent arrangements shall be provided to protect the generators required by this regulation against sustained overload;

.1.3 where the main source of electrical power is necessary for propulsion of the ship, the main busbar shall be subdivided into at least two parts which shall normally be connected by circuit breakers or other approved

means; as far as is practicable, the connection of generating sets and other duplicated equipment shall be equally divided between the parts; and

.2 need not comply with paragraph 4.

Regulation 42. Emergency source of electrical power in passenger ships

Paragraphs 2.6.1 and 4.2 of this regulation apply to ships constructed on or after 1 February 1992.

1.1 A self-contained emergency source of electrical power shall be provided.

1.2 The emergency source of electrical power, associated transforming equipment, if any, transitional source of emergency power, emergency switchboard and emergency lighting switchboard shall be located above the uppermost continuous deck and shall be readily accessible from the open deck. They shall not be located forward of the collision bulkhead.

1.3 The location of the emergency source of electrical power and associated transforming equipment, if any, the transitional source of emergency power, the emergency switchboard and the emergency electric lighting switchboards in relation to the main source of electrical power, associated transforming equipment, if any, and the main switchboard shall be such as to ensure to the satisfaction of the Administration that a fire or other casualty in spaces containing the main source of electrical power, associated transforming equipment, if any, and the main switchboard or in any machinery space of category A will not interfere with the supply, control

and distribution of emergency electrical power. As far as practicable, the space containing the emergency source of electrical power, associated transforming equipment, if any, the transitional source of emergency electrical power and the emergency switchboard shall not be contiguous to the boundaries of machinery spaces of category A or those spaces containing the main source of electrical power, associated transforming equipment, if any, or the main switchboard.

1.4 Provided that suitable measures are taken for safeguarding independent emergency operation under all circumstances, the emergency generator may be used exceptionally, and for short periods, to supply non- emergency circuits.

2. The electrical power available shall be sufficient to supply all those services that are essential for safety in an emergency, due regard being paid to such services as may have to be operated simultaneously. The emergency source of electrical power shall be capable, having regard to starting currents and the transitory nature of certain

loads, of supplying simultaneously at least the following services for the periods specified hereinafter, if they depend upon an electrical source for their operation:

2.1 For a period of 36 hours, emergency lighting:

.1 at every muster and embarkation station and over the sides as required by regulations III/11.4 and III/15.7;

.2 in alleyways, stairways and exits giving access to the muster and embarkation stations, as required by regulation III/11.5;

.3 in all service and accommodation alleyways, stairways and exits, personnel lift cars;

.4 in the machinery spaces and main generating stations including their control positions;

.5 in all control stations, machinery control rooms, and at each main and emergency switchboard;

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

.7 at the steering gear; and

.8 at the fire pump, the sprinkler pump and the emergency bilge pump referred to in paragraph 2.4 and at the starting position of their motors.

2.2 For a period of 36 hours:

.1 the navigation lights and other lights required by the International Regulations for Preventing Collisions at Sea in force; and

.2 on ships constructed on or after 1 February 1995, the VHF radio installation required by regulation IV/7.1.1 and IV/7.1.2; and, if applicable:

.2.1 the MF radio installation required by regulations IV/9.1.1, IV/9.1.2, IV/10.1.2 and IV/10.1.3;

.2.2 the ship earth station required by regulation IV/10.1.1; and

.2.3 the MF/HF radio installation required by regulations IV/10.2.1, IV/10.2.2 and IV/11.1.

2.3 For a period of 36 hours:

.1 all internal communication equipment required in an emergency;

.2 the shipborne navigational equipment as required by regulation V/12; where such provision is unreasonable or impracticable the Administration may waive this requirement for ships of less than 5,000 tons gross tonnage;

.3 the fire detection and fire alarm system, and the fire door holding and release system; and

.4 for intermittent operation of the daylight signalling lamp, the ship’s whistle, the manually operated call points, and all internal signals that are required in an emergency; unless such services have an independent supply for the period of 36 hours from an accumulator battery suitably located for use in an emergency.

2.4 For a period of 36 hours:

.1 one of the fire pumps required by regulation II-2/4.3.1 and 4.3.3;

.2 the automatic sprinkler pump, if any; and

.3 the emergency bilge pump and all the equipment essential for the operation of electrically powered remote controlled bilge valves.

2.5 For the period of time required by regulation 29.14 the steering gear if required to be so supplied by that regulation.

2.6 For a period of half an hour:

.1 any watertight doors required by regulation 15 to be power-operated together with their indicators and warning signals;

.2 the emergency arrangements to bring the lift cars to deck level for the escape of persons. The passenger lift cars may be brought to deck level sequentially in an emergency.

2.7 In a ship engaged regularly on voyages of short duration, the Administration if satisfied that an adequate standard of safety would be attained may accept a lesser period than the 36 hour period specified in paragraphs

2.1 to 2.5 but not less than 12 hours.

3 The emergency source of electrical power may be either a generator or an accumulator battery, which shall comply with the following:

3.1 Where the emergency source of electrical power is a generator, it shall be:

.1 driven by a suitable prime mover with an independent supply of fuel having a flashpoint (closed cup test) of

not less than 43oC;

.2 started automatically upon failure of the electrical supply from the main source of electrical power and shall be automatically connected to the emergency switchboard; those services referred to in paragraph 4 shall then be transferred automatically to the emergency generating set. The automatic starting system and the characteristic of the prime mover shall be such as to permit the emergency generator to carry its full rated load as quickly as

is safe and practicable, subject to a maximum of 45 seconds; unless a second independent means of starting the emergency generating set is provided, the single source of stored energy shall be protected to preclude its complete depletion by the automatic starting system; and

.3 provided with a transitional source of emergency electrical power according to paragraph 4.

3.2 Where the emergency source of electrical power is an accumulator battery, it shall be capable of:

.1 carrying the emergency electrical load without recharging while maintaining the voltage of the battery throughout the discharge period within 12 per cent above or below its nominal voltage;

.2 automatically connecting to the emergency switchboard in the event of failure of the main source of electrical power; and

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.3 immediately supplying at least those services specified in paragraph 4.

3.3 The following provision in paragraph 3.1.2 shall not apply to ships constructed on or after 1 October 1994: Unless a second independent means of starting the emergency generating set is provided, the single source of stored energy shall be protected to preclude its complete depletion by the automatic starting system.

3.4 For ships constructed on or after 1 July 1998, where electrical power is necessary to restore propulsion, the capacity shall be sufficient to restore propulsion to the ship in conjunction with other machinery, as appropriate, from a dead ship condition within 30 min after blackout.

4 The transitional source of emergency electrical power required by paragraph 3.1.3 shall consist of an accumulator battery suitably located for use in an emergency which shall operate without recharging while maintaining the voltage of the battery throughout the discharge period within 12 per cent above or below its nominal voltage and be of sufficient capacity and so arranged as to supply automatically in the event of failure of either the main or emergency source of electrical power at least the following services, if they depend upon an electrical source for their operation:

4.1 For half an hour:

.1 the lighting required by paragraphs 2.1 and 2.2.1;

.2 all services required by paragraphs 2.3.1, 2.3.3 and 2.3.4 unless such services have an independent supply for the period specified from an accumulator battery suitably located for use in an emergency.

4.2 Power to operate the watertight doors, as required by regulation 15.7.3.3, but not necessarily all of them simultaneously, unless an independent temporary source of stored energy is provided. Power to the control, indication and alarm circuits as required by regulation 15.7.2 for half an hour.

5.1 The emergency switchboard shall be installed as near as is practicable to the emergency source of electrical power.

5.2 Where the emergency source of electrical power is a generator, the emergency switchboard shall be located in the same space unless the operation of the emergency switchboard would thereby be impaired.

5.3 No accumulator battery fitted in accordance with this regulation shall be installed in the same space as the emergency switchboard. An indicator shall be mounted in a suitable place on the main switchboard or in the machinery control room to indicate when the batteries constituting either the emergency source of electrical power or the transitional source of emergency electrical power referred to in paragraph 3.1.3 or 4 are being discharged.

5.4 The emergency switchboard shall be supplied during normal operation from the main switchboard by an interconnector feeder which is to be adequately protected at the main switchboard against overload and short circuit and which is to be disconnected automatically at the emergency switchboard upon failure of the main source of electrical power. Where the system is arranged for feedback operation, the interconnector feeder is also to be protected at the emergency switchboard at least against short circuit.

5.5 In order to ensure ready availability of the emergency source of electrical power, arrangements shall be made where necessary to disconnect automatically non-emergency circuits from the emergency switchboard to ensure that power shall be available to the emergency circuits.

6 The emergency generator and its prime mover and any emergency accumulator battery shall be so designed and arranged as to ensure that they will function at full rated power when the ship is upright and when

inclined at any angle of list up to 22.5oor when inclined up to 10oeither in the fore or aft direction, or is in any combination of angles within those limits.

7 Provision shall be made for the periodic testing of the complete emergency system and shall include the testing of automatic starting arrangements.

Regulation 42-1. Supplementary emergency lighting for ro-ro passenger ships

(This regulation applies to all passenger ships with ro-ro cargo spaces or special category spaces as defined in regulation II-2/3, except that for ships constructed before 22 October 1989, this regulation shall apply not later than 22 October 1990).

In addition to the emergency lighting required by regulation 42.2, on every passenger ship with ro-ro cargo spaces or special category spaces as defined in regulation II-2/3:

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

other means of lighting which is at least as effective may be accepted by the Administration. 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 regard to the specified service life in the ambient conditions that they are subject to in service; and

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

Regulation 43. Emergency source of electrical power in cargo ships

1.1 A self-contained emergency source of electrical power shall be provided.

1.2 The emergency source of electrical power, associated transforming equipment, if any, transitional source of emergency power, emergency switchboard and emergency lighting switchboard shall be located above the uppermost continuous deck and shall be readily accessible from the open deck. They shall not be located

forward of the collision bulkhead, except where permitted by the Administration in exceptional circumstances.

1.3 The location of the emergency source of electrical power, associated transforming equipment, if any, the transitional source of emergency power, the emergency switchboard and the emergency lighting switchboard in relation to the main source of electrical power, associated transforming equipment, if any, and the main

switchboard shall be such as to ensure to the satisfaction of the Administration that a fire or other casualty in the space containing the main source of electrical power, associated transforming equipment, if any, and the main switchboard, or in any machinery space of category A will not interfere with the supply, control and distribution of emergency electrical power. As far as practicable the space containing the emergency source of electrical power, associated transforming equipment, if any, the transitional source of emergency electrical power and the emergency switchboard shall not be contiguous to the boundaries of machinery spaces of category A or those spaces containing the main source of electrical power, associated transforming equipment, if any, and the main switchboard.

1.4 Provided that suitable measures are taken for safeguarding independent emergency operation under all circumstances, the emergency generator may be used, exceptionally, and for short periods, to supply non- emergency circuits.

2 The electrical power available shall be sufficient to supply all those services that are essential for safety in an emergency, due regard being paid to such services as may have to be operated simultaneously. The emergency source of electrical power shall be capable, having regard to starting currents and the transitory nature of certain loads, of supplying simultaneously at least the following services for the periods specified hereinafter, if they depend upon an electrical source for their operation:

2.1 For a period of 3 hours, emergency lighting at every muster and embarkation station and over the sides as required by regulations III/11.4 and III/15.7.

2.2 For a period of 18 hours, emergency lighting:

.1 in all service and accommodation alleyways, stairways and exits, personnel lift cars and personnel lift trunks;

.2 in the machinery spaces and main generating stations including their control positions;

.3 in all control stations, machinery control rooms, and at each main and emergency switchboard;

.4 at all stowage positions for firemen’s outfits;

.5 at the steering gear; and

.6 at the fire pump referred to in paragraph 2.5, at the sprinkler pump, if any, and at the emergency bilge pump, if any, and at the starting positions of their motors.

2.3 For a period of 18 hours:

.1 the navigation lights and other lights required by the International Regulations for Preventing Collisions at Sea in force;

.2 on ships constructed on or after 1 February 1995 the VHF radio installation required by regulation IV/7.1.1 and IV/7.1.2; and, if applicable:

.2.1 the MF radio installation required by regulations IV/9.1.1, IV/9.1.2, IV/10.1.2, and IV/10.1.3;

.2.2 the ship earth station required by regulation IV/10.1.1; and

.2.3 the MF/HF radio installation required by regulations IV/10.2.1, IV/10.2.2 and IV/11.1.

2.4 For a period of 18 hours:

.1 all internal communication equipment as required in an emergency;

.2 the shipborne navigational equipment as required by regulation V/12; where such provision is unreasonable or impracticable the Administration may waive this requirement for ships of less than 5,000 tons gross tonnage; (See Annex 2)

.3 the fire detection and fire alarm system; and

.4 intermittent operation of the daylight signalling lamp, the ship’s whistle, the manually operated call points and all internal signals that are required in an emergency; unless such services have an independent supply for the period of 18 hours from an accumulator battery suitably loated for use in an emergency.

2.5 For a period of 18 hours one of the fire pumps required by regulation II-2/4.3.1 and 4.3.3 if dependent upon the emergency generator for its source of power.

2.6.1 For the period of time required by regulation 29.14 the steering gear where it is required to be so supplied by that regulation.

2.6.2 In a ship engaged regularly in voyages of short duration, the Administration if satisfied that an adequate standard of safety would be attained may accept a lesser period than the 18 hour period specified in paragraphs

2.2 to 2.5 but not less than 12 hours.

3 The emergency source of electrical power may be either a generator or an accumulator battery, which shall comply with the following:

3.1 Where the emergency source of electrical power is a generator, it shall be:

.1 driven by a suitable prime mover with an independent supply of fuel, having a flashpoint (closed cup test) of

not less than 43oC;

.2 started automatically upon failure of the main source of electrical power supply unless a transitional source of emergency electrical power in accordance with paragraph 3.1.3 is provided; where the emergency generator is automatically started, it shall be automatically connected to the emergency switchboard; those services

referred to in paragraph 4 shall then be connected automatically to the emergency generator; and unless a second independent means of starting the emergency generator is provided the single source of stored energy shall be protected to preclude its complete depletion by the automatic starting system; and

.3 provided with a transitional source of emergency electrical power as specified in paragraph 4 unless an emergency generator is provided capable both of supplying the services mentioned in that paragraph and of being automatically started and supplying the required load as quickly as is safe and practicable subject to a maximum of 45 seconds.

3.2 Where the emergency source of electrical power is an accumulator battery it shall be capable of:

.1 carrying the emergency electrical load without recharging while maintaining the voltage of the battery throughout the discharge period within 12 per cent above or below its nominal voltage;

.2 automatically connecting to the emergency switchboard in the event of failure of the main source of electrical power; and

.3 immediately supplying at least those services specified in paragraph 4.

3.3 The following provision in paragraph 3.1.2 shall not apply to ships constructed on or after 1 October 1994: Unless a second independent means of starting the emergency generating set is provided, the single source of stored energy shall be protected to preclude its complete depletion by the automatic starting system.

