Council Directive 98/18/EC of 17 March 1998 on safety rules and standards for passenger ships
Modified by
- Commission Directive 2002/25/ECof 5 March 2002amending Council Directive 98/18/EC on safety rules and standards for passenger ships, 302L0025, April 15, 2002
- Directive 2002/84/EC of the European Parliament and of the Councilof 5 November 2002amending the Directives on maritime safety and the prevention of pollution from ships(Text with EEA relevance), 302L0084, November 29, 2002
- Directive 2003/24/EC of the European Parliament and of the Councilof 14 April 2003amending Council Directive 98/18/EC on safety rules and standards for passenger ships, 303L0024, May 17, 2003
- Commission Directive 2003/75/ECof 29 July 2003amending Annex I to Council Directive 98/18/EC on safety rules and standards for passenger ships(Text with EEA relevance), 303L0075, July 30, 2003
Corrected by
- Corrigendum to Council Directive 98/18/EC of 17 March 1998 on safety rules and standards for passenger ships, 398L0018R(01), May 12, 2000
(a) "International Conventions" means the 1974 International Convention for the Safety of Life at Sea (the 1974 Solas Convention), and the 1966 International Convention on Load Lines, together with Protocols and amendments thereto, in their up-to-date versions; (b) "Intact Stability Code" means the "Code on Intact Stability for all types of ships covered by IMO Instruments" contained in IMO Assembly Resolution A.749(18) of 4 November 1993 , in its up-to-date version;(c) "High Speed Craft Code" means the "International Code for Safety of High Speed Craft" contained in IMO Maritime Safety Committee Resolution MSC 36 (63) of 20 May 1994 , in its up-to-date version;(d) "GMDSS" means the Global Maritime Distress and Safety System as laid down in Chapter IV of the 1974 Solas Convention, in its up-to-date version; (e) "a passenger ship" means a ship which carries more than 12 passengers; (ea) "ro-ro passenger ship" means a ship carrying more than 12 passengers, having ro-ro cargo spaces or special category spaces, as defined in regulation II-2/A/2 contained in Annex I; (f) "a high speed passenger craft" means a high speed craft as defined in Regulation X/1 of the 1974 Solas Convention, in its up-to-date version, which carries more than 12 passengers; passenger ships engaged on domestic voyages in sea areas of Class B, C or D shall not be considered as high speed passenger craft when: their displacement corresponding to the design waterline is less than 500 m 3 , andtheir maximum speed, as defined in paragraph 1.4.30 of the High Speed Craft Code, is less than 20 knots;
(g) "a new ship" means a ship the keel of which is laid or which is at a similar stage of construction on or after the date established by Article 14(1). A similar stage of construction means the stage at which: (i) construction identifiable with a specific ship begins; and (ii) assembly of that ship has commenced comprising at least 50 tonnes or 1 % of the estimated mass of all structural material, whichever is less;
(h) "an existing ship" means a ship which is not a new ship; (ha) "age" means the age of the ship, expressed in number of years after the date of its delivery; (i) "a passenger" is every person other than: (i) the master and the members of the crew or other persons employed or engaged in any capacity on board a ship on the business of that ship; and (ii) a child under one year of age;
(j) "length of a ship" unless expressly provided otherwise, means 96 % of the total length on a water line at 85 % of the least moulded depth measured from the top of the keel, or the length from the fore side of the stem to the axis of the rudder stock on that waterline, if that be greater. In ships designed with a rake of keel the waterline on which this length is measured shall be parallel to the designed waterline; (k) "bow height" means the bow height defined in Regulation 39 of the 1966 International Convention on Load Lines as the vertical distance at the forward perpendicular between the waterline corresponding to the assigned summer freeboard and the designed trim and the top of the exposed deck at side; (l) "ship with a full deck" means a ship that is provided with a complete deck, exposed to weather and sea, which has permanent means of closing all openings in the weatherpart thereof and below which all openings in the sides of the ship are fitted with permanent means of at least weathertight closing. The complete deck may be a watertight deck or equivalent structure consisting of a non-watertight deck completely covered by a weathertight structure of adequate strength to maintain the weathertight integrity and fitted with weathertight closing appliances; (m) "international voyage" means a voyage by sea from a port of a Member State to a port outside that Member State, or conversely; (n) "domestic voyage" means a voyage in sea areas from a port of a Member State to the same or another port within that Member State; (o) "sea area" means an area as established pursuant to the provision of Article 4(2). However, for the application of the provisions on radiocommunication the definitions of sea areas will be those defined in Regulation 2, Chapter IV of the 1974 Solas Convention; (p) "port area" means an area other than a sea area, as defined by the Member States, extending to the outermost permanent harbour works forming an integral part of the harbour system, or to the limits defined by natural geographical features protecting an estuary or similar sheltered area; (q) "place of refuge" means any naturally or artificially sheltered area which may be used as a shelter by a ship or craft under conditions likely to endanger its safety; (r) "administration of the flag State" means the competent authorities of the State whose flag the ship or craft is entitled to fly; (s) "host State" means a Member State to or from whose port(s) a ship or craft, flying another flag than the flag of that Member State, is carrying out domestic voyages; (t) "recognised organisation" means an organisation recognised in conformity with Article 4 of Council Directive 94/57/EC of 22 November 1994 on common rules and standards for ship inspection and survey organisations and for the relevant activities of maritime administrationsOJ L 319, 12.12.1994, p. 20 . Directive as last amended by Commission Directive 97/58/EC (OJ L 274, 7.10.1997, p. 8 ).(u) "a mile" is 1852 metres;(v) "significant wave height" is the average height of the one third highest observed wave heights over a given period; (w) "persons with reduced mobility" means anyone who has a particular difficulty when using public transport, including elderly persons, disabled persons, persons with sensory impairments and wheelchair users, pregnant women and persons accompanying small children.