3.4 For ships constructed on or after 1 July 1998, where electrical power is necessary to restore propulsion, the capacity shall be sufficient to restore propulsion to the ship in conjunction with other machinery, as appropriate, from a dead ship condition within 30 min after blackout.

4 The transitional source of emergency electrical power where required by paragraph 3.1.3 shall consist of an accumulator battery suitably located for use in an emergency which shall operate without recharging while maintaining the voltage of the battery throughout the discharge period within 12 per cent above or below its nominal voltage and be of sufficient capacity and shall be so arranged as to supply automatically in the event of failure of either the main or the emergency source of electrical power for half an hour at least the following services if they depend upon an electrical source for their operation:

.1 the lighting required by paragraphs 2.1, 2.2 and 2.3.1. For this transitional phase, the required emergency electric lighting, in respect of the machinery space and accommodation and service spaces may be provided by permanently fixed, individual, automatically charged, relay operated accumulator lamps; and

.2 all services required by paragraphs 2.4.1, 2.4.3 and 2.4.4 unless such services have an independent supply for the period specified from an accumulator battery suitably located for use in an emergency.

5.1 The emergency switchboard shall be installed as near as is practicable to the emergency source of electrical power.

5.2 Where the emergency source of electrical power is a generator, the emergency switchboard shall be located in the same space unless the operation of the emergency switchboard would thereby be impaired.

5.3 No accumulator battery fitted in accordance with this regulation shall be installed in the same space as the emergency switchboard. An indicator shall be mounted in a suitable place on the main switchboard or in the machinery control room to indicate when the batteries constituting either the emergency source of electrical power or the transitional source of electrical power referred to in paragraph 3.2 or 4 are being discharged.

5.4 The emergency switchboard shall be supplied during normal operation from the main switchboard by an interconnector feeder which is to be adequately protected at the main switchboard against overload and short circuit and which is to be disconnected automatically at the emergency switchboard upon failure of the main source of electrical power. Where the system is arranged for feedback operation, the interconnector feeder is also to be protected at the emergency switchboard at least against short circuit.

5.5 In order to ensure ready availability of the emergency source of electrical power, arrangements shall be made where necessary to disconnect automatically non-emergency circuits from the emergency switchboard to ensure that electrical power shall be available automatically to the emergency circuits.

6 The emergency generator and its prime mover and any emergency accumulator battery shall be so designed and arranged as to ensure that they will function at full rated power when the ship is upright and when

inclined at any angle of list up to 22.5oor when inclined up to 10oeither in the fore or aft direction, or is in any combination of angles within those limits.

7 Provision shall be made for the periodic testing of the complete emergency system and shall include the testing of automatic starting arrangements.

Regulation 44. Starting arrangements for emergency generating sets

1 Emergency generating sets shall be capable of being readily started in their cold condition at a temperature

of 0oC. If this is impracticable, or if lower temperatures are likely to be encountered, provision acceptable to the Administration shall be made for the maintenance of heating arrangements, to ensure ready starting of the generating sets.

2 Each emergency generating set arranged to be automatically started shall be equipped with starting devices approved by the Administration with a stored energy capability of at least three consecutive starts. A second source of energy shall be provided for an additional three starts within 30 minutes unless manual starting can be demonstrated to be effective.

2.1 Ships constructed on or after 1 October 1994, in lieu of the provision of the second sentence of paragraph 2, shall comply with the following requirements:

The source of stored energy shall be protected to preclude critical depletion by the automatic starting system, unless a second independent means of starting is provided. In addition, a second source of energy shall be provided for an additional three starts within 30 minutes unless manual starting can be demonstrated to be effective.

3 The stored energy shall be maintained at all times, as follows:

.1 electrical and hydraulic starting systems shall be maintained from the emergency switchboard;

.2 compressed air starting systems may be maintained by the main or auxiliary compressed air receivers through a suitable nonreturn valve or by an emergency air compressor which, if electrically driven, is supplied from the emergency switchboard;

.3 all of these starting, charging and energy storing devices shall be located in the emergency generator space; these devices are not to be used for any purpose other than the operation of the emergency generating set. This does not preclude the supply to the air receiver of the emergency generating set from the main or auxiliary compressed air system through the nonreturn valve fitted in the emergency generator space.

4.1 Where automatic starting is not required, manual starting is permissible, such as manual cranking, inertia starters, manually charged hydraulic accumulators, or powder charge cartridges, where they can be demonstrated as being effective.

4.2 When manual starting is not practicable, the requirements of paragraphs 2 and 3 shall be complied with except that starting may be manually initiated.

Regulation 45. Precautions against shock, fire and other hazards of electrical origin

1.1 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 55 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.

1.2 The Administration may require additional precautions for portable electrical equipment for use in confined or exceptionally damp spaces where particular risks due to conductivity may exist.

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

2 Main and emergency switchboards shall be so arranged as to give easy access as may be needed to apparatus and equipment, without danger to personnel. The sides and the rear and, where necessary, the front of switchboards shall be suitably guarded. Exposed live parts having voltages to earth exceeding a voltage to

be specified by the Administration 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.

3.1 The hull return system of distribution shall not be used for any purpose in a tanker, or for power, heating, or lighting in any other ship of 1,600 tons gross tonnage and upwards.

3.2.1 The requirement of paragraph 3.1 does not preclude under conditions approved by the Administration the use of:

.1 impressed current cathodic protective systems;

.2 limited and locally earthed systems; or

.3 insultation level monitoring devices provided the circulation current does not exceed 30 mA under the most unfavourable conditions.

3.2.2 For ships constructed on or after 1 October 1994, the requirement of paragraph 3.1 does not preclude the use of limited and locally earthed systems, provided that any possible resulting current does not flow directly through any dangerous spaces.

3.3 Where the hull return system is used, all final subcircuits, i.e. all circuits fitted after the last protective device, shall be two-wire and special precautions shall be taken to the satisfaction of the Administration.

4.1 Earthed distribution systems shall not be used in a tanker. The Administration may exceptionally permit in a tanker the earthing of the neutral for alternating current power networks of 3,000 V (line to line) and over, provided that any possible resulting current does not flow directly through any of the dangerous spaces.

4.2 When a distribution system, whether primary or secondary, for power, heating or lighting, with no connection to earth is used, a device capable of continuously monitoring the insulation level to earth and of giving an audible or visual indication of abnormally low insulation values shall be provided.

4.3 Ships constructed on or after 1 October 1994, in lieu of the provisions of paragraph 4.1, shall comply with the following requirements:

.1 Except as permitted by 4.3.2 earthed distribution systems shall not be used in a tanker.

.2 The requirement of paragraph 4.3.1 does not preclude the use of earthed intrinsically safe circuits and in addition, under conditions approved by the Administration, the use of the following earthed systems:

.2.1 power supplied, control circuits and instrumentation circuits where technical or safety reasons preclude the use of a system with no connection to earth, provided the current in the hull is limited to not more than 5 amps in both normal and fault conditions; or

.2.2 limited and locally earthed systems, provided that any possible resulting current does not flow directly through any of the dangerous spaces; or

.2.3 alternating current power networks of 1,000 V root mean square (line to line) and over, provided that any possible resulting current does not flow directly through any of the dangerous spaces.

5.1 Except as permitted by the Administration in exceptional circumstances, all metal sheaths and armour of cables shall be electrically continuous and shall be earthed.

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

5.3 Cables and wiring serving essential or emergency power, lighting, internal communications or after

1 July 1998 shall be approved by the Administration having regard to the recommendations developed by the Organization.

5.4 Where cables which are installed in hazardous areas introduce the risk of fire or explosion in the event of an electrical fault in such areas, special precautions against such risks shall be taken to the satisfaction of the Administration.

5.5 Cables and wiring shall be installed and supported in such a manner as to avoid chafing or other damage.

5.6 Terminations and joints in all conductors shall be so made as to retain the original electrical, mechanical, flame-retarding and, where necessary, fire-resisting properties of the cable.

6.1 Each separate circuit shall be protected against short circuit and against overload, except as permitted in regulations 29 and 30 or where the Administration may exceptionally otherwise permit.

6.2 The rating or appropriate setting of the overload protective device for each circuit shall be permanently indicated at the location of the protective device.

7 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 All lighting and power circuits terminating in a bunker or cargo space shall be provided with a multiple-pole switch outside the space for disconnecting such circuits.

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

9.2 Electrical or other equipment which may constitute a source of ignition of flammable vapours shall not be permitted in these compartments except as permitted in paragraph 10.

9.3 Accumulator batteries shall not be located in sleeping quarters except where hermetically sealed to the satisfaction of the Administration.

10 No electrical equipment shall be installed in any space where flammable mixtures are liable to collect including those on board tankers or in compartments assigned principally to accumulator batteries, in paint lockers, acetylene stores or similar spaces, unless the Administration is satisfied that such equipment is:

.1 essential for operational purposes;

.2 of a type which will not ignite the mixture concerned;

.3 appropriate to the space concerned; and

.4 appropriately certified for safe usage in the dusts, vapours or gases likely to be encountered.

11 In a passenger ship, distribution systems shall be so arranged that fire in any main vertical zone as is defined in regulation II-2/3.9 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 widely as is practicable.

Part E. ADDITIONAL REQUIREMENTS FOR PERIODICALLY UNATTENDED MACHINERY SPACES

(Part E applies to cargo ships except that regulation 54 refers to passenger ships)

Regulation 46. General

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

2 Measures shall be taken to the satisfaction of the Administration 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, to the satisfaction of the Administration, of its fitness to operate with periodically unattended machinery spaces.

Regulation 47. Fire precautions

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 the Administration considers this 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.

Regulation 48. Protection against flooding

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

2 Where the bilge pumps are capable of being started automatically, means shall be provided to indicate when the influx of liquid is greater than the pump capacity or when the pump is operating more frequently than would normally be expected. In these cases, smaller bilge xxxxx 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.

Regulation 49. Control of propulsion machinery from the navigating bridge

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

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

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

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

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

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

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

6 Indicators shall be fitted on the navigating bridge for:

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

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

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

Regulation 50. Communication

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.

Regulation 51. Alarm system

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. Administrations may permit equivalent arrangements;

.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 38 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.

Regulation 52. Safety systems

A safety system shall be provided to ensure that serious malfunction in machinery or boiler operations, which presents an immediate danger, shall initiate the automatic shutdown of that part of the plant and that an alarm shall be given. Shutdown of the propulsion system shall not be automatically activated except in cases which could lead to serious damage, complete breakdown, or explosion. Where arrangements for overriding the shutdown of the main propelling machinery are fitted, these shall be such as to preclude inadvertent operation. Visual means shall be provided to indicate when the override has been activated.

Regulation 53. Special requirements for machinery, boiler and electrical installations

1 The special requirements for the machinery, boiler and electrical installations shall be to the satisfaction of the Administration and shall include at least the requirements of this regulation.

2 The main source of electrical power shall comply with the following:

2.1 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. The Administration may dispense with this requirement for a ship of less than 1,600 tons gross tonnage, if it is considered impracticable.

2.2 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.

3 Where stand-by machines are required for other auxiliary machinery essential to propulsion, automatic change-over devices shall be provided.

4 Automatic control and alarm system

4.1 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.

4.2 An alarm shall be given on the automatic change-over.

4.3 An alarm system complying with regulation 51 shall be provided for all important pressures, temperatures and fluid levels and other essential parameters.

4.4 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 are used for main propulsion.

Regulation 54. Special consideration in respect of passenger ships

Passenger ships shall be specially considered by the Administration 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.

Chapter II – 2

CONSTRUCTION – FIRE PROTECTION, FIRE DETECTION AND FIRE EXTINCTION

Part A. GENERAL

Regulation 1. Application

1.1 Unless expressly provided otherwise, this chapter shall apply to ships the xxxxx of which are laid or which are at a similar stage of construction on or after 1 July 1998.

1.2 For the purpose of this chapter the term “a similar stage of construction” means the stage at which:

.1 construction identifiable with a specific ship begins; and

.2 assembly of that ship has commenced comprising at least 50 tonnes or one per cent of the estimated mass of all structural material, whichever is less.

1.3 For the purpose of this chapter:

.1 the expression “ships constructed” means “ships the xxxxx of which are laid or which are at a similar stage of construction”;

.2 the expression “all ships” means “ships constructed before, on or after 1 July 1998”;

.3 a cargo ship, whenever built, which is converted to a passenger ship shall be treated as a passenger ship constructed on the date on which such a conversion commences.

2 Unless expressly provided otherwise, for ships constructed before 1 July 1998 the Administration shall ensure that the requirements which are applicable under chapter II-2 of the International Convention for Safety of

Life at Sea, 1974, as amended by resolution MSC.6(48), MSC.13(57), MSC.22(59), MSC.24(60), MSC.27(61) and MSC.31(63) are complied with.

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

1 July 1998 shall, as a rule, comply with the requirements for ships constructed on or after that date to at least the same extent as they did before undergoing such repairs, alterations, modifications or outfitting. Repairs,

alterations and modifications of a major character1and outfitting related thereto shall meet the requirements for ships constructed on or after 1 July 1998 in so far as the Administration deems reasonable and practicable.

3.2 Notwithstanding the provisions of paragraph 3.1, passenger 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 comply with the requirements with regard to material applicable to ships constructed on or after 1 October 1994; and

.2 all repairs, alterations, modifications and outfitting related thereto involving the replacement of material of

50 tonnes or above, other than that required by regulation 41-1, shall comply with the requirements applicable to such ships constructed on or after 1 October 1994.

4.1 The Administration of a State may, if it considers that the sheltered nature and conditions of the voyage are such as to render the application of any specific requirements of this chapter unreasonable or unnecessary,

exempt from those requirements individual ships or classes of ships entitled to fly the flag of that State which, in the course of their voyage, do not proceed more than 20 miles from the nearest land.

4.2 In the case of passenger ships which are employed in special trades for the carriage of large numbers of special trade passengers, such as the pilgrim trade, the Administration of the State whose flag such ships are entitled to fly, if satisfied that it is impracticable to enforce compliance with the requirements of this chapter, may exempt such ships from those requirements, provided that they comply fully with provision of:

.1 the rules annexed to the Special Trade Passenger Ships Agreement, 1971; and

.2 the rules annexed to the Protocol on Space Requirements for Special Trade Passenger Ships, 1973.

1The following repairs, alterations and modifications should be recognized as being of a “major character”:

1 Any change that substantially alters the dimensions of a ship. Example –Lengthening by adding new midbody.

New midbody should comply with chapter II-2 of SOLAS 1974 as amended.

2 Any change that substantially alters the passenger carrying capacity of a ship. Example – Vehicle deck converted to passenger accommodation.

New accommodation should comply with chapter II-2 of SOLAS 1974 as amended.

3 Any change that substantially increases a ship’s service life. Example – Renewal of passenger accommodation on one entire deck.

Renewed accommodation should comply with chapter II-2 of SOLAS 1974 as amended. (Interpretation approved by the Maritime Safety Committee at its forty-eighth session.)

Regulation 2. Basic principles

1 The purpose of this chapter is to require the fullest practicable degree of fire protection, fire detection and fire extinction in ships.