(a) new passenger ships; (b) existing passenger ships of 24 metres in length and above; (c) high speed passenger craft,
(a) passenger ships, which are: ships of war and troopships, ships not propelled by mechanical means, vessels constructed in material other than steel or equivalent and not covered by the standards concerning High Speed Craft (Resolution MSC 36 (63)) or Dynamically Supported Craft (Resolution A.373 (X)), wooden ships of primitive build, original, and individual replicas of, historical passenger ships designed before 1965, built predominantly with the original materials, pleasure yachts unless they are or will be crewed and carrying more than 12 passengers for commercial purposes, ships exclusively engaged in port areas;
(b) high speed passenger craft, which are: craft of war and troopcraft, pleasure craft, unless they are or will be crewed and carrying more than 12 passengers for commercial purposes, and craft exclusively engaged in port areas.
| "Class A" | means a passenger ship engaged on domestic voyages other than voyages covered by Classes B, C and D. |
| "Class B" | means a passenger ship engaged on domestic voyages in the course of which it is at no time more than 20 miles from the line of coast, where shipwrecked persons can land, corresponding to the medium tide height. |
| "Class C" | means a passenger ship engaged on domestic voyages in sea areas where the probability of exceeding 2,5 m significant wave height is smaller than 10 % over a one-year period for all-year-round operation, or over a specific restricted period of the year for operation exclusively in such period (e.g. summer period operation), in the course of which it is at no time more than 15 miles from a place of refuge, nor more than 5 miles from the line of coast, where shipwrecked persons can land, corresponding to the medium tide height. |
| "Class D" | means a passenger ship engaged on domestic voyages in sea areas where the probability of exceeding 1,5 m significant wave height is smaller than 10 % over a one-year period for all-year-round operation, or over a specific restricted period of the year for operation exclusively in such period (e.g. summer period operation), in the course of which it is at no time more than 6 miles from a place of refuge, nor more than 3 miles from the line of coast, where shipwrecked persons can land, corresponding to the medium tide height. |
(a) establish, and update, when necessary, a list of sea areas under its jurisdiction, delimiting the zones for all-year-round operation and, where appropriate, restricted periodical operation of the classes of ships, using the criteria for classes set out in paragraph 1; (b) publish the list in a public database available on the Internet site of the competent maritime authority; (c) notify to the Commission the location of such information, and when modifications are made to the list.
(a) the construction and maintenance of hull, main and auxiliary machinery, electrical and automatic plants shall comply with the standards specified for classification by the rules of a recognised organisation, or equivalent rules used by an Administration in accordance with Article 14(2) of Directive 94/57/EC; (b) the provisions of Chapters IV, including the 1988 GMDSS amendments, V and VI of the 1974 Solas Convention, in its up-to-date version, shall apply; (c) the provisions for shipborne navigational equipment of Regulation 12, Chapter V of the 1974 Solas Convention, in its up-to-date version, shall apply. Shipborne navigational equipment, as listed in Annex A(1) to Directive 96/98/EC and complying with the provisions of the latter, is considered to be in conformity with the type approval requirements of Solas regulation V/12(r).
(a) general requirements: (i) new passenger ships of Class A shall comply entirely with the requirements of the 1974 Solas Convention, in its up-to-date version, and with the specific relevant requirements specified in this Directive and its Annex I. For those regulations, for which Solas leaves the interpretation to the discretion of the Administration, the Administration of the flag State shall apply the interpretations as contained in Annex I; (ii) new passenger ships of Classes B, C, and D shall comply with the specific relevant requirements specified in this Directive and its Annex I;
(b) load line requirements: (i) all new passenger ships of 24 metres in length and above shall comply with the 1966 International Convention on Load Lines; (ii) criteria with a level of safety equivalent to those of the 1966 International Convention on Load Lines shall be applied in relation to length and Class, to new passenger ships of less than 24 metres in length; (iii) notwithstanding paragraphs (i) and (ii), new passenger ships of Class D are exempted from the minimum bow height requirement laid down in the 1966 International Convention on Load Lines; (iv) new passenger ships of Classes A, B, C, and D shall have a full deck.