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 possibility of ignition of flammable cargo vapour.

Regulation 3. Definitions

For the purpose of this chapter, unless expressly provided otherwise:

1 Non-combustible materialis a material which neither xxxxx nor gives off flammable vapours in sufficient

quantity for self-ignition when heated to approximately 750oC, this being determined in accordance with the Fire Test Procedures Code. Any other material is a combustible material.

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

3 “A” class divisionsare 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 140oC above the original temperature, nor will the temperature, at any

one point, including any joint, rise more than 180oC 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 may require a test of a prototype bulkhead or deck in accordance with the Fire Test Procedures Code to ensure that it meets the above requirements for integrity and temperature rise.

4 “B” class divisionsare 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 140oC above the original temperature, nor will the temperature at any one point, including any joint, rise more than 225oC above the original temperature, within the time listed below:

class “B-15” 15 minutes

class “B-0” 0 minutes

.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 shall require a test of a prototype division, in accordance with the Fire Test Procedures Code, to ensure that it meets the above requirements for integrity and temperature rise.

5 “C” class divisionsare 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 the other requirements of this chapter.

6 Continuous “B” class ceilings or liningsare those “B” class ceilings or linings which terminate only at an “A” or “B” class division.

7 Steel or other equivalent material. Where the words “steel or other equivalent material” occur, “equivalent material” means any non-combustible material which, by itself or due to insulation provided, has structural and integrity properties equivalent to steel at the end of the applicable exposure to the standard fire test (e.g. aluminium alloy with appropriate insulation).

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

9 Main vertical zonesare those sections into which the hull, superstructure, and deckhouses are divided by “A” class divisions, the mean length of which on any deck does not in general exceed 40 m.

10 Accommodation spacesare those spaces used for public spaces, corridors, lavatories, cabins, offices, hospitals, cinemas, games and hobbies rooms, xxxxxx shops, pantries containing no cooking appliances and similar spaces.

11 Public spacesare those portions of the accommodation whch are used for halls, dining rooms, lounges and similar permanently enclosed spaces.

12 Service spacesare those spaces used for galleys, pantries containing cooking appliances, lockers, mail and special rooms, store-rooms, workshops other than those forming part of the machinery spaces, and similar spaces and trunks to such spaces.

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

14 Ro-ro cargo spacesare 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 or 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 spacesare ro-ro cargo spaces either open at both ends, or open at one end and provided with adequate natural ventilation effective over their entire length through permanent openings in the side plating or deckhead to the satisfaction of the Administration.

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

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

18 Special category spacesare 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 of category Aare 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 Machinery spacesare all machinery spaces of category A and all other spaces containing propulsion 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.

21 Oil fuel unitis 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.

22 Control stationsare 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.

22.1 Central control stationis 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 panels;

.4 fire door closures;

.5 watertight door indicator panels;

.6 watertight door closures;

.7 ventilation fans;

.8 general/fire alarms;

.9 communication systems including telephones; and

.10 microphones to public address systems.

22.2 Continuously manned central control stationis a central control station which is continuously manned by a responsible member of the crew.

23 Rooms containing furniture and furnishings of restricted fire riskare, for the purpose of regulation 26, those rooms containing furniture and furnishings of restricted fire risk (whether cabins, public spaces, offices or 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, this being determined in accordance with the Fire Test Procedures Code;

.4 all floor coverings have low flame spread characteristics;

.5 all exposed surfaces of bulkheads, lining and ceilings have low flame-spread characteristics; and

.6 all upholstered furniture has qualities of resistance to the ignition and propagation of flame, this being determined in accordance with the Fire Test Procedures Code;

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

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

25 Deadweightis 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.

26 Lightweightis 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.

27 Combination carrieris a tanker designed to carry oil or alternatively solid cargoes in bulk.

28 Crude oilis any oil occurring naturally in the earth whether or not treated to render it suitable for transportation and includes:

.1 crude oil from which certain distillate fractions may have been removed; and

.2 crude oil to which certain distillate fractions may have been added.

29 Dangerous goodsare those goods referred to in regulation VII/2.

30 Chemical tankeris a tanker constructed or adapted and used for the carriage in bulk of any liquid product of a flammable nature listed in either:

.1 chapter 17 of the International Code for the Construction and Equipment of Ships Carrying Dangerous Chemicals in Bulk adopted by the Maritime Safety Committee by resolution MSC.4(48), hereinafter referred to as “the International Bulk Chemical Code”, as may be amended by the Organization; or

.2 chapter VI of the Code for the Construction and Equipment of Ships Carrying Dangerous Chemicals in Bulk adopted by the Assembly of the Organization by resolution A.212(VII), hereinafter referred to as “the Bulk Chemical Code”, as has been or may be amended by the Organization; whichever is applicable.

31 Gas carrieris a tanker constructed or adapted and used for the carriage in bulk of any liquefied gas or other products of a flammable nature listed in either:

.1 chapter 19 of the International Code for the Construction and Equipment of Ships Carrying Liquefied Gases in Bulk adopted by the Maritime Safety Committee by resolution MSC.5(48), hereinafter referred to as “the International Gas Carrier Code”, as may be amended by the Organization; or

.2 chapter XIX of the Code for the Construction and Equipment of Ships Carrying Liquefied Gases in Bulk adopted by the Assembly of the Organization by resolution A.328(IX), hereinafter referred to as “the Gas Carrier Code”, as has been or may be amended by the Organization; whichever is applicable.

32 Cargo areais that part of the ship that contains cargo tanks, slop tanks and cargo pump-rooms including pump-rooms, cofferdams, ballast and void spaces adjacent to cargo tanks and also deck areas throughout the entire length and breadth of the part of the ship over the above-mentioned spaces.

33 For ships constructed on or after 1 October 1994, in lieu of the definition of main vertical zones provided in paragraph 9, the following definition shall be applied:

Main vertical zonesare those sections into which the hull, superstructure and deck-houses are divided by “A” class divisions, the mean length and width of which on any deck does not in general exceed 40 m.

34 Fire Test Procedures Codemeans the International Code for Application of Fire Test Procedures, as adopted by the Maritime Safety Committee of the Organization by resolution MSC.61(67), as may be amended by the Organization, provided that such amendments are adopted, brought into force and take effect in accordance with the provisions of article VIII of the present Convention concerning the amendment procedures applicable to the Annex other than chapter I.

Regulation 4. Fire pumps, fire mains, hydrants and hoses

(Paragraph 3.3.2.5 of this regulation applies to ships constructed on or after 1 February 1992)

1 Every ship shall be provided with fire pumps, fire mains, hydrants and hoses complying as applicable with the requirements of this regulation.

2 Capacity of fire pumps

2.1 The required fire pumps shall be capable of delivering for fire-fighting purposes a quantity of water, at the pressure specified in paragraph 4, as follows:

.1 pumps in passenger ships, not less than two thirds of the quantity required to be dealt with by the bilge pumps when employed for bilge pumping; and

.2 pumps in cargo ships, other than any emergency pump, not less than four thirds of the quantity required under regulation II-1/21 to be dealt with by each of the independent bilge pumps in a passenger ship of the same dimension when employed in bilge pumping, provided that in no cargo ship need the total required capacity of the fire pumps exceed 180 m3/hour.

2.2 Each of the required fire pumps (other than any emergency pump required in paragraph 3.3.2 for cargo ships) 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/hour 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. Where more pumps than the minimum of required pumps are installed the capacity of such additional pumps shall be to the satisfaction of the Administration.

3 Arrangements of fire pumps and of fire mains

3.1 Ships shall be provided with independently driven fire pumps as follows:

.1 Passenger ships of 4,000 tons gross tonnage and upwards at least three

.2 Passenger ships of less than 4,000 tons gross tonnage and cargo ships of 1,000 tons gross tonnage and upwards at least two

.3 Cargo ships of less than 1,000 tons gross tonnage to the satisfaction of the Administration

3.2 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.

3.3 The arrangement of sea connections, fire pumps and their sources of power shall be such as to ensure that:

.1 In passenger ships of 1,000 tons gross tonnage and upwards, in the event of a fire in any one compartment all the fire pumps will not be put out of action.

.2 In cargo ships of 2,000 tons gross tonnage and upwards if a fire in any one compartment could put all the pumps out of action there shall be an alternative means consisting of a fixed independently driven emergency pump which shall be capable of supplying two jets of water to the satisfaction of the Administration. The pump and its location shall comply with the following requirements:

.2.1 The capacity of the pump shall not be less than 40 per cent of the total capacity of the fire pumps required

by this regulation and in any case not less than 25 m3/hour.

.2.2 When the pump is delivering the quantity of water required by paragraph 3.3.2.1 the pressure at any hydrant shall be not less than the minimum pressures given in paragraph 4.2.

.2.3 Any diesel driven power source for the pump shall be capable of being readily started in its cold condition

down to a temperature of 0oC by hand (manual) cranking. If this is impracticable, or if lower temperatures are likely to be encountered, consideration is to be given to the provision and maintenance of heating

arrangements, acceptable to the Administration, so that ready starting will be assured. If hand (manual) starting is impracticable the Administration may permit other means of starting. These means shall be such as to enable the diesel driven power source to be started at least 6 times within a period of 30 minutes, and at least twice within the first 10 minutes.

.2.4 Any service fuel tank shall contain sufficient fuel to enable the pump to run on full load for at least three hours and sufficient reserves of fuel shall be available outside the main machinery space to enable the pump to be run on full load for an additional 15 hours.

.2.5 The total suction head and the net positive suction head of the pump shall be such that the requirements of paragraphs 3.3.2, 3.3.2.1, 3.3.2.2 and 4.2 of this regulation shall be obtained under all conditions of list, trim, roll and pitch likely to be encountered in service.

.2.6 The boundaries of the space containing the fire pump shall be insulated to a standard of structural fire protection equivalent to that required for a control station in regulation 44.

.2.7 No direct access shall be permitted between the machinery space and the space containing the emergency fire pump and its source of power. When this is impracticable an Administration may accept an arrangement where the access is by means of an airlock, each of the two doors being self-closing, or through a watertight door capable of being operated from a space remote from the machinery space and the space containing the emergency fire pump and unlikely to be cut off in the event of fire in those spaces. In such cases a second means of access to the space containing the emergency fire pump and its source of power shall be provided.

.2.8 Ventilation arrangements to the space containing the independent source of power for the emergency fire pump shall be such as to preclude, as far as practicable, the possibility of smoke from a machinery space fire entering or being drawn into that space.

.2.9 Ships constructed on or after 1 October 1994, in lieu of the provisions of paragraph 3.3.2.6, shall comply with the following requirements;

The space containing the fire pump shall not be contiguous to the boundaries of machinery spaces of category A or those spaces containing main fire pumps. Where this is not practicable, the common bulkhead between the two spaces shall be insulated to a standard of structural fire protection equivalent to that required for a control station in regulation 44.

.3 In passenger ships of less than 1,000 tons gross tonnage and cargo ships of less than 2,000 tons gross tonnage, if a fire in any one compartment could put all the pumps out of action the alternative means of providing water for fire-fighting purposes are to the satisfaction of the Administration.

.3.1 For ships constructed on or after 1 October 1994, the alternative means to be provided in accordance with the provisions of paragraph 3.3.3 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 addition, in cargo ships where other pumps, such as general service, bilge and ballast, etc., are fitted in a machinery space, arrangements shall be made to ensure that at least one of these pumps, having the capacity and pressure required by paragraphs 2.2 and 4.2, is capable of providing water to the fire main.

3.4 The arrangements for the ready availability of water supply shall be:

.1 in passenger ships of 1,000 tons gross tonnage and upwards 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;

.2 in passenger ships of less than 1,000 tons gross tonnage and in cargo ships to the satisfaction of the Administration;

.3 in cargo 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, except that the Administration may waive this requirement for cargo ships of less than 1,600 tons gross tonnage if the arrangement of the machinery space access makes it unnecessary;

.4 in passenger ships, if fitted with periodically unattended machinery spaces in accordance with

regulation II-1/54, the Administration shall determine provision for fixed water fire-extinguishing arrangement for such spaces equivalent to those required for normally attended machinery spaces.

3.5 Relief valves shall be provided in conjunction with all fire pumps if the pumps are capable of developing a pressure exceeding the design pressure of the water service pipes, hydrants and hoses. These valves shall be so placed and adjusted as to prevent excessive pressure in any part of the fire main system.

3.6 In tankers isolation valves shall be fitted in the fire main at poop front in a protected position and on the tank deck at intervals of not more than 40 m to preserve the integrity of the fire main system in case of fire or explosion.

4 Diameter of and pressure in the fire mains

4.1 The diameter of the fire main and water service pipes shall be sufficient for the effective distribution of the maximum required discharge for two fire pumps operating simultaneously, except that in the case of cargo ships

the diameter need only be sufficient for the discharge of 140 m3/hour.

4.2 With the two pumps simultaneously delivering through nozzles specified in paragraph 8 the quantity of water specified in paragraph 4.1, through any adjacent hydrants, the following minimum pressures shall be maintained at all hydrants:

Passenger ships:

4,000 tons gross tonnage and upwards 0.31 N/mm2

1,000 tons gross tonnage and upwards but under 4,000 tons gross tonnage

0.27 N/mm2

Under 1,000 tons gross tonnage To the satisfaction of the Administration Cargo ships:

6,000 tons gross tonnage and upwards 0.27 N/mm2

1,000 tons gross tonnage and upwards but under 6,000 tons gross tonnage

0.25 N/mm2

Under 1,000 tons gross tonnage To the satisfaction of the Administration

.1 Passenger ships constructed on or after 1 October 1994, in lieu of the provisions of paragraph 4.2, shall comply with the following requirements:

With the two pumps simultaneously delivering through the nozzles specified in paragraph 8 and sufficient

hydrants to provide for the quantity of water specified in paragraph 4.1, a minimum pressure of 0.4 N/mm2for

ships of 4,000 tons gross tonnage and above and 0.3 N/mm2for ships of less than 4,000 tons gross tonnage shall be maintained at all hydrants.

4.3 The maximum pressure at any hydrant shall not exceed that at which the effective control of a fire hose can be demonstrated.

5 Number and position of hydrants

5.1 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 space, each from a single length of hose. Furthermore, such hydrants shall be positioned near the accesses to the protected spaces.

5.2 In the accommodation, service and machinery spaces of passenger ships the number and position of 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.

5.3 Where, in a passenger ship, access is provided to a machinery space of category A 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 to the machinery space of category A. Such provision need not be made where the tunnel or adjacent spaces are not part of the escape route.

6 Pipes and hydrants

6.1 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.

6.2 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.

6.3 Isolating valves to separate the section of the fire main within the machinery space containing the main fire pump or pumps from the rest of the fire main shall be fitted in an easily accessible and tenable position outside the machinery spaces. The fire main shall be so arranged that when the isolating valves are shut all the hydrants on the ship, except those in the machinery space referred to above, can be supplied with water by a fire pump not located in this machinery space through pipes which do not enter this space. Exceptionally, the Administration may permit short lengths of the emergency fire pump suction and discharge piping to 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.