(a) existing passenger ships of Class A shall comply with the regulations for existing passenger ships defined in the 1974 Solas Convention, in its up-to-date version, and with the specific relevant requirements of this Directive and Annex I. For those regulations, for which Solas leaves the interpretation to the discretion of the Administration, the Administration of the flag State shall apply the interpretations as contained in Annex I; (b) existing passenger ships of Class B shall comply with the specific relevant requirements of this Directive and Annex I; (c) existing passenger ships of Classes C and D shall comply with the specific relevant requirements of this Directive and Chapter III of Annex I and in respect of matters not covered by such requirements with the rules of the Administration of the flag State. Such rules shall provide an equivalent level of safety to that of Chapters II-1 and II-2 of Annex I, while taking into account the specific local operational conditions related to the sea areas in which ships of such classes may operate. Before existing passenger ships of Classes C and D can be engaged on regular domestic voyages in a host State, the Administration of the flag State shall obtain concurrence of the host State on such rules; (d) where a Member State is of the view that rules required by the Administration of the host State pursuant to paragraph (c) are unreasonable, it shall immediately notify the Commission thereof. The Commission shall initiate proceedings in order to take a decision in accordance with the procedure laid down in Article 9; (e) repairs, alterations and modifications of a major character and outfitting related thereto shall be in compliance with the requirements for new ships as prescribed in paragraph 2(a). Alterations made to an existing ship which are intended solely to achieve a higher survivability standard, shall not be regarded as modifications of a major character; (f) the provisions of paragraph (a), unless earlier dates are specified in the 1974 Solas Convention and the provisions of paragraphs (b) and (c), unless earlier dates are specified in Annex I, shall not be applied in relation to a ship whose keel was laid or which was at a similar stage of construction: (i) before 1 January 1940 : until1 July 2006 ;(ii) on or after 1 January 1940 , but before31 December 1962 : until1 July 2007 ;(iii) on or after 1 January 1963 , but before31 December 1974 : until1 July 2008 ;(iv) on or after 1 January 1975 , but before31 December 1984 : until1 July 2009 ;(v) on or after 1 January 1985 , but before the date in Article 14(1): until1 July 2010 .
(g) by way of derogation, existing Class A and B passenger ships operating before 1 January 1996 exclusively on domestic voyages between ports situated in Greece, may be exempted from compliance with the requirements of regulations II-1/B/8-1, II-1/B/8-2 of the 1974 Solas Convention or of Annex I to this Directive and from II-2/B/16 of Annex I to this Directive provided they meet each of the following conditions:(i) on 1 October 2000 , their age, calculated from the date on which their keel was laid or on which they were at a similar stage of construction as defined in Article 2(g), will be more than 27 years,(ii) their operation will remain limited to domestic voyages between ports situated in Greece only; and (iii) their operation on domestic voyages will cease not later than on the date on which they reach the age of 35 years.
(a) high speed passenger craft constructed or subjected to repairs, alterations or modifications of a major character, on or after 1 January 1996 , shall comply with the requirements of Regulation X/3 of the 1974 Solas Convention, unlesstheir keel was laid or was at a similar stage of construction not later than the date of entry into force of this Directive, and delivery and commissioning is to take place not later than the six months following entry into force of this Directive, and they fully comply with the requirements of the Code of Safety for Dynamically Supported Craft (DSC Code) contained in IMO Assembly Resolution A.373(X) of 14 November 1977 , as amended by Maritime Safety Committee Resolution MSC 37(63) of19 May 1994 ;
(b) high speed passenger craft constructed before 1 January 1996 and complying with the requirements of the High Speed Craft Code shall continue operation certified under this Code.High speed passenger craft constructed before 1 January 1996 and not complying with the requirements of the High Speed Craft Code may not be engaged on domestic voyages, unless they were already in operation on domestic voyages in a Member State at the date of entry into force of this Directive, in which case they may be allowed to continue their domestic operation in that Member State. Such craft shall comply with the requirements of the DSC Code as amended;(c) the construction and maintenance of high speed passenger craft and its equipment shall comply with the rules for the classification of high speed craft of a recognised organisation, or equivalent rules used by an Administration in accordance with Article 14(2) of Directive 94/57/EC.
(a) the Member State shall notify the Commission of the measures which it intends to adopt, including particulars to the extent necessary to confirm that the level of safety is adequately maintained; (b) if, within a period of six months from the notification, it is decided, in accordance with the procedure laid down in Article 9, that the proposed measures are not justified, the said Member State shall be required to amend or not to adopt the proposed measures; (c) the adopted measures shall be specified in the relevant national legislation and communicated to the Commission, which shall inform the other Member States of all particulars thereof; (d) any of such measures shall be applied to all passenger ships of the same Class or to craft when operating under the same specified conditions, without discrimination with regard to their flag or to the nationality or place of establishment of their operator; (e) the measures referred to in paragraph 3 shall only apply as long as the ship or craft operates under the specified conditions.
(a) the Member State shall inform the Commission and the other Member States of its decision without delay, giving substantiated reasons therefor; (b) the Commission shall examine whether the suspension or the additional measures are justified for reasons of serious danger to safety and the environment; (c) it will be decided, in accordance with the procedure laid down in Article 9, whether or not the decision of the Member State to suspend the operation of such ship or craft or to impose the additional measures is justified for reasons of serious danger to safety of life or property, or the environment and, if the suspension or the measures are not justified, that the Member State concerned will be required to withdraw the suspension or the measures.
(a) (i) the definitions in Article 2(a), (b), (c), (d) and (t); and (ii) the provisions relating to procedures and guidelines for surveys referred to in Article 10; (iii) the provisions concerning the Solas Convention and the International Code of Safety of High Speed Craft, and including its subsequent amendments laid down in Articles 4.3, 6.4, 10.3 and 11.3; and (iv) the specific references to the "International Conventions" and IMO resolutions referred to in Articles 2(f), (k) and (o), 3.2(a), 6.1(b) and (c), 6.2(b) and 11.3,
may be adapted in order to take account of developments at international level, in particular within IMO; (b) Annexes may be amended in order to: (i) apply, for the purpose of this Directive, amendments made to international conventions; (ii) improve the technical specifications thereof, in the light of experience.
(a) a survey before the ship is put into service; (b) a periodical survey once every 12 months; (c) additional surveys, as the occasion arises.
(a) an initial survey, before the ship is put into service on domestic voyages in a host State, or within 12 months after the implementation date of this Directive as established in Article 14(1), for existing ships engaged on domestic voyages in the Member State the flag of which they are entitled to fly; (b) a periodical survey once every 12 months; (c) additional surveys, as the occasion arises.
1. upon entry into force of this Directive, the Community shall submit a request to the IMO to: (a) expedite the on-going work within the IMO to revise the regulations of the 1974 Solas Convention Chapters II-1, II-2 and III containing issues left to the discretion of the Administration, to establish harmonised interpretations for these regulations and to adopt amendments to the latter accordingly; (b) adopt measures for mandatory application of the principles underlying the provisions of MSC Circular 606 on Port State Concurrence with Solas Exemptions;
2. the request referred to in paragraph 1 shall be made by the Presidency of the Council and the Commission, on the basis of the harmonised regulations laid down in Annex I to this Directive. All Member States shall do their utmost to ensure that IMO undertake the development of the said regulations and measures expeditiously.
any change that substantially alters the dimensions of a ship, example: lengthening by adding new midbody, any change that substantially alters the passenger-carrying capacity of a ship, example: vehicle deck converted to passenger accommodation, any change that substantially increases a ship's service life, example: renewal of passenger accommodation on one entire deck.
.1 .1 Subdivision load line is the waterline used in determining the subdivision of the ship..2 Deepest subdivision load line is the waterline which corresponds to the greatest draught permitted by the subdivision requirements which are applicable.
.2 Length of the ship is the length measured between perpendiculars taken at the extremities of the deepest subdivision load line..3 Breadth of the ship is the extreme width from outside of frame to outside of frame at or below the deepest subdivision load line..4 Draught is the vertical distance from the moulded base line amidships to the subdivision load line in question..5 Deadweight is the difference in tonnes between the displacement of a ship in water of a specific gravity of 1,025 at the load waterline corresponding to the assigned summer freeboard and the lightweight of the ship..6 Lightweight is the displacement of a ship in tonnes without cargo, fuel, lubricating oil, ballast water, fresh water and feedwater in tanks, consumable stores, and passengers and crew and their effects..7 Bulkhead deck is the uppermost deck up to which the transverse watertight bulkheads are carried..8 Margin line is a line drawn at least 76 mm below the upper surface of the bulkhead deck at side..9 Permeability of a space is the percentage of that space which can be occupied by water. The volume of a space which extends above the margin line shall be measured only to the height of that line..10 Machinery space is to be taken as extending from the moulded base line to the margin line and between the extreme main transverse watertight bulkheads, bounding the spaces containing the main and auxiliary propulsion machinery, and boilers serving the needs of propulsion..11 Passenger spaces are those spaces which are provided for the accommodation and use of passengers, excluding baggage, store, provision and mail rooms..12 Watertight in relation to structure means capable of preventing the passage of water through the structure in any direction under the head of water likely to occur in the intact or damage condition..13 Weathertight means that water will not penetrate into the ship in any sea conditions..14 Ro-ro passenger ship means a passenger ship with ro-ro cargo spaces or special category spaces as defined in regulation II-2/A/2.
.1 .1 Steering gear control system is the equipment by which orders are transmitted from the navigating bridge to the steering gear power units. Steering gear control systems comprise transmitters, receivers, hydraulic control pumps and their associated motors, motor controllers, piping and cables..2 Main steering gear is the machinery, rudder actuators, steering gear power units, if any, and ancillary equipment and the means of applying torque to the rudder stock (e.g. tiller or quadrant) necessary for effecting movement of the rudder for the purpose of steering the ship under normal service conditions.
.2 Steering gear power unit is:.1 in the case of electric steering gear, an electric motor and its associated electrical equipment; .2 in the case of electrohydraulic steering gear, an electric motor and its associated electrical equipment and connected pump; .3 in the case of other hydraulic steering gear, a driving engine and connected pump.