7 Fire hoses

7.1 Fire hoses shall be of non-perishable material approved by the Administration 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. Fire hoses of non- perishable material shall be provided in ships constructed on or after 1 February 1992, and on ships constructed before 1 February 1992 when the existing fire hoses are replaced. Their maximum length shall be to the satisfaction of the Administration. 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 passenger ships carrying more than 36 passengers fire hoses shall be connected to the hydrants at all times.

7.2 Ships shall be provided with fire hoses the number and diameter of which shall be to the satisfaction of the Administration.

7.3 In passenger ships there shall be at least one fire hose for each of the hydrants required by paragraph 5 and these hoses shall be used only for the purposes of extinguishing fires or testing the fire-extinguishing apparatus at fire drills and surveys.

7.4.1 In cargo ships of 1,000 tons gross tonnage and upwards the number of fire hoses to be provided shall be one for each 30 m length of the ship and one spare but in no case less than five in all. This number does not include any hoses required in any engine or boiler room. The Administration may increase the number of hoses required so as to ensure that hoses in sufficient number are available and accessible at all times, having regard to the type of ship and the nature of trade in which the ship is employed.

7.4.2 In cargo ships of less than 1,000 tons gross tonnage the number of fire hoses to be provided shall be to the satisfaction of the Administration.

8 Nozzles

8.1 For the purposes of this chapter, standard nozzle sizes shall be 12 mm, 16 mm and 19 mm or as near thereto as possible. Larger diameter nozzles may be permitted at the discretion of the Administration.

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

8.3 For machinery spaces and exterior locations, the nozzle size shall be such as to obtain the maximum discharge possible for 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.

8.4 All nozzles shall be of an approved dual-purpose type (i.e. spray/jet type) incorporating a shutoff. 9 Location and arrangement of water pumps, etc., for other fire-extinguishing systems

Pumps required for the provision of water for other fire-extinguishing systems required by this chapter, their sources of power and their controls shall be installed outside the space or spaces protected by such systems and shall be so arranged that a fire in the space or spaces protected will not put any such system out of action.

Regulation 5. Fixed gas fire-extinguishing systems

1 General

1.1 The use of a fire-extinguishing medium which, in the opinion of the Administration, either by itself or under expected conditions of use gives off toxic gases in such quantities as to endanger persons shall not be permitted.

1.2 The necessary pipes for conveying fire-extinguishing medium into protected spaces shall be provided with control valves so marked as to indicate clearly the spaces to which the pipes are led. Suitable provision shall be made to prevent inadvertent admission of the medium to any space. Where a cargo space fitted with a gas fire- extinguishing system is used as a passenger space the gas connection shall be blanked during such use.

1.3 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.

1.4 Means shall be provided to close all openings which may admit air to or allow gas to escape from a protected space.

1.5 Where the volume of free air contained in air receivers in any space is such that, if released in such space in the event of fire, such release of air within that space would seriously affect the efficiency of the fixed

fire-extinguishing system. the Administration shall require the provision of an additional quantity of fire- extinguishing medium.

1.6 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.

1.7 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.

1.8 Automatic release of fire-extinguishing medium shall not be permitted, except as permitted by paragraph 3.3.5 and in respect of local automatically operated units referred to in paragraphs 3.4 and 3.5.

1.9 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.

1.10 Except as otherwise permitted by paragraphs 3.3, 3.4 or 3.5 pressure containers required for the storage of fire-extinguishing medium, other than steam, shall be located outside protected spaces in accordance with paragraph 1.13.

1.11 Means shall be provided for the crew to check safely the quantity of medium in the containers.

1.12 Containers for the storage of fire-extinguishing medium and associated pressure components shall be designed to pressure codes of practice to the satisfaction of the Administration having regard to their locations and maximum ambient temperatures expected in service.

1.13 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 to the satisfaction of the Administration. Any entrance to such a storage room shall preferably be from the open deck and in any case shall be independent of the protected space. Access doors shall open outwards, and bulkheads and decks

including doors and other means of closing any opening therein, which form the boundaries between such rooms and adjoining enclosed spaces shall be gastight. For the purpose of the application of the integrity tables in regulations 26, 27, 44 and 58, such storage rooms shall be treated as control stations.

1.14 Spare parts for the system shall be stored on board and be to the satisfaction of the Administration. 2 Carbon dioxide systems

2.1 For cargo spaces the quantity of carbon dioxide available shall, unless otherwise provided, be sufficient to give a minimum volume of free gas equal to 30 per cent of the gross volume of the largest cargo space so protected in the ship.

2.2 For machinery spaces the quantity of carbon dioxide carried shall be sufficient to give a minimum volume of free gas equal to the larger of the following volumes, either:

.1 40 per cent of the gross volume of the largest machinery spaces so protected, the volume to exclude that part of the casing above the level at which the horizontal area of the casing is 40 per cent 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 per cent of the gross volume of the largest machinery space protected, including the casing; provided that the above-mentioned percentages may be reduced to 35 per cent and 30 per cent respectively for cargo ships of less than 2,000 tons gross tonnage; provided also that if two or more machinery spaces are not entirely separate they shall be considered as forming one space.

2.3 For the purpose of this paragraph the volume of free carbon dioxide shall be calculated at 0.56 m3/kg.

2.4 For machinery spaces the fixed piping system shall be such that 85 per cent of the gas can be discharged into the space within 2 minutes.

2.5 Carbon dioxide systems installed on or after 1 October 1994 shall comply with the following requirements:

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 Halogenated hydrocarbon systems

3.1 The use of halogenated hydrocarbons as fire-extinguishing media is only permitted in machinery spaces, pump-rooms and in cargo spaces intended solely for the carriage of vehicles which are not carrying any cargo. New installations of halogenated hydrocarbon systems shall be prohibited on all ships.

3.2 When halogenated hydrocarbons are used as the fire-extinguishing media in total flooding systems:

.1 The system shall be arranged for manual initiation of power release only.

.2 If the charge of halogenated hydrocarbon is required to supply more than one space, the arrangements for its storage and release shall be such that compliance with paragraphs 3.2.9 or 3.2.10 respectively, is obtained.

.3 Means shall be provided for automatically stopping all ventilation fans serving the protected space before the medium is released.

.4 Means shall be provided to close manually all dampers in the ventilation system serving a protected space.

.5 The discharge arrangements shall be so designed that the minimum quantity of medium required for cargo spaces or machinery spaces in paragraphs 3.2.9 or 3.2.10 respectively can be substantially discharged in a nominal 20 seconds or less based on the discharge of the liquid phase.

.6 The system shall be designed to operate within a temperature range to the satisfaction of the Administration.

.7 The discharge shall not endanger personnel engaged on maintenance of equipment or using the normal access ladders and escapes serving the space.

.8 Means shall be provided for the crew to check safely the pressure within containers.

.9 The quantity of extinguishing medium for cargo spaces intended solely for the carriage of vehicles which are not carrying any cargo shall be calculated in accordance with table 5.1. This quantity shall be based on the gross volume of the protected space. In respect of Halon 1301 and 1211, the quantity shall be calculated on a volumetric ratio basis, and in respect of Halon 2402 on a mass per unit volume basis.

Table 5.1

Halon	Minimum	Maximum
1301	5 per cent	7 per centm
1211	5 per cent	5.5 per cent
2402	0.23 kg/m3	0.30 kg/m3t

.10 The quantity of extinguishing media for machinery spaces shall be calculated in accordance with table 5.2. This quantity shall be based on the gross volume of the space in respect of the minimum concentration and the net volume of the space in respect of the maximum concentration, including the casing. In respect of Halon 1301 and 1211, the quantity shall be calculated on a volumetric ratio basis, and in respect of Halon 2402 on a mass per unit volume basis.

Table 5.2

Halon	Minimum	Maximum
1301	4.25 per cent	7 per centm
1211	4.25 per cent	5.5 per cent
2402	0.20 kg/m3	0.30 kg/m3t

.11 For the purpose of paragraphs 3.2.9 and 3.2.10, the volume of Halon 1301 shall be calculated at 0.16 m3/kg and the volume of Halon 1211 shall be calculated at 0.14 m3/kg.

3.3 Only Halon 1301 may be stored within a protected machinery space. Containers shall be individually distributed throughout that space and the following requirements shall be complied with:

.1 A manually initiated power release, located outside the protected space, shall be provided. Duplicate sources of power shall be provided for this release and shall be located outside the protected space and be immediately available except that for machinery spaces, one of the sources of power may be located inside the protected space.

.2 Electric power circuits connecting the containers shall be monitored for fault conditions and loss of power. Visual and audible alarms shall be provided to indicate this.

.3 Pneumatic or hydraulic power circuits connecting the containers shall be duplicated. The sources of pneumatic or hydraulic pressure shall be monitored for loss of pressure. Visual and audible alarms shall be provided to indicate this.

.4 Within the protected space, electrical circuits essential for the release of the system shall be heat resistant e.g. mineral insulated cable or equivalent. Piping systems essential for the release of systems designed to be operated hydraulically or pneumatically shall be of steel or other equivalent heat-resisting material to the satisfaction of the Administration.

.5 Each pressure container shall be fitted with an automatic over-pressure release device which, in the event of the container being exposed to the effects of fire and the system not being operated, will safely vent the contents of the container into the protected space.

.6 The arrangement of containers and the electrical circuits and piping essential for the release of any system shall be such that in the event of damage to any one power release line through fire or explosion in a protected space, i.e. a single fault concept, at least two thirds of the fire-extinguishing charge required by paragraphs 3.2.9 or 3.2.10 for that space can still be discharged having regard to the requirement for uniform distribution of medium throughout the space. The arrangements in respect of systems for spaces requiring only one or two containers shall be to the satisfaction of the Administration.

.7 Not more than two discharge nozzles shall be fitted to any pressure container and the maximun quantity of agent in each container shall be to the satisfaction of the Administration having regard to the requirement for uniform distribution of medium throughout the space.

.8 The containers shall be monitored for decrease in pressure due to leakage and discharge. Visual and audible alarms in the protected area and on the navigating bridge or in the space where the fire control equipment is centralized shall be provided to indicate this condition, except that for cargo spaces, alarms are only required on the navigating bridge or the space where the fire control equipment is centralized.

3.4 Local automatically operated fixed fire-extinguishing units containing Halon 1301 or 1211, fitted in enclosed areas of high fire risk within machinery spaces, in addition to, and independent of, any required fixed fire-extinguishing system may be accepted subject to compliance with the following:

.1 The space in which such additional local protection is provided shall preferably be on one working level and on the same level as the access. At the discretion of the Administration more than one working level may be permitted subject to an access being provided on each level.

.2 The size of the space and arrangements of accesses thereto and machinery therein, shall be such that escape from anywhere in the space can be effected in not more than 10 seconds.

.3 The operation of any unit shall be signalled both visually and audibly outside each access to the machinery space and at the navigating bridge or in the space where the fire control equipment is centralized.

.4 A notice indicating that the space contains one or more automatically operated fire-extinguishing units and stating which medium is used, shall be displayed outside each access thereto.

.5 Discharge nozzles shall be so positioned that the discharge does not endanger personnel using the normal access ladders and escapes serving the compartment. Provision shall also be made to protect personnel engaged in maintenance of machinery from inadvertent discharge of the medium.

.6 The fire-extinguishing units shall be designed to operate within a temperature range to the satisfaction of the Administration.

.7 Means shall be provided for the crew to check safely the pressure within the containers.

.8 The total quantity of extinguishing medium provided in the local automatically operated units shall be such

that a concentration of 7 per cent in respect of Halon 1301 and 5.5 per cent in respect of Halon 1211 at 20oC based on the net volume of the enclosed space is not exceeded. This requirement applies when either a local automatically operated unit or a fixed system fitted in compliance with paragraph 3.2 has operated, but not when

both have operated. The volume of Halon 1301 shall be calculated at 0.16 m3/kg and the volume of Halon 1211 shall be calculated at 0.14 m3/kg.

.9 The time of discharge of a unit, based on the discharge of the liquid phase, shall be 10 seconds or less.

.10 The arrangement of local automatically operated fire-extinguishing units shall be such that their release does not result in loss of electrical power or reduction of the manoeuvrability of the ship.

3.5 Automatically operated fire-extinguishing units, as described in paragraph 3.4, fitted in machinery spaces over equipment having a high fire risk, in addition to and independent of any required fixed fire-extinguishing system, may be accepted subject to compliance with paragraphs 3.4.3 to 3.4.6, 3.4.9 and 3.4.10 and with the following:

.1 The quantity of medium provided in local automatically operated units shall be such that a vapour in air

concentration not greater than 1.25 per cent at 20oC based on the gross volume of the machinery space is obtained in the event of their simultaneous operation.

.2 The volume of Halon 1301 shall be calculated at 0.16 m3/kg and the volume of Halon 1211 shall be calculated at 0.14 m3/kg.

4 Steam systems

In general, the Administration shall not permit the use of steam as a fire-extinguishing medium in fixed fire- extinguishing systems. Where the use of steam is permitted by the Administration it shall be used only in restricted areas as an addition to the required fire-extinguishing medium and with the proviso that the boiler or boilers available for supplying steam shall have an evaporation of at least 1.0 kg of steam per hour for each

0.75 m3of the gross volume of the largest space so protected. In addition to complying with the foregoing requirements the systems in all respects shall be as determined by, and to the satisfaction of, the Administration.

5 Other gas systems

5.1 Where gas other than carbon dioxide or halogenated hydrocarbons, or steam as permitted by paragraph 4 is produced on the ship and is used as a fire-extinguishing medium, it shall be a gaseous product of fuel combustion in which the oxygen content, the carbon monoxide content, the corrosive elements and any solid combustible elements have been reduced to a permissible minimum.

5.2 Where such gas is used as the fire-extinguishing medium in a fixed fire-extinguishing system for the protection of machinery spaces it shall afford protection equivalent to that provided by a fixed system using carbon dioxide as the medium.

5.3 Where such gas is used as a fire-extinguishing medium in a fixed fire-extinguishing system for the protection of cargo spaces, as sufficient quantity of such gas shall be available to supply hourly a volume of free gas at least equal to 25 per cent of the gross volume of the largest space protected in this way for a period of

72 hours.

Regulation 6. Fire extinguishers1

1 All fire extinguishers shall be of approved types and designs.

1.1 The capacity of required portable fluid extinguishers shall be not more than 13.5 land not less than 9 l. Other extinguishers shall be at least as portable as the 13.5 lfluid extinguisher and shall have a fire-extinguishing capability at least equivalent to that of a 9 lfluid extinguisher.

1.2 The Administration shall determine the equivalents of fire extinguishers.

2 Spare charges shall be provided in accordance with requirements to be specified by the Administration.

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

4 A portable foam applicator unit shall consist 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 lof foam-making liquid and one spare tank. The nozzle shall be capable of producing effective foam suitable for extinguishing an

oil fire, at the rate of at least 1.5 m3/minute.

5 Fire extinguishers shall be periodically examined and subjected to such tests as the Administration may require.

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

7 Accommodation spaces, service spaces and control stations shall be provided with portable fire extinguishers of appropriate types and in sufficient number to the satisfaction of the Administration. Ships of 1,000 tons gross tonnage and upwards shall carry at least five portable fire extinguishers.