.3 Auxiliary steering gear is the equipment other than any part of the main steering gear necessary to steer the ship in the event of failure of the main steering gear but not including the tiller, quadrant or components serving the same purpose..4 Normal operational and habitable condition is a condition under which the ship as a whole, the machinery, services, means and aids ensuring propulsion, ability to steer, safe navigation, fire and flooding safety, internal and external communications and signals, means of escape, and emergency boat winches, as well as the designed comfortable conditions of habitability are in working order and functioning normally..5 Emergency condition is a condition under which any services needed for normal operational and habitable conditions are not in working order due to failure of the main source of electrical power..6 Main source of electrical power is a source intended to supply electrical power to the main switchboard for distribution to all services necessary for maintaining the ship in normal operational and habitable condition..7 Dead ship condition is the condition under which the main propulsion plant, boilers and auxiliaries are not in operation due to the absence of power..8 Main generating station is the space in which the main source of electrical power is situated..9 Main switchboard is a switchboard which is directly supplied by the main source of electrical power and is intended to distribute electrical energy to the ship's services..10 Emergency switchboard is a switchboard which in the event of failure of the main electrical power supply system is directly supplied by the emergency source of electrical power or the transitional source of emergency power and is intended to distribute electrical energy to the emergency services..11 Emergency source of electrical power is a source of electrical power, intended to supply the emergency switchboard in the event of failure of the supply from the main source of electrical power..12 Maximum ahead service speed is the greatest speed which the ship is designed to maintain in service at sea at the deepest seagoing draught..13 Maximum astern speed is the speed which it is estimated the ship can attain at the designed maximum astern power at the deepest seagoing draught..14(a) Machinery spaces are all machinery spaces of category A and all other spaces containing propelling machinery, boilers, oil fuel units, steam and internal combustion engines, generators and major electrical machinery, oil filling stations, refrigerating, stabilising, ventilation and air conditioning machinery, and similar spaces, and trunks to such spaces..14(b) Machinery spaces of category A are those spaces and trunks to such spaces which contain:.1 internal combustion machinery used for main propulsion; or .2 internal combustion machinery used for purposes other than main propulsion where such machinery has in the aggregate a total power output of not less than 375 kW; or .3 any oil-fired boiler or oil fuel unit.
.15 Power actuating system is the hydraulic equipment provided for supplying power to turn the rudderstock, comprising a steering gear power unit or units, together with the associated pipes and fittings, and a rudder actuator. The power actuating systems may share common mechanical components, i.e. tiller, quadrant and rudder stock, or components serving the same purpose..16 Control stations are those spaces in which the ship's radio or main navigating equipment or the emergency source of power is located or where the fire recording or fire control equipment is centralised.
(i) 0,055 metre-radians up to an angle of heel of 30 o ;(ii) 0,09 metre-radians up to an angle of heel of either 40 o or the angle of flooding, i.e. the angle of heel at which the lower edges of any openings in the hull, superstructures or deckhouses, being openings that can not be closed weathertight, are immersed, if that angle be less than 40o ;(iii) 0,03 metre-radians between the angles of heel of 30 o and 40o or between 30o and the angle of flooding if this angle is less than 40o ;
.1 the sides of the ship are extended throughout the ship's length to the deck corresponding to the upper margin line and all openings in the shell plating below this deck throughout the length of the ship are treated as being below a margin line, for the purpose of regulation 15; and .2 the two compartments adjacent to the "step" in the bulkhead deck are each within the permissible length corresponding to their respective margin lines, and, in addition, their combined length does not exceed twice the permissible length based on the lower margin line.
.1 the combined length of the two compartments, separated by the bulkhead in question, does not exceed either 90 % of the floodable length or twice the permissible length, except that, in ships having a subdivision factor equal to 1, the combined length of the two compartments in question shall not exceed the permissible length; .2 additional subdivision is provided in way of the step to maintain the same level of safety as that secured by a plane bulkhead; .3 the compartment over which the step extends does not exceed the permissible length corresponding to a margin line taken 76 mm below the step.
.2.3.1 The positive residual righting lever curve shall have a minimum range of 15 o beyond 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 subparagraph .2.3.2 multiplied by the ratio 15/range, where range is expressed in degrees..2.3.2 The area under the righting lever curve shall be at least 0,015 m-rad, measured from the angle of equilibrium to the lesser of: .1 the angle at which progressive flooding occurs; .2 22 o (measured from upright) in the case of one-compartment flooding, or 27o (measured from the upright) in the case of the simultaneous flooding of two adjacent compartments.
.2.3.3 A residual righting lever is to be obtained within the range of positive stability, taking into account the greatest of the following heeling moments: .1 the crowding of all passengers towards one side; .2 the launching of all fully loaded davit-launched survival craft on one side; .3 due to wind pressure;
as calculated by the formula: GZ metres =heeling moment displacement + 0,04However, in no case is the righting lever to be less than 0,10 metres. .2.3.4 For the purpose of calculating the heeling moments in paragraph .2.3.3 the following assumptions shall be made: .1 Moment due to crowding of passengers: .1.1 four persons per square metre; .1.2 a mass of 75 kg for each passenger; .1.3 passengers shall be distributed on available deck areas towards one side of the ship on the decks where assembly stations are located and in such a way that they produce the most adverse heeling moment.
.2 Moment due to launching of all fully loaded davit-launched survival craft on one side: .2.1 all lifeboats and rescue boats fitted on the side to which the ship has heeled after having sustained damage shall be assumed to be swung out fully loaded and ready for lowering; .2.2 for lifeboats which are arranged to be launched fully loaded from the stowed position, the maximum heeling moment during launching shall be taken; .2.3 a fully loaded davit-launched life-raft attached to each davit on the side to which the ship has heeled after having sustained damage shall be assumed to be swung out ready for lowering; .2.4 persons not in the life-saving appliances which are swung out shall not provide either additional heeling or righting moment; .2.5 life-saving appliances on the side of the ship opposite to the side to which the ship has heeled shall be assumed to be in a stowed position.
.3 Moments due to wind pressure: .3.1 class B: a wind pressure of 120 N/m 2 to be applied;classes C and D: a wind pressure of 80 N/m 2 to be applied;.3.2 the area applicable shall be the projected lateral area of the ship above the waterline corresponding to the intact condition; .3.3 the moment arm shall be the vertical distance from a point at one half of the mean draught corresponding to the intact condition to the centre of gravity of the lateral area.
| Spaces | |
|---|---|
| Appropriated to cargo or stores | 60 |
| Occupied by accommodations | 95 |
| Occupied by machineries | 85 |
| Intended for liquids | 0 or 95 |
.1 longitudinal extent: 3,0 metres plus 3 % of the length of the ship, or 11,0 metres or 10 % of the length of the ship, whichever is less; .2 transverse extent (measured inboard from the ship's side, at right angles to the centreline at the level of the deepest subdivision load line): a distance of one fifth of the breadth of the ship; and .3 vertical extent: from the base line upwards without limit; .4 if any damage of lesser extent than that indicated in .4.1, .4.2, .4.3 would result in a more severe condition regarding heel or loss of metacentric height, such damage shall be assumed in the calculations.
.1 in the case of symmetrical flooding there shall be a positive residual metacentric height of at least 50 mm as calculated by the constant displacement method; .2a unless provided otherwise in paragraph 6.2b, in the case of unsymmetrical flooding the angle of heel for one-compartment flooding shall not exceed 7 o for class B ships (new and existing) and 12o for classes C and D ships (new).For the simultaneous flooding of two adjacent compartments, a heel of 12 o may be permitted for existing and new class B ships, provided that the factor of subdivision is nowhere greater than 0,50 in that part of the ship that is flooded;.2b for existing class B non ro-ro passenger ships, constructed before 29 April 1990 , in the case of unsymmetrical flooding, the angle shall not exceed 7o , except that in exceptional cases the Administration may allow additional heel due to the unsymmetrical moment, but in no case the final heel shall exceed 15o ..3 in no case shall the margin line be submerged in the final stage of flooding. If it is considered that the margin line may become submerged during an intermediate stage of flooding, the Administration of the flag State may require such investigations and arrangements as it considers necessary for the safety of the ship.
| less than 85 % | |
| 85 % or more but less than 90 % | |
| 90 % or more but less than 95 % | |
| 95 % or more but less than 97,5 % | |
| 97,5 % or more |
.1 new ro-ro passenger ships certified to carry 400 persons or more shall comply with the provisions of paragraph .2.3 of regulation II-1/B/8, assuming the damage applied anywhere within the ship's length L; and .2 existing ro-ro passenger ships certified to carry 400 persons or more shall comply with the requirements of paragraph 1 not later than the date of the first periodical survey after the date of compliance prescribed in subparagraph .2.1, .2.2 or .2.3 which occurs the latest: .2.1 Value of A/Amax: Date of compliance: less than 85 % 1 October 1998 85 % or more but less than 90 % 1 October 2000 90 % or more but less than 95 % 1 October 2002 95 % or more but less than 97,5 %1 October 2004 97,5 % or more1 October 2010 .2.2 Number of persons permitted to be carried: 1500 or more1 October 2002 1000 or more but less than1500 1 October 2006 600 or more but less than 1000 1 October 2008 400 or more but less than 600 1 October 2010 .2.3 Age of the ship equal or greater than 20 years: where the age of the ship means the time counted from the date on which the keel was laid or the date on which it was at a similar stage of construction or from the date on which the ship was converted to a ro-ro passenger ship .
.1 at the mid-length of such extension; or .2 at a distance 1,5 % of the length of the ship forward of the forward perpendicular; or .3 at a distance 3 metres forward of the forward perpendicular, whichever gives the smallest measurement.
.1 where a sloping loading ramp forms part of the extension of the collision bulkhead above the bulkhead deck, the part of the ramp which is more than 2,3 metres above the bulkhead deck may extend no more than 1,0 metre forward of the forward limits specified in paragraphs .1 and .2; .2 where the existing ramp does not comply with the requirements for acceptance as an extension to the collision bulkhead and the position of the ramp prevents the siting of such extension within the limits specified in paragraph .1 or paragraph .2, the extension may be sited within a limited distance aft of the aft limit specified in paragraph .1 or paragraph .2. The limited distance aft should be nor 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.