1Reference is made to the Guidelines for Marine Portable Fire Extinguishers adopted by the Organization by resolution A.518(13).

Regulation 7. Fire-extinguishing arrangements in machinery spaces

1 Spaces containing oil-fired boilers or oil fuel units

1.1 Machinery spaces of category A containing oil-fired boilers or oil fuel units shall be provided with any one of the following fixed fire-extinguishing systems:

.1 a gas system complying with the provisions of regulation 5;

.2 a high-expansion foam system complying with the provisions of regulation 9;

.3 a pressure water-spraying system complying with the provisions of regulation 10. In each case if the engine and boiler rooms are not entirely separate, or if fuel oil can drain from the boiler room into the engine-room, the combined engine and boiler rooms shall be considered as one compartment.

1.2 There shall be in each boiler room at least one set of portable foam applicator unit complying with the provisions of regulation 6.4.

1.3 There shall be at least two portable foam extinguishers or equivalent in each firing space in each boiler room and in each space in which a part of the oil fuel installation is situated. There shall be not less than one approved foam-type extinguisher of at least 135 l capacity or equivalent in each boiler room. These extinguishers shall be provided with hoses on reels suitable for reaching any part of the boiler room. In the case of domestic boilers of less than 175 kW in cargo ships the Administration may consider relaxing the requirements of this paragraph.

1.4 In each firing space there shall be a receptacle containing sand, sawdust impregnated with soda, or other approved dry material in such quantity as may be required by the Administration. An approved portable extinguisher may be substituted as an alternative.

2 Spaces containing internal combustion machinery

Machinery spaces of category A containing internal combustion machinery shall be provided with:

.1 One of the fire-extinguishing systems required by paragraph 1.1.

.2 At least one set of portable air-foam equipment complying with the provisions of regulation 6.4.

.3 In each such space approved foam-type fire extinguishers, each of at least 45 l capacity or equivalent, sufficient in number to enable foam or its equivalent to be directed on to any part of the fuel and lubricating oil pressure systems, gearing and other fire hazards. In addition, there shall be provided a sufficient number of

portable foam extinguishers or equivalent which shall be so located that no point in the space is more than 10 m walking distance from an extinguisher and that there are at least two such extinguishers in each such space. For smaller spaces of cargo ships the Administration may consider relaxing this requirement.

3 Spaces containing steam turbines or enclosed steam engines

In spaces containing steam turbines or enclosed steam engines used either for main propulsion or for other purposes when such machinery has in the aggregate a total power output of not less than 375 kW there shall be provided:

.1 Approved foam fire extinguishers each of at least 45 l capacity or equivalent sufficient in number to enable foam or its equivalent to be directed on to any part of the pressure lubrication system, on to any part of the casings enclosing pressure lubricated parts of the turbines, engines or associated gearing, and any other fire hazards. However, such extinguishers shall not be required if protection at least equivalent to that required by this subparagraph is provided in such spaces by a fixed fire-extinguishing system fitted in compliance with paragraph 1.1.

.2 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, except that such extinguishers shall not be required in addition to any provided in compliance with paragraph 1.3.

.3 One of the fire-extinguishing systems required by paragraph 1.1, where such spaces are periodically unattended.

4 Fire-extinguishing appliances in other machinery spaces

Where, in the opinion of the Administration, a fire hazard exists in any machinery space for which no specific provisions for fire-extinguishing appliances are prescribed in paragraphs 1, 2 and 3, there shall be provided in, or adjacent to, that space such a number of approved portable fire extinguishers or other means of fire extinction as the Administration may deem sufficient.

5 Fixed fire-extinguishing systems not required by this chapter

Where a fixed fire-extinguishing system not required by this chapter is installed, such a system shall be to the satisfaction of the Administration.

6 Machinery spaces of category A in passenger ships

In passenger ships carrying more than 36 passengers each machinery space of category A shall be provided with at least two suitable water fog applicators.1

1A water fog applicator might consist of a metal “L”-shaped pipe, the long limb being about 2 m in length capable of being fitted to a fire hose and the short limb being about 250 mm in length fitted with a fixed water fog nozzle or capable of being fitted with a water spray nozzle.

Regulation 8. Fixed low-expansion foam fire-extinguishing systems in machinery spaces

1 Where in any machinery space a fixed low-expansion foam fire-extinguishing system is fitted in addition to the requirements of regulation 7, such system shall be capable of discharging through fixed discharge outlets in not more than five minutes a quantity of foam sufficient to cover to a depth of 150 mm the largest single area over which oil fuel is liable to spread. The system shall be capable of generating foam suitable for extinguishing oil fires. Means shall be provided for effective distribution of the foam through a permanent system of piping and control valves or cocks to suitable discharge outlets, and for the foam to be effectively directed by fixed sprayers on other main fire hazards in the protected space. The expansion ratio of the foam shall not exceed 12 to 1.

2 The means of control of any such systems shall be readily accessible and simple to operate and shall be grouped together in as few locations as possible at positions not likely to be cut off by a fire in the protected space.

Regulation 9. Fixed high-expansion foam fire-extinguishing systems in machinery spaces

1.1 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.

1.2 The Administration may permit alternative arrangements and discharge rates provided that it is satisfied that equivalent protection is achieved.

2 Supply ducts for delivering foam, air intakes to the foam generator and the number of foam-producing units shall in the opinion of the Administration be such as will provide effective foam production and distribution.

3 The arrangement of the foam generator delivery ducting shall be such that a fire in the protected space will not affect the foam generating equipment.

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

Regulation 10. Fixed pressure water-spraying fire-extinguishing systems in machinery spaces

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 to the satisfaction of the Administration and shall be

such as to ensure an effective average distribution of water of at least 5 l/m2per minute in the spaces to be protected. Where increased application rates are considered necessary, these shall be to the satisfaction of the Administration. Nozzles shall be fitted above bilges, tank tops and other areas over which oil fuel is liable to spread and also above other specific fire hazards in the machinery spaces.

3 The system may be divided into sections, the distribution valves of which shall be operated from easily accessible positions outside the spaces to be protected and will not be readily cut off by a fire in the protected space.

4 The system shall be kept charged at the necessary pressure and the pump supplying the water for the system shall be put automatically into action by a pressure drop in the system.

5 The pump shall be capable of simultaneously supplying at the necessary pressure all sections of the system in any one compartment to be protected. The pump and its controls shall be installed outside the space or spaces to be protected. It shall not be possible for a fire in the space or spaces protected by the water-spraying system to put the system out of action.

6 The pump may be driven by independent internal combustion machinery but, if it is dependent upon power being supplied from the emergency generator fitted in compliance with the provisions of regulation II-1/44 or regulation II-1/45, as appropriate, that generator shall be so arranged as to start automatically in case of main power failure so that power for the pump required by paragraph 5 is immediately available. When the pump is driven by independent internal combustion machinery it shall be so situated that a fire in the protected space will not affect the air supply to the machinery.

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.

Regulation 11. Special arrangements in machinery spaces

1 The provisions of this regulation shall apply to machinery spaces of category A and, where the Administration considers it desirable, to other machinery spaces.

2.1 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.

2.2 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.

2.3 In passenger ships, 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 3.5oopposing closure and having a fail-safe hook- back facility, provided with a remotely operated release device.

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

4 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.

5 The controls required in paragraph 4 and in regulation 15.2.5 shall be located outside the space concerned, where they will not be cut off in the event of fire in the space they serve. In passenger ships 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 to the satisfaction of the Administration. Such positions shall have a safe access from the open deck.

6 When access to any machinery space of category A is provided at a low level from an adjacent shaft tunnel, there shall be provided in the shaft tunnel, near the watertight door, a light steel fire-screen door operable from each side.

7 For periodically unattended machinery spaces in cargo ships, the Administration shall give special consideration to maintaining fire integrity of the machinery spaces, the location and centralization of the fire- extinguishing system controls, the required shutdown arrangements (e.g. ventilation, fuel pumps, etc.) and may require additional fire-extinguishing appliances and other fire-fighting equipment and breathing apparatus. In passenger ships these requirements shall be at least equivalent to those of machinery spaces normally attended.

8 A fixed fire detection and alarm system complying with the provisions of regulation 14 shall be fitted in any machinery space:

.1 where the installation of automatic and remote control systems and equipment has been approved in lieu of continuous xxxxxxx of the space; and

.2 where the main propulsion and associated machinery including sources of main electrical supply are provided with various degrees of automatic or remote control and are under continuous manned supervision from a control room.

Regulation 12. Automatic sprinkler, fire detection and fire alarm systems

1.1 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 in the opinion of the Administration this is a necessary precaution. Any parts of the system which may be subjected to freezing temperatures in service shall be suitably protected against freezing. It shall be kept charged at the necessary pressure and shall have provision for a continuous supply of water as required in this regulation.

1.2 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 alarm systems shall be such as to indicate if any fault occurs in the system. 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 located in a position other than on the navigation bridge, so as to ensure that the indication of fire is immediately received by the crew.

2.1 Sprinklers shall be grouped into separate sections, each of which shall contain not more than 200 sprinklers. In passenger ships any section of sprinklers shall not serve more than two decks and shall not be situated in more than one main vertical zone. However, the Administration may permit such a section of sprinklers to serve more than two decks or be situated in more than one main vertical zone, if it is satisfied that the protection of the ship against fire will not thereby be reduced.

2.2 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.

2.3 A gauge indicating the pressure in the system shall be provided at each section stop valve and at a central station.

2.4 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 68oto 79oC, 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 30oC above the maximum deckhead temperature.

2.5 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.

3 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/m2per minute over the nominal area covered by the sprinklers. However, the Administration may permit the use of sprinklers providing such an alternative amount of water suitably distributed has been shown to the satisfaction of the Administration to be not less effective.

4.1 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 5.2, 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.

4.2 Means shall be provided to prevent the passage of seawater into the tank.

5.1 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.

5.2 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 m2at the application rate specified in paragraph 3.

5.3 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 pipe shall be adequate to permit the release of the required pump output while maintaining the pressure in the system specified in paragraph 4.1.

5.4 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.

6 The sprinkler pump and tank shall be situated in a position reasonably remote from any machinery space of category Aand shall not be situated in any space required to be protected by the sprinkler system.

7.1 In passenger ships 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 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 6, be so situated that a fire in any protected space will not affect the air supply to the machinery.

7.2 In cargo ships there shall not be less than two sources of power supply for the seawater pump and automatic alarm and detection system. If the pump is electrically driven it shall be connected to the main source of electrical power, which shall be capable of being supplied by at least two generators. 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. 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 6, be so situated that a fire in any protected space will not affect the air supply to the machinery.

8 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.

9.1 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.

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

9.3 Switches shall be provided at one of the indicating positions referred to in paragraph 1.2 which will enable the alarm and the indicators for each section of sprinklers to be tested.

10 Spare sprinkler heads shall be provided for each section of sprinklers to the satisfaction of the Administration.

Regulation 13. Fixed fire detection and fire alarm systems

1 General requirements

1.1 Any required fixed fire detection and fire alarm system with manually operated call points shall be capable of immediate operation at all times.

1.2 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.

1.3 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.

1.4 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 two minutes an audible alarm shall be automatically sounded throughout the crew accommodation and service spaces, control stations and machinery spaces of category A. This alarm sounder system need not be an integral part of the detection system.

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

1.6 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.

1.7 Clear information shall be displayed on or adjacent to each indicating unit about the spaces covered and the location of the sections.

1.8 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. 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.

1.9 In passenger ships, 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, if it is satisfied that the protection of the ship against fire will not thereby be reduced, may permit such a section of detectors to serve both sides of the ship and more than one deck. In passenger 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.

1.10 A section of fire detectors which covers a control station, a service space or an accommodation space shall not include a machinery space of category A.

1.11 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 provided that they are no less sensitive than such detectors. Flame detectors shall only be used in addition to smoke or heat detectors.

1.12 Suitable instructions and component spares for testing and maintenance shall be provided.

1.13 The function of the detection system shall be periodically tested to the satisfaction of the Administration 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.

1.14 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.

1.15 Fire detection systems with a zone address identification capability fitted on or after 1 October 1994 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 configuaration of the system to be restored in the event of failure (electrical, electronic, informatic);

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

2 Installation requirements

2.1 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.

2.2 Smoke detectors shall be installed in all stairways, corridors and escape routes within accommodation spaces. Consideration shall be given to the installation of special purpose smoke detectors within ventilation ducting.

2.3 Where a fixed fire detection and fire alarm system is required for the protection of spaces other than those specified in paragraph 2.2, at least one detector complying with paragraph 1.11 shall be installed in each such space.

2.4 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.

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

Type of detector	Maximum floor area per detector	Maximum distance apart between centres	Maximum distance away from bulkheads
Heat	37 m2	9 m	4.5 m
Smoke	74 m2	11 m	5.5 m

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

2.6 Electrical wiring which forms part of the sysem shall be so arranged as to avoid galleys, machinery spaces of category A, and other enclosed spaces of high fire risk except where it is necessary to provide for fire detection or fire alarm in such spaces or to connect to the appropriate power supply.

3 Design requirements

3.1 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.

3.2 Smoke detectors required by paragraph 2.2 shall be certified to operate before the smoke density exceeds

12.5 per cent obscuration per metre, but not until the smoke density exceeds 2 per cent obscuration per metre. Smoke detectors to be installed in other spaces shall operate within sensitivity limits to the satisfaction of the Administration having regard to the avoidance of detector insensitivity or oversensitivity.

3.3 Heat detectors shall be certified to operate before the temperature exceeds 78oC, but not until the

temperature exceeds 54oC, when the temperature is raised to those limits at a rate less than 1oC per minute. At higher rates of temperature rise, the heat detector shall operate within temperature limits to the satisfaction of the Administration having regard to the avoidance of detector insensitivity or oversensitivity.

3.4 At the discretion of the Administration, the permissible temperature of operation of heat detectors may be

increased to 30oC above the maximum deckhead temperature in drying rooms and similar spaces of a normal high ambient temperature.

Regulation 13-1. Sample extraction smoke detection systems

(This regulation applies to ships constructed on or after 1 February 1992 – See Annex 2)

1 General requirements

1.1 Wherever in the text of this regulation the word “system” appears, it shall mean “sample extraction smoke detection system”.

1.2 Any required system shall be capable of continuous operation at all times except that systems operating on a sequential scanning principle may be accepted, provided that the interval between scanning the same position twice gives an overall response time to the satisfaction of the Administration.

1.3 Power supplies necessary for the operation of the system shall be monitored for loss of power. Any loss of power shall initiate a visual and audible signal at the control panel and the navigating bridge which shall be distinct from a signal indicating smoke detection.

1.4 An alternative power supply for the electrical equipment used in the operation of the system shall be provided.

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

1.6 The detection of smoke or other products of combustion shall initiate a visual and audible signal at the control panel and the navigating bridge.