.1 In ships of 50 metres and upwards but less than 61 metres in length, a double bottom shall be fitted at least from the machinery space to the forepeak bulkhead, or as near thereto as practicable. .2 In ships of 61 metres and upwards but less than 76 metres in length, a double bottom shall be fitted at least outside the machinery space and shall extend to the fore and after peak bulkheads or as near thereto as practicable. .3 In ships of 76 metres in length and upwards, a double bottom shall be fitted admidships and shall extend to the fore and after peak bulkhead or as near as practicable.
.1 in the collision bulkhead below the margin line; .2 in watertight transverse bulkheads dividing a cargo space from an adjoining cargo space, except as provided for in paragraph .10.1 and in regulation 14.
hand-operated only, or power-operated as well as hand-operated.
.1 shall have a vertical or horizontal motion; .2 shall, subject to paragraph .11, be normally limited to a maximum clear width of 1,2 metres. The Administration of the flag State may permit larger doors only to the extent considered necessary for the effective operation of the ship provided that other safety measures, including the following, are taken into consideration: .2.1 special consideration shall be given to the strength of the door and its closing appliances in order to prevent leakages; .2.2 the door shall be located outside the damage zone B/5; .2.3 the door shall be kept closed when the ship is at sea, except for limited periods when absolutely necessary as determined by the Administration of the flag State;
.3 shall be fitted with the necessary equipment to open and close the door using electric power, hydraulic power, or any other form of power that is acceptable to the Administration of the flag State; .4 shall be provided with an individual hand-operated mechanism. It shall be possible to open and close the door by hand at the door itself from either side, and in addition, close the door from an accessible position above the bulkhead deck with an all round crank motion or some other movement providing the same degree of safety acceptable to the Administration of the flag State. Direction of rotation or other movement is to be clearly indicated on all operating positions. The time necessary for the complete closure of the door, when operated by hand gear, shall not exceed 90 seconds with the ship in upright position; .5 shall be provided with controls for opening and closing the door by power from both sides of the door and also for closing the door by power from the central operating console at the navigating bridge; .6 shall be provided with an audible alarm, distinct from any other alarm in the area, which will sound whenever the door is closed remotely by power and which shall sound for at least 5 seconds but no more than 10 seconds before the door begins to move and shall continue sounding until the door is completely closed. In the case of remote hand operation it is sufficient for the audible alarm to sound only when the door is moving. Additionally, in passenger areas and areas of high ambient noise, the Administration of the flag State may require the audible alarm to be supplemented by an intermittent visual signal at the door; and .7 shall have an approximately uniform rate of closure under power. The closure time, from the time the door begins to move to the time it reaches the completely closed position, shall in no case be less than 20 seconds and no more than 40 seconds with the ship in upright position.
.1 a centralised hydraulic system with two independent power sources each consisting of a motor and pump capable of simultaneously closing all doors. In addition, there shall be for the whole installation hydraulic accumulators of sufficient capacity to operate all the doors at least three times, i. e. closed-open-closed, against an adverse list of 15 o . This operating cycle shall be capable of being carried out when the accumulator is at the pump cut-in pressure. The fluid used shall be chosen considering the temperature liable to be encountered by the installation during its service. The power-operating system shall be designed to minimise the possibility of having a single failure in the hydraulic piping adversely affect the operation of more than one door. The hydraulic system shall be provided with a low-level alarm for hydraulic fluid reservoirs serving the power-operated system and a low gas pressure alarm or other effective means of monitoring loss of stored energy in hydraulic accumulators. These alarms are to be audible and visual and shall be situated on the central operating console at the navigating bridge; or.2 an independent hydraulic system for each door with each power source consisting of a motor and pump capable of opening and closing the door. In addition, there shall be a hydraulic accumulator of sufficient capacity to operate the door at least three times, i. e. closed-open-closed, against an adverse list of 15 o . This operating cycle shall be capable of being carried out when the accumulators at the pump cut-in pressure. The fluid used shall be chosen considering the temperatures liable to be encountered by the installation during its service. A low gas pressure group alarm or other effective means of monitoring loss of stored energy in hydraulic accumulators shall be provided at the central operating console on the navigating bridge. Loss of stored energy indication at each local operating position shall also be provided; or.3 An independent electrical system and motor for each door with each power source consisting of a motor capable of opening and closing the door. The power source shall be capable of being automatically supplied by the transitional source of emergency electrical power in the event of failure of either the main or emergency source of electrical power and with sufficient capacity to operate the door at least three times, i. e. closed-open-closed, against an adverse list of 15 o .
.1 The handwheels or handles of the sea cocks shall be easily accessible for operation. All valves which are used as seacocks shall close by clockwise movement of their handwheels. .2 Discharge taps or valves on the side of the ship for blow-off water from boilers shall be located in easily accessible locations and not beneath deck plating. Taps or valves shall be so designed that it is easy to see whether they are open or closed. Taps shall be provided with safety screens, so designed that the key cannot be lifted off when the tap is open. .3 All valves and taps in pipe systems such as bilge and ballast systems, fuel oil and lubricating oil systems, fire extinguishing and sluicing systems, cooling water and sanitary systems, etc. shall be clearly marked as to their functions. .4 Other outlet pipes shall, if they emerge below the deepest subdivision load line, be provided with equivalent means of shut-off on the side of the ship; if they emerge above the deepest subdivision load line, they shall be provided with an ordinary storm valve. In both cases the valves may be omitted if pipes are used of the same thickness as the plating indirect outlets from toilets and wash-basins, and floor outlets from washrooms etc. provided with deadlights or otherwise protected against water shock. The wall thickness of such pipes need not, however, be greater than 14 mm. .5 If a valve with a direct closing mechanism is fitted, the place from which it may be operated shall always be easily accessible, and there shall be a means of indicating whether the valve is open or closed. .6 When valves with direct closing mechanisms are placed in machinery spaces, it is sufficient that they be operable from where they are located, provided that this place is easily accessible under all conditions.