1.7 Clear information shall be displayed on or adjacent to the control panel designating the spaces covered.

1.8 The sampling pipe arrangements shall be such that the location of the fire can be readily identified.

1.9 Suitable instructions and component spares shall be provided for the testing and maintenance of the system.

1.10 The functioning of the system shall be periodically tested to the satisfaction of the Administration. The system shall be of a type that can be tested for correct operation and restored to normal surveillance without the renewal of any component.

1.11 The system shall be designed, constructed and installed so as to prevent the leakage of any toxic or flammable substances or fire-extinguishing media into any accommodation and service space, control station or machinery space.

2 Installation requirements

2.1 At least one smoke accumulator shall be located in every enclosed space for which smoke detection is required. However, where a space is designed to carry oil or refrigerated cargo alternatively with cargoes for which a smoke sampling system is required, means may be provided to isolate the smoke accumulators in such compartments for the system. Such means shall be to the satisfaction of the Administration.

2.2 Smoke accumulators shall be located for optimum performance and shall be spaced so that no part of the overhead deck area is more than 12 m measured horizontally from an accumulator. Where systems are used in spaces which may be mechanically ventilated, the position of the smoke accumulators shall be considered having regard to the effects of ventilation.

2.3 Smoke accumulators shall be positioned where impact or physical damage is unlikely to occur.

2.4 Not more than four accumulators shall be connected to each sampling point.

2.5 Smoke accumulators from more than one enclosed space shall not be connected to the same sampling point.

2.6 Sampling pipes shall be self-draining and suitably protected from impact or damage from cargo working. 3 Design requirements

3.1 The system and equipment shall be suitably designed to withstand supply voltage variations and transients, ambient temperature changes, vibration, humidity, shock, impact and corrosion normally encountered in ships and to avoid the possibility of ignition of flammable gas air mixture.

3.2 The sensing unit shall be certified to operate before the smoke density within the sensing chamber exceeds 6.65% obscuration per metre.

3.3 Duplicate sample extraction fans shall be provided. The fans shall be of sufficient capacity to operate with the normal conditions or ventilation in the protected area and shall give an overall response time to the satisfaction of the Administration.

3.4 The control panel shall permit observation of smoke in the individual sampling pipe.

3.5 Means shall be provided to monitor the airflow through the sampling pipes so designed as to ensure that as far as practicable equal quantities are extracted from each interconnected accumulator.

3.6 Sampling pipes shall be a minimum of 12 mm internal diameter except when used in conjunction with fixed gas fire-extinguishing systems when the minimum size of pipe should be sufficient to permit the fire- extinguishing gas to be discharged within the appropriate time.

3.7 Sampling pipes shall be provided with an arrangement for periodically purging with compressed air.

Regulation 14. Fixed fire detection and fire alarm systems for periodically unattended machinery spaces

1 A fixed fire detection and fire alarm system of an approved type in accordance with the relevant provisions of regulation 13 shall be installed in periodically unattended machinery spaces.

2 This fire detection system shall be so designed and the detectors so positioned as to detect rapidly the onset of fire in any part of those spaces and under any normal conditions of operation of the machinery and variations of ventilation as required by the possible range of ambient temperatures. Except in spaces of restricted height and where their use is specially appropriate, detection systems using only thermal detectors shall not be permitted. The detection system shall initiate audible and visual alarms distinct in both respects from the alarms of any other system not indicating fire, in sufficient places to ensure that the alarms are heard and observed on the navigating bridge and by a responsible engineer officer. When the navigating bridge is unmanned the alarm shall sound in a place where a responsible member of the crew is on duty.

3 After installation the system shall be tested under varying conditions of engine operation and ventilation.

Regulation 15. Arrangements for oil fuel, lubricating oil and other flammable oils

Paragraphs 2.6 and 3 of this regulation apply to ships constructed on or after 1 February 1992. Paragraphs 2.9 to 2.12 of this regulation apply to all ships.

1 Limitations in the use of oil as fuel

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

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

.2 In emergency generators oil fuel with a flashpoint of not less than 43oC 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 10oC below the flashpoint of the oil fuel, the Administration may permit the general use of oil fuel having a flashpoint

of less than 60oC but not less than 43oC.

.4 In cargo ships the use of fuel having a lower flashpoint than otherwise specified in this paragraph, for example crude oil, may be permitted provided that such fuel is not stored in any machinery space and subject to the approval by the Administration of the complete installation.

The flashpoint of oils shall be determined by an approved closed cup method. 2 Oil fuel arrangements

In a ship in which oil fuel is used, the arrangements for the storage, distribution and 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/

mm2shall 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.

.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 of category A. Where oil fuel tanks, other than double bottom tanks, are necessarily located adjacent

to or within machinery spaces of category A, 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 of category A they shall not contain oil fuel having a

flashpoint of less than 60oC. In general the use of free-standing oil fuel tanks shall be avoided. When such tanks are employed their use shall be prohibited in category A machinery spaces on passenger ships. Where permitted, they shall be placed in an oil-tight spill tray of ample size having a suitable drain pipe leading to a suitably sized spill oil tank.

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

.5 Every oil fuel pipe, which, if damaged, would allow oil to escape from a storage, settling or daily service tank situated above the double bottom shall be fitted with a cock or valve directly on the tank capable of being closed from a safe position outside the space concerned in the event of a fire occurring in the space in which such tanks are situated. In the special case of deep tanks situated in any shaft or pipe tunnel or similar space, valves on the tank shall be fitted but control in the event of fire may be effected by means of an additional valve on the pipe or pipes outside the tunnel or similar space. If such additional valve is fitted in 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. (See Annex 2.)

.6.1 Where sounding pipes are used, they 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, they shall not terminate in machinery spaces. However, where the Administration 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:

.6.1.1 in addition, an oil-level gauge is provided meeting the requirements of subparagraph .6.2;

.6.1.2 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;

.6.1.3 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 so as to ensure that any spillage of oil fuel through the control cock involves no ignition hazard.

.6.2 Other oil-level gauges may be used in place of sounding pipes. Such means, like the means provided in subparagraph .6.1.1, are subject to the following conditions:

.6.2.1 In passenger ships, such means shall not require penetration below the top of the tank and their failure or overfilling of the tanks shall not permit release of fuel;

.6.2.2 in cargo ships, the failure of such means of overfilling the tank shall not permit release of fuel into the space. The use of cylindrical gauge glasses is prohibited. The Administration may permit the use of oil-level gauges with flat glasses and self-closing valves between the gauges and fuel tanks.

.6.3 Means prescribed in .6.2.1 or .6.2.2 which are acceptable to the Administration 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 which, in the opinion of the Administration, is safe.

.8 Oil fuel pipes and their valves and fittings shall be of steel or other approved material, except that restricted use of flexible pipes shall be permissible in positions where the Administration is satisfied that they are necessary. Such flexible pipes and end attachments shall be of approved fire-resisting materials of adequate strength and shall be constructed to the satisfaction of the Administration.

.9 All external high pressure fuel delivery lines between the high pressure fuel pumps and fuel injectors shall be protected with a jacketed piping system capable of containing fuel from a high pressure line failure. A jacketed pipe incorporates an outer pipe into which the high pressure fuel pipe is placed forming a permanent assembly. The jacketed piping system shall include a means for collection of leakages and arrangements shall be provided for an alarm to be given of a fuel line failure.

.10 All surfaces with temperatures above 220oC 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 Ships constructed before 1 July 1998 shall comply with the requirements of paragraphs 2.9 to 2.11 not later than 1 July 2003, except that a suitable enclosure on 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.

3 Lubricating oil arrangements

3 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. The arrangements made in machinery spaces of category A, and whenever practicable in other machinery spaces, shall at least comply with the provisions of paragraphs 2.1, 2.4, 2.5, 2.6, 2.7, 2.8, 2.10 and 2.11 except that:

.1 this does not preclude the use of sight-flow glasses in lubricating systems provided that they are shown by test to have a suitable degree of fire resistance;

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

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 paragraphs 2.4, 2.6, 2.10 and 2.11 and with the provisions of paragraphs 2.7 and 2.8 in respect of strength and construction.

5 Periodically unattended machinery spaces

In addition to the requirements of paragraphs 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 and other flammable oils shall not be carried in forepeak tanks.

Regulation 16. Ventilation systems in ships other than passenger ships carrying more than 36 passengers

1 Ventilation ducts shall be of non-combustible material. Short ducts, however, not generally exceeding 2 m in

length and with a cross-section not exceeding 0.02 m2need not be non-combustible, subject to the following conditions:

.1 these ducts shall be of a material which has low flame spread characteristics;

.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 0.2 m2pass through class “A” bulkheads or decks, the opening 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. Equivalent penetration protection may be provided to the satisfaction of the Administration.

.2 Ducts with a free cross-sectional area exceeding 0.075 m2shall be fitted with fire dampers in addition to the requirements of paragraph 2.1. The fire damper shall operate automatically but shall also be capable of being closed manually from both sides of the bulkhead or deck. The damper shall be provided with an indicator which shows whether the damper is open or closed. Fire dampers are not required, however, where ducts pass through

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spaces surrounded by “A” class divisions, without serving those spaces, provided those ducts have the same fire integrity as the divisions which they xxxxxx.

3 Ducts provided for the ventilation of machinery spaces of category A, galleys, car deck spaces, ro-ro cargo spaces or special category spaces shall not pass through accommodation spaces, service spaces or control stations unless they comply with the conditions specified in subparagraphs 1.1 to 1.4 or 2.1 and 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 m beyond each fire damper;

or

.2.1 the ducts are constructed of steel in accordance with paragraphs 3.1.1 and 3.1.2; and

.2.2 the ducts are insulated to “A-60" standard throughout the accommodation spaces, service spaces or control stations; except that penetrations of main zone divisions shall also comply with the requirements of paragraph 8.

4 Ducts provided for ventilation to accommodation spaces, service spaces or control stations shall not pass through machinery spaces of category A, galleys, car deck spaces, ro-ro cargo spaces or special category spaces unless they comply with the conditions specified in subparagraphs 1.1 to 1.3 or 2.1 and 2.2 below:

.1.1 the ducts where they pass through a machinery space of category A, galley, car deck space, ro-ro cargo space or special category space are constructed of steel in accordance with paragraphs 3.1.1 and 3.1.2;

.1.2 automatic fire dampers are fitted close to the boundaries penetrated; and

.1.3 the integrity of the machinery space, galley, car deck space, ro-ro cargo space or special category space boundaries is maintained at the penetrations;

or

.2.1 the ducts where they pass through a machinery space of cateogry A, xxxxxx, car deck space, ro-ro cargo space or special category space are constructed of steel in accordance with paragraphs 3.1.1 and 3.1.2; and

.2.2 the ducts are insulated to “A-60" standard within the machinery space, galley, car deck space, ro-ro cargo space or special category space; except that penetrations of main zone divisions shall also comply with the requirements of paragraph 8.

5 Ventilation ducts with a free cross-sectional area exceeding 0.02 m2passing through “B” class 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. At the discretion of the Administration, 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 in a passenger ship 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 18.1.1. 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.

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.

11 The following arrangements shall be tested in accordance with the Fire Test Procedures Code:

.1 fire dampers, including relevant means of operation; and

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.2 duct penetrations through “A” class divisions. Where steel sleeves are directly joined to ventilation ducts by means of rivetted or screwed flanges or by welding, the test is not required.

Regulation 17. Fireman’s outfit

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 xxxxx and scalding by steam. The outer surface shall be water-resistant.

.2 Boots and gloves of rubber or other electrically nonconducting 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 An axe to the satisfaction of the Administration.

1.2 A breathing apparatus of an 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 as determined by the Administration; or

.2 a self-contained compressed-air-operated breathing apparatus, the volume of air contained in the cylinders of which shall be at least 1,200 l, or other self-contained breathing apparatus which shall be capable of functioning for at least 30 minutes. A number of spare charges, suitable for use with the apparatus provided, shall be available on board to the satisfaction of the Administration. In passenger ships carrying more than

36 passengers, at least two spare charges for each breathing apparatus shall be provided, and all air cylinders for breathing apparatus shall be interchangeable.

2. For each breathing apparatus a fireproof lifeline of sufficient length and strength shall be provided capable of being attached by means of a snaphook to the harness of the apparatus or to a separate belt in order to prevent the breathing apparatus becoming detached when the lifeline is operated.

3. All ships shall carry at least two fireman’s outfits complying with the requirements of paragraph 1.

3.1 In addition, there shall be provided:

.1 in passenger ships for every 80 m, or part thereof, of the aggregate of the lengths of all passenger spaces and service spaces on the deck which carries such spaces 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, each set comprising the items stipulated in paragraphs 1.1.1, 1.1.2 and 1.1.3. In passenger ships carrying more than 36 passengers, two additional fireman’s outfits shall be provided for each main vertical zone; however, for stairway enclosures which constitute individual main vertical zones and for the main vertical zones in the fore or aft end of a ship which do not contain spaces of categories 26.2.2(6), (7), (8) or (12), no additional fireman’s outfits are required.

.2 in tankers, two fireman’s outfits.

3.2 In passenger 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.

3.3 The Administration may require additional sets of personal equipment and breathing apparatus, having due regard to the size and type of the ship.

4 The fireman’s outfits or sets of personal equipment shall be so stored as to be easily accessible and ready for use and, where more than one fireman’s outfit or more than one set of personal equipment is carried, they shall be stored in widely separated positions. In passenger ships at least two fireman’s outfits and one set of personal equipment shall be available at any one position. At least two fireman’s outfits shall be stored in each main vertical zone.

Regulation 18. Miscellaneous items

Paragraph 2.4 and paragraph 8 of this regulation apply to ships constructed on or after 1 February 1998. Paragraph 7 of this regulation applies to all ships.

1.1 Where “A” class 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, subject to the provisions of regulation 30.5.

1.2 Where “B” class divisions are penetrated for the passage of electric cables, pipes, trunks, ducts, etc., or for the fitting of ventilation terminals, lighting fixtures and similar devices, arrangements shall be made to ensure that the fire resistance is not impaired.

2.1 Pipes penetrating “A” or “B” class divisions shall be of materials approved by the Administration having regard to the temperature such divisions are required to withstand.

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

2.3 Materials readily rendered ineffective by heat shall not be used for overboard 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.

2.4 For the protection of cargo tanks carrying crude oil and petroleum products having a flashpoint not

exceeding 60oC, materials readily rendered ineffective by heat shall not be used for valves, fittings, tank opening covers, cargo vent piping, and cargo piping so as to prevent the spread of fire to the cargo.

3 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.

4 Cellulose-nitrate based films shall not be used for cinematograph installations.

5 All waste-receptacles shall be constructed of non-combustible materials with no openings in the sides or bottom.

6 In spaces where penetration of oil products is possible, the surface of insulation shall be impervious to oil or oil vapours.

7 Paint lockers and flammable liquid lockers shall be protected by an appropriate fire-extinguishing arrangement approved by the Administration.

8 Provisions for helicopter facilities shall be in accordance with the standards developed by the Organization.1

1Reference to the standards to be developed by the Organization.

Regulation 19. International shore connection1

1. Ships of 500 tons gross tonnage and upwards shall be provided with at least one international shore connection, complying with provisions of paragraph 3.

2 Facilities shall be available enabling such a connection to be used on either side of the ship.

3 Standard dimensions of flanges for the international shore connection shall be in accordance with the following table:

Description	Dimension
Outside diameter	178 mm
Inner diameter	64 mm
Bolt circle diameter	132 mm
Slots in flange	4 holes 19 mm in diameter equidistantly on a bolt circle of the above diameter, slotted to the flange periphery
Flange thickness	14.5 mm minimum
Bolts and nuts	4, each of 16 mm in diameter, and 50 mm in length

4. The connection shall be of steel or other suitable material and shall be designed for 1.0 N/mm2services. The flange shall have a flat face on one side and on the other shall be permanently attached to a coupling that will fit the ship’s hydrant and hose. The connection shall be kept aboard the ship together with a gasket of any material

suitable for 1.0 N/mm2services, together with four 16 mm bolts, 50 mm in length and eight washers. 1Reference is made to the recommendation contained in resolution A.470(XII) adopted by the Organization entitled “International shore connexion (shore side)”.

Regulation 20. Fire control plans and fire drills

This regulation applies to all 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, at the discretion of the Administration, 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 those languages 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 regulation III/18.

4 In ships carrying more than 36 passengers, plans and booklets required by this regulation shall provide the information regarding fire protection, fire detection and fire extinction based on the guidelines issued by the

Organization1.

1Reference is made to the guidelines to be developed by the Organization.

Regulation 21. Ready availability of fire-extinguishing appliances

This regulation applies to all ships.

Fire-extinguishing appliances shall be kept in good order and be available for immediate use at all times.

Regulation 22. Acceptance of substitutes

1 This regulation applies to all ships.

2 Where in this chapter any special type of appliance, apparatus, extinguishing medium or arrangement is specified in any ship, any other type of appliance etc., may be allowed, provided the Administration is satisfied that it is not less effective.

Part B. FIRE SAFETY MEASURES FOR PASSENGER SHIPS

Regulation 23. Structure

1 The hull, superstructure, structural bulkheads, decks and deckhouses shall be constructed of steel or other equivalent material. For the purpose of applying the definition of steel or other equivalent material as given in regulation 3.7 the “applicable fire exposure” shall be according to the integrity and insulation standards given in the tables of regulations 26 and 27. 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, in the opinion of the Administration, is non-load-bearing, shall be such that the temperature of the structural core does

not rise more than 200oC 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:

.2.1 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

.2.2 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 of category A shall be of steel construction adequately insulated and openings therein, if any, shall be suitably arranged and protected to prevent the spread of fire.

Regulation 24. Main vertical zones and horizontal zones

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 a category 26.2.2(5), (9) or (10) space is on one side, or where fuel oil tanks are on both sides of the division, the standard may be reduced to A-0.

1.2 For ships carrying not more than 36 passengers, the hull, superstructure and deckhouses in way of accommodation and service spaces shall be sub-divided into main vertical zones by “A” class divisions. These divisions shall have insulation values in accordance with tables in regulation 27.

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 m2on any deck. The length or width of a main vertical zone is the maximum distance between the futhermost points of the bulkheads bounding it.

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 27.2.

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 means for controlling and limiting a fire shall be substituted and specifically approved by the Administration.

5.2 However, in a ship with special category spaces, any such space shall comply with the applicable provisions of regulation 37 and in so far as such compliance would be inconsistent with compliance with other requirements of this part, the requirements of regulation 37 shall prevail.

Regulation 25. Bulkheads within a main vertical zone

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 26.

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 27.

1.3 All such divisions may be faced with combustible materials in accordance with the provisions of regulation 34.

2 In ships carrying not more than 36 passengers all corridor bulkheads where not required to be “A” class shall be “B” class divisions which shall extend from deck to deck except:

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

.2 in the case of a ship protected by an automatic sprinkler system complying with the provisions of regulation 12 the corridor bulkheads of “B” class materials may terminate at a ceiling in the corridor provided

such a ceiling is of material which, in thickness and composition, is acceptable in the construction of “B” class divisions. Notwithstanding the requirements of regulations 26 and 27 such bulkheads and ceilings shall be required to meet “B” class integrity standards only in so far as is reasonable and practicable in the opinion of the Administration. 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 to the satisfaction of the Administration.

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.

Regulation 26. Fire integrity of bulkheads and decks in ships carrying more than 36 passengers

Paragraphs 2.2(7) and 2.2(13) of this regulation apply to ships constructed on or after 1 February 1992.

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 26.1 to 26.2. Where, due to any particular structural arrangements in the ship, difficulty is experienced in determining from the tables the minimum fire integrity value of any divisions, such values shall be determined to the satisfaction of the Administration.

2 The following requirements shall govern application of the tables:

.1 Table 26.1 shall apply to bulkheads not bounding either main vertical zones or horizontal zones. Table 26.2 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 and lobbies.

(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 liferaft’s and evacuation slide’s embarkation areas.

(5) Open deck spaces

Open deck spaces and enclosed promenades clear of lifeboat and liferaft embarkation and lowering stations. Air spaces (the space outside superstructures and deckhouses).

(6) Accommodation spaces of minor fire risk

Cabins containing furniture and furnishings of restricted fire risk.

Offices and dispensaries containing furniture and furnishings of restricted fire risk.

Public spaces containing furniture and furnishings of restricted fire risk and having a deck area of less than

50 m2.

(7) Accommodation spaces of moderate fire risk

Spaces as in category (6) above but containing furniture and furnishings of other than restricted fire risk.

Public spaces containing furniture and furnishings of restricted fire risk and having a deck area of 50 m2or 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 m2or less). Specie rooms.

Operating rooms.

(8) Accommodation spaces of greater fire risk

Public spaces containing furniture and furnishings of other than restricted fire risk and having a deck area of

50 m2or more.

Xxxxxx shops and beauty parlours.

(9) Sanitary and similar spaces

Communal sanitary facilities, showers, baths, water closets, etc. Small laundry rooms.

Indoor swimming pool area.

Isolated pantries containing no cooking appliances in accommodation spaces.

Private sanitary facilities shall be considered a portion of the space in which they are located.

(10) Tanks, voids and auxiliary machinery spaces having little or no fire risk

Water tanks forming part of the ship’s structure. Voids and cofferdams.

Auxiliary machinery spaces which do not contain machinery having a pressure lubication 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 switch-boards and purely electrical equipment other than oil-filled electrical transformers (above 10 kVA); shaft alleys and pipe tunnels; spaces for pumps and refrigeration machinery (not handling or using flammable liquids).

Closed trunks serving the spaces listed above. Other closed trunks such as pipe and cable trunks.

(11) Auxiliary machinery spaces, cargo spaces, cargo and other oil tanks and other similar spaces of moderate fire risk

Cargo oil tanks.

Cargo holds, trunkways and hatchways. Refrigerated xxxxxxxx.

Oil fuel tanks (where installed in a separate space with no machinery). Shaft alleys and pipe tunnels allowing storage of combustibles.

Auxiliary machinery spaces as in category (10) which contain machinery having a pressure lubrication system or where storage of combustibles is permitted.

Oil fuel filling stations.

Spaces containing oil-filled electrical transformers (above 10 kVA).

Spaces containing turbine and reciprocating steam engine driven auxiliary generators and small internal combustion engines of power output up to 110 kW driving generators, sprinkler, drencher or fire pumps, bilge pumps, etc.

Closed trunks serving the spaces listed above.

(12) Machinery spaces and main galleys

Main propulsion machinery rooms (other than electric propulsion motor rooms) and boiler rooms. Auxiliary machinery spaces other than those in categories (10) and (11) which contain internal combustion machinery or other oil-burning, heating or pumping units.

Main galleys and annexes.

Trunks and casings to the spaces listed above.

(13) Store-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) Others 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 Notwithstanding the provisions of regulation 25 there are no special requirements for material or integrity of boundaries where only a dash appears in the tables.

.5 The Administration shall determine in respect of category (5) spaces whether the insulation values in

table 26.1 shall apply to ends of deckhouses and superstructures, and whether the insulation values in table 26.2 shall apply to weather decks. In no case shall the requirements of category (5) of table 26.1 or 26.2 necessitate enclosure of spaces which in the opinion of the Administration need not be enclosed.

3 Continuous “B” class ceilings or linings, in association with the relevant decks or bulkheads, may be accepted as contributing wholly or in part, to the required insulation and integrity of a division.

4 In approving structural fire protection details, the Administration shall have regard to the risk of heat transmission at intersections and terminal points of required thermal barriers.

Notes: to be applied to tables 26.1 and 26.2.

aWhere adjacent spaces are in the same numerical category and superscript a appears, a bulkhead or deck between such spaces need not be fitted if deemed unnecessary by the Administration. 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).

bThe 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.

cWhere public toilets are installed completely within the stairway enclosure, the public toilet bulkhead within the stairway enclosure can be of “B” class integrity.

dWhere spaces of category 6, 7, 8 and 9 are located completely within the outer perimeter of the muster station, the bulkheads of these spaces are allowed to be of “B-0” class integrity. Control positions for audio, video and light installations may be considered as part of the muster station.

Table 26.1

BULKHEADS NOT BOUNDING EITHER MAIN VERTICAL ZONES OR HORIZONTAL ZONES

Table 26.2

DECKS NOT FORMING STEPS IN MAIN VERTICAL ZONES NOR BOUNDING HORIZONTAL ZONES

Regulation 27. Fire integrity of bulkheads and decks in ship carrying not more than 36 passengers

Paragraphs 2.(5) and 2.(9) of this regulation apply to ships constructed on or after 1 February 1992.

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 27.1 and table 27.2.

Table 27.1

FIRE INTEGRITY OF BULKHEADS SEPARATING ADJACENT SPACES

Spaces

(1)

(2)

(3)

(4)

(5)

(6)

(7)

(8)

(9)

(10)

(11)

Control stations

(1)

A-0e

A-0

A-60

A-0

A-15

A-60

A-15

A-60

A-60

*

A-60

Corridors

(2)

Ce

B-0e

A-0a A-0e

B-0e

A-60

A-0

A-0

A-15 A-0d

*

A-15

Accomm spaces

od(a3t)ion

Ce

A-0a B-0e

B-0e

A-60

A-0

A-0

A-15 A-0d

*

A-30 A-0d

Stairway

s (4)

A-0a B-0e

A-0a B-0e

A-60

A-0

A-0

A-15 A-0d

* *

A-15

Service spaces (low risk)

(5)

Ce

A-60

A-0

A-0

A-0

*

A-0

Machine spaces of category

ry (6) A

*

A-0

A-0

A-60

*

A-60

Other machiner spaces

(7) y

A-0b

A-0

A-0

*

A-0

Cargo spaces

(8)

*

A-0

*

A-0

Service spaces (high risk)

(9)

A-0b

*

A-30

Open decks

(10)

A-0

Special category spaces

(11)

A-0

Notes: To be applied to both tables 27.1 and 27.2, as appropriate.

aFor clarification as to which applies see regulations 25 and 29.

b Where spaces are of the same numerical category and superscript b appears, a bulkhead or deck of the ratings shown in the tables is only required when the adjacent spaces are for a different purpose, e.g. in category (9). A galley next to a galley does not require a bulkhead but a galley next to a paint room requires an “A-0" bulkhead.

c Bulkheads separating the wheelhouse and chartroom from each other may be “B-0" rating. d See 2.3 and 2.4 of this regulation.

e For the application of regulation 24.1.2, “B-0" and “C”, where appearing in table 27.1, shall be read as “A-0”.

f Fire insulation need not be fitted if the machinery space of category (7), in the opinion of the Administration, has little or no fire risk.

* Where an asterisk appears in the tables, the division is required to be of steel or other equivalent material but is not required to be of “A” class standard.

For the application of regulation 24.1.2 an asterisk, where appearing in table 27.2, except for categories (8) and (10), shall be read as “A-0”.

Table 27.2

FIRE INTEGRITY OF DECKS SEPARATING ADJACENT SPACES

2 The following requirements shall govern application of the tables:

.1 Tables 27.1 and 27.2 shall apply respectively to the bulkheads and decks separating adjacent spaces.

.2 For determining the appropriate fire integrity standards to be applied to divisions between adjacent spaces, such spaces are classified according to their fire risk as shown in categories (1) to (11) below. The title of each category is intended to be typical rather than restrictive. The number in parentheses preceding each category refers to the applicable column or row in the tables.

(1) Control stations

Spaces containing emergency sources of power and lighting. Wheelhouse and chartroom.

Spaces containing the ship’s radio equipment.

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

Control room for propulsion machinery when located outside the machinery space. Spaces containing centralized fire alarm equipment.

(2) Corridors

Passenger and crew corridors and lobbies.

(3) Accommodation spaces

Spaces as defined in regulation 3.10 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 provision for the storage of flammable liquids and having areas less than

4 m2and drying rooms and laundries.

(6) Machinery spaces of category A

Spaces as defined in regulation 3.19.

(7) Other machinery spaces

Spaces as defined in regulation 3.20 excluding machinery spaces of category A.

(8) Cargo spaces

All spaces used for cargo (including cargo oil tanks) and trunkways and hatchways to such spaces, other than special category spaces.

(9) Service spaces (high risk)

Galleys, pantries containing cooking appliances, paint and lamp rooms, lockers and store-rooms having areas of

4 m2or more, spaces for the storage of flammable liquids, and workshops other than those forming part of the machinery spaces.

(10) Open decks

Open decks spaces and enclosed promenades having no fire risk. Air spaces (the space outside superstructures and deckhouses).

(11) Special category spaces

Spaces as defined in regulation 3.18.

.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 12 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 12 or between such zones both of which are so protected, the lesser of the two values given in the tables shall apply. Where a sprinklered zone and a non-sprinklered zone meet within accommodation and service spaces, the higher of the two values given in the tables shall apply to the division between the zones.

3 Continuous “B” class ceilings or linings, in association with the relevant decks or bulkheads, may be accepted as contributing, wholly or in part, to the required insulation and integrity of a division.

4 External boundaries which are required in regulation 23.1 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.

Regulation 28. Means of escape

Paragraph 1.8 of this regulation applies to ships constructed on or after 1 January 1994.

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, the Administration may dispense with one of the means of escape, due regard being paid to the nature and location of spaces and to the number of persons who might normally be employed there.

.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 to the satisfaction of the Administration.

.4 A corridor, lobby, or part of a corridor from which there is only one route of escape shall be prohibited.

.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 weather deck if the embarkation deck does not extend to the main vertical zone being considered. In the latter case, direct access to the embarkation deck by way of external open stairways and passageways shall be provided and shall have emergency lighting in accordance with regulation III/11.5 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 II-2/26. The widths, number and continuity of escapes shall be as follows:

.1.1 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 conform to the standards not inferior to those adopted by the Organization.1

.1.2 All stairways sized for more than 90 persons shall be aligned fore and aft.

.1.3 Doorways and corridors and intermediate landings included in means of escape shall be sized in the same manner as stairways.

.1.4 Stairways shall not exceed 3.5 m in vertical rise without the provision of a landing and shall not have an

angle of inclination greater than 45o.

.1.5 Landings at each deck level shall be not less than 2 m2 in area and shall increase by 1 m2for 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.

.1.6 Protection of access from the stairway enclosures to the lifeboat and liferaft embarkation areas shall be to the satisfaction of the Administration.

.1.7 Stairways serving only a space and a balcony in that space shall not be considered as forming one of the required means of escape.

.1.8 Where public spaces span three or more decks and contain combustibles such as furniture and enclosed spaces such as shops, offices and restaurants, each level within the space shall have two means of escape, one of which shall give direct access to an enclosed vertical means of escape meeting the requirements of paragraph 5.

.1.9 Where the Administration has granted dispensation under the provisions of paragraph 1.1, this sole means of escape shall provide safe escape. However, stairways shall not be less than 800 mm in clear width with handrails on both sides.

.1.10 In addition to the emergency lighting required by regulations II-1/42 and III/11.5, 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 shall ensure that such lighting or photoluminescent equipment has been evaluated, tested and applied in accordance with the guidelines developed by the Organization; and

.1.11 In all passenger ships carrying more than 36 passengers, the requirements of 1.10 and regulation 41-2.4.7 shall also apply to the crew accommodation areas.

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 and in general the safety of access to the embarkation deck shall be at least equivalent to that provided for under paragraphs 1.1, 1.2, 1.5 and 1.6.

2.2 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 Two means of escape shall be provided from each machinery space. In particular, the following provisions shall be complied with:

.1 Where the space is below the bulkhead deck the two means of escape shall consist of either:

.1.1 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 access is provided 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

.1.2 one steel ladder leading to a door in the upper part of the space 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 in 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.

3.2 In a ship of less than 1,000 tons gross tonnage, the Administration 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

1,000 tons gross tonnage and above, the Administration may dispense with one means of escape from any such space so long as either a door or a steel ladder provides a safe escape route to the embarkation deck, due regard being paid to the nature and location of the space and whether persons are normally employed in that space.

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.

1Reference is made to the standards to be developed by the Organization.

Regulation 28-1. Escape routes on ro-ro passenger ships

1 Requirements applicable to all ro-ro passenger ships

1.1 This paragraph shall apply to all ro-ro passenger ships. For ships constructed before 1 July 1997 the requirements of the regulation shall apply not later than the date of the first periodical survey after 1 July 1997.

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 m in width and transverse corridors more than 1 m 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 and other obstructions. With the exception of tables and chairs which may be cleared to provide open space, cabinets and other heavy furnishings in public spaces and along escape routes shall be secured in place to prevent shifting if the ship rolls or lists. Floor coverings shall also be secured in place. When the ship is underway, escape routes shall be kept clear of obstructions such as cleaning carts, bedding, luggage and boxes of goods.

1.4 Escape routes shall be provided from every normally occupied space on the ship to an assembly station. These escape routes shall be arranged so as to provide the most direct route possible to the assembly station, and shall be marked with symbols in accordance with the recommendations of the Organization.

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 designated escape route which require keys to unlock them when moving in the direction of escape.

2 Requirements applicable to 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.

3 Requirements applicable to ro-ro passenger ships constructed on or after 1 July 1999

For ro-ro passenger ships constructed on or after 1 July 1999, escape routes shall be evaluated by an evacuation analysis early in the design process. The analysis shall be used to identify and eliminate, as far as practicable, congestion which may develop during an abandonment, due to normal movement of passengers and crew along escape routes, including the possibility that crew may need to move along these routes in a direction opposite to the movement of 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.

Regulation 29. Protection of stairways and lifts in accommodation and service spaces

1 All stairways shall be of steel frame construction except where the Administration 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 ‘tweendeck space. When a stairway is closed in one ‘tweendeck space, the stairway enclosure shall be protected in accordance with the tables for decks in regulations 26 or 27;

.2 stairways may be fitted in the open in a public space, provided they lie wholly within such public space.

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. 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 28.1.5 and external areas are permitted to have direct access to these stairway enclosures.

3 Lift trunks shall be so fitted as to prevent the passage of smoke and flame from one ‘tweendeck to another and shall be provided with means of closing so as to permit the control of draught and smoke.

Regulation 30. Openings in “A” class divisions

1 Except for hatches between cargo, special category, store, and baggage spaces, and between such spaces and the weather decks, all openings shall be provided with permanently attached means of closing which shall be at least 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, galley boundaries and stairway enclosures other than power- operated watertight doors and those which are normally locked, shall satisfy the following requirements:

.1 the doors shall be self-closing and be capable of closing against an angle of inclination of up to 3.5oopposing closure;

.2 the approximate time of closure for hinged fire doors shall be no more than 40 s and no less than 10 s from the beginning of their movement with the ship in upright position. The approximate uniform rate of closure for sliding fire doors shall be of no more than 0.2 m/s and no less than 0.1 m/s with the ship in the upright position;

.3 the doors shall be capable of remote release from the continuously manned central control station, either simultaneously or in groups and shall be capable of release also individually from a position at both sides of the door. Release switches shall have an on-off function to prevent automatic resetting of the system;

.4 hold-back hooks not subject to central control station release are prohibited;

.5 a door closed remotely from the central control station shall be capable of being re-opened at both sides of the door by local control. After such local opening, the door shall automatically close again;

.6 indication shall be provided at the fire door indicator panel in the continuously manned central control station whether each of the remote-released doors are closed;

.7 the release mechanism shall be so designed that the door will automatically close in the event of disruption of the control system or main source of electric power;

.8 local power accumulators for power-operated doors shall be provided in the immediate vicinity of the doors to enable the doors to be operated after disruption of the control system or main source of electric power at least ten times (fully opened and closed) using the local controls;

.9 disruption of the control system or main source of electric power at one door shall not impair the safe functioning of the other doors;

.10 remote-released sliding or power-operated doors shall be equipped with an alarm that sounds for at least 5 s but no more than 10 s after the door is released from the central control station and before the door begins to move and continue sounding until the door is completely closed;

.11 a door designed to re-open upon contacting an object in its path shall re-open not more than 1 m from the point of contact;

.12 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 control system;

.13 doors giving direct access to special category spaces which are power-operated and automatically closed need not be equipped with the alarms and remote-release mechanisms required in .3 and .10;

.14 the components of the local control system shall be accessible for maintenance and adjusting; and

.15 power-operated doors shall be provided with a control system of an approved type which shall be able to operate in case of fire, this being determined in accordance with the Fire Test Procedures Code. This system shall satisfy the following requirements:

.15.1 the control system shall be able to operate the door at the temperature of at least 200oC for at least 60 min, served by the power supply;

.15.2 the power supply for all other doors not subject to fire shall not be impaired; and

.15.3 at temperatures exceeding 200oC the control system shall be automatically isolated from the power supply and shall be capable of keeping the door closed up to at least 945oC.

5 In ships carrying not more than 36 passengers where a space is protected by an automatic sprinkler system complying with the provisions of regulation 12 or fitted with a continuous “B” class ceiling, openings in decks not forming steps in main vertical zones nor bounding horizontal zones shall be closed reasonably tight and such decks shall meet the “A” class integrity requirements in so far as is reasonable and practicable in the opinion of the Administration.

6 The requirements for “A” class integrity of the outer boundaries of a ship shall not apply to glass partitions, windows and sidescuttles provided that there is no requirement for such boundaries to have “A” class integrity in regulation 33.3. The requirements for “A” class integrity of the outer boundaries of the ship shall not apply to exterior doors, except for those in superstructures and deckhouses facing life-saving appliances, embarkation and external muster station areas, external stairs and open decks used for escape routes. Stairway enclosure doors need not meet this requirement.

7 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 the door hinges, or in the case of sliding doors, nearest the opening.

Regulation 31. Openings in “B” class divisions

1 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 divisions1except 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 0.5 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.

1.2 Cabin doors on “B” class divisions shall be of a self closing type. Hold-backs are not permitted.

2 The requirements for “B” class integrity of the other boundaries of a ship shall not apply to glass partitions, windows and sidescuttles. Similarly, the requirements for “B” class integrity shall not apply to exterior doors in superstructures and deckhouses. For ships carrying not more than 36 passengers, the Administration may permit the use of combustible materials in doors separating cabins from the individual interior sanitary spaces such a showers.

3 In ships carrying not more than 36 passengers where an automatic sprinkler system complying with the provisions of regulation 12 is fitted:

.1 openings in decks not forming steps in main vertical zones nor bounding horizontal zones shall be closed reasonably tight and such decks shall meet the “B” class integrity requirements in so far as is reasonable and practicable in the opinion of the Administration; and

.2 openings in corridor bulkheads of “B” class materials shall be protected in accordance with the provisions of regulation 25.

1Reference is made to the Recommendation on Fire Test Procedures for “A”, “B” and “F” class divisions, adopted by resolution A.517(13).

Regulation 32. Ventilation systems

Paragraph 1.7 of this regulation applies to ships constructed on or after 1 January 1994.

1 Passenger ships carrying more than 36 passengers

1.1 The ventilation system of a passenger ship carrying more than 36 passengers shall, in addition to this part of this regulation, also be in compliance with the requirements of regulation 16.2 to 16.6, 16.8, 16.9 and 16.11.

1.2 In general, the ventilation fans shall be so disposed that the ducts reaching the various spaces remain with the main vertical zone.

1.3 Where ventilation systems penetrate decks, precautions shall be taken, in addition to those relating to the fire integrity of the deck required by regulations 18.1.1 and 30.5, to reduce the likelihood of smoke and hot gases passing from one ‘tweendeck space to another through the system. In addition to insulation requirements contained in this regulation, vertical ducts shall, if necessary, be insulated as required by the appropriate tables in regulation 26.

1.4 Except in cargo spaces, ventilation ducts shall be constructed of the following materials:

.1 ducts not less than 0.075 m2in sectional area and all vertical ducts serving more than a single ‘tweendeck space shall be constructed of steel or other equivalent material;

.2 ducts less than 0.075 m2in sectional area other than the vertical ducts referred to in paragraph 1.4.1, shall be constructed of non-combustible materials. Where such ducts penetrate “A” or “B” class divisions due regard shall be given to ensuring the fire integrity of the division;

.3 short lengths of duct, not in general exceeding 0.02 m2in sectional area nor 2 m in length, need not be non- combustible provided that all of the following conditions are met:

.3.1 the duct is constructed of a material which has low flame spread characteristics;

.3.2 the duct is used only at the terminal end of the ventilation system; and

.3.3 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.

1.5 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.

1.6 All power ventilation, except machinery space and cargo space ventilation and any alternative system which may be required under regulation 16.6, shall be fitted with controls so grouped that all fans may be stopped from either of two separate positions which shall be situated as far apart as practicable. Controls provided for the power ventilation serving machinery spaces shall also be grouped so as to be operable from two positions, one of which shall be outside such spaces. Fans serving power ventilation systems to cargo spaces shall be capable of being stopped from a safe position outside such spaces.

1.7 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 min or less.

1.8 Ventilation ducts shall be provided with suitably located hatches for inspection and cleaning, where reasonable and practicable.

1.9 Exhaust ducts from galley ranges in which grease or fat is likely to accumulate shall meet requirements of regulation II-2/00.0.0.0 and 16.3.2.2 and shall be fitted with:

.1 a grease trap readily removable for cleaning unless an alternative approved grease removal system is fitted;

.2 a fire damper located in the lower end of the duct which is automatically and remotely operated, and in addition a remotely operated fire damper located in the upper end of the duct;

.3 a fixed means for extinguishing a fire within the duct;

.4 remote control arrangements for shutting off the exhaust fans and supply fans, for operating the fire damper mentioned in .2 and for operating the fire-extinguishing system, which shall be placed in a position close to the entrance to the galley. Where a multi-branch system is installed, means shall be provided to close all branches exhausting through the same main duct before an extinguishing medium is released into the system; and

.5 suitably located hatches for inspection and cleaning.

2 Passenger ships carrying not more than 36 passengers

2.1 The ventilation system of passenger ships carrying not more than 36 passengers shall be in compliance with regulation 16.

Regulation 33. Windows and sidescuttles

1 All windows and sidescuttles in bulkheads within accommodation and service spaces and control stations other than those to which the provisions of regulation 30.6 and of regulation 31.2 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 26 and 27, all window 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 bead or angle.

3 Windows facing life-saving appliances, embarkation and muster areas, external stairs and open decks used for escape routes, and windows situtated below liferaft and escape slide embarkation areas shall have the fire integrity as required in the tables in regulation II-2/26. 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.

Regulation 34. Restricted use of combustible materials

1 Except in cargo spaces, mail rooms, baggage rooms, or refrigerated compartments of service spaces, all linings, grounds, draught stops, 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 low flame spread characteristics.

3 The following surfaces shall have low flame-spread characteristics:1

.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 12, the above volume may include some combustible material used for erection of “C” class divisions.

5 Veneers used on surfaces and linings covered by the requirements of paragraph 3 shall have a calorific value2not exceeding 45 MJ/m2of 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 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, this being determined in accordance with the Fire Test Procedures Code.

8 Primary deck coverings, if applied within accommodation and service spaces and control stations, shall be of approved material which will not readily ignite, or give rise to toxic or explosive hazards at elevated

temperatures,3this being determined in accordance with the Fire Test Procedures Code.

1Reference is made to Guidelines on the Evaluation of Fire Hazard Properties of Materials, adopted by the Organization by resolution A.166(ES.IV) and to the Recommendation on Fire Test Procedures for Surface Flammability of Bulkhead and Deck Finish Materials adopted by the Organization by resolution A.516(13).

2The gross calorific value measured in accordance with ISO standard 1716: “Building Materials – Determination of Calorific Potential”.

3Reference is made to Improved Provisional Guidelines on Test Procedures for Primary Deck Coverings, adopted by the Organization by resolution A.214(VII).

Regulation 35. Details of construction

1 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.

2 The construction of ceiling and bulkheading shall be such that it will be possible, without impairing the efficiency of the fire protection, for the fire patrols to detect any smoke originating in concealed and inaccessible places, except where in the opinion of the Administration there is no risk of fire originating in such places.

Regulation 36. Fixed fire detection and fire alarm systems and automatic sprinkler, fire detection and fire alarm systems

1 In passenger 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, where it is considered necessary by the Administration, 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 13 and so installed and arranged as to detect the presence of fire in such spaces; or

.2 an automatic sprinkler, fire detection and fire alarm system of an approved type and complying with the

requirements of regulation 12 or the guidelines developed by the Organization1for an approved equivalent sprinkler system 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 complying with the requirements of regulation 13 so installed and arranged as to provide smoke detection in corridors, stairways and escape routes within accommodation spaces.

2 Passenger 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 12, or the guidelines developed by the Organization* for an approved equivalent sprinkler system 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 shall be installed, complying with the requirements of regulation 13 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.

1Reference is made to the guidelines to be developed.

Regulation 37. Protection of special category spaces

1 Provisions applicable to special category spaces whether above or below the bulkhead deck

1.1 General

1.1.1 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.