.1 cargo loading doors in the shell or the boundaries of enclosed superstructures; .2 bow visors fitted in positions, as indicated in paragraph .1.1; .3 cargo loading doors in the collision bulkhead; .4 weathertight ramps forming an alternative closure to those defined in paragraphs .1.1 to .1.3 inclusive. Provided that where a door cannot be opened or closed while the ship is at the berth, such a door may be opened or left open while the ship approaches or draws away from the berth, but only so far as may be necessary to enable the door to be immediately operated. In any case, the inner bow door must be kept closed.
.1 the number, size and disposition of the scuppers are such as to prevent unreasonable accumulation of free water; .2 the pumping arrangements required by this regulation take account of the requirements for any fixed pressure water spraying fire-extinguishing system; .3 water contaminated with petrol or other dangerous substances is not drained to machinery spaces or other spaces where sources of ignition may be present; and .4 where the enclosed cargo space is protected by a carbon dioxide fire-extinguishing system the deck scuppers are fitted with means to prevent the escape of the smothering gas.
| d | is the internal diameter of the bilge main (millimetres), |
| L and B | are the length and the breadth of the ship (metres), |
| L | is the length of the compartment, and |
| D | is the moulded depth of the ship to bulkhead deck (metres) provided that, in a ship having an enclosed cargo space on the bulkhead deck which is internally drained in accordance with the requirements of paragraph 1.6.2 and which extends for the full length of the ship, D shall be measured to the next deck above the bulkhead deck. Where the enclosed cargo spaces cover a lesser length, D shall be taken as the mouled depth to the bulkhead deck plus lh/L where l and h are the aggregate length and height respectively of the enclosed cargo spaces. |
| up to 250 passengers: | one main engine pump and one independent power pump, located and powered outside the engine room, |
| over 250 passengers: | one main engine pump and two independent power pumps, one of which has to be located and powered outside the engine room. |
.2.1 of adequate strength, and capable to steer the ship at maximum service speed ahead, and so designed that they will not be damaged at maximum speed astern; .2.2 capable of putting the rudder over from 35 o on one side to 35o on the other side with the ship at its deepest seagoing draught and running ahead at maximum ahead service speed and, under the same conditions from 35o on either side to 30o on the other side in not more than 28 seconds;.2.3 operated by power where necessary to meet the requirements of paragraph .2.2.2 and in any case when a rudder stock over 120 mm in diameter in way of the tiller, excluding strengthening for navigation in ice, is required in order to comply with paragraph .2.2.1.
.1 of adequate strength and capable of steering the ship at navigable speed and of being brought speedily into action in an emergency; .2 capable of putting the rudder over from 15 o on one side to 15o on the other side in not more than 60 seconds with the ship at its deepest seagoing draught and running ahead at one half of the maximum ahead service speed or 7 knots, whichever is the greater; and.3 operated by power where necessary to meet the requirements of paragraph .3.2 and in any case where a rudder stock is more than 230 mm in diameter in way of the tiller, excluding strengthening for navigation in ice.
.1 arranged to restart automatically when power is restored after a power failure; and .2 capable of being brought into operation from a position on the navigating bridge. In the event of a power failure to any of the steering power units, an audible and visual alarm shall be given on the navigating bridge.
.1 the main steering gear is capable of operating the rudder as required by paragraph .2.2 while any one of the power unit is out of operation; .2 the main steering gear is so arranged that after a single failure in its piping system or in one of the power units the defect can be isolated so that the steering capability can be maintained or speedily regained.
.1 for the main steering gear, both on the navigating bridge and in the steering compartment; .2 when the main steering gear is arranged in accordance with paragraph .4, by two independent control systems, both operable from the navigating bridge. This does not require duplication of the steering wheel or steering lever. Where the control system consists of an hydraulic telemotor, a second independent system need not be fitted; .3 for the auxiliary steering gear, in the steering gear compartment and, if power operated, it shall also be operable from the navigating bridge and shall be independent of the control system for the main steering gear.
.1 if electric, it shall be served by its own separate circuit supplied from a steering gear power circuit from a point within the steering gear compartment, or directly from switchboard busbars supplying that steering gear power circuit at a point on the switchboard adjacent to the supply to the steering gear power circuit; .2 means shall be provided in the steering gear compartment for disconnecting any control system operable from the navigating bridge from the steering gear it serves; .3 the system shall be capable of being brought into operation from a position on the navigating bridge; .4 in the event of a failure in the electrical power supply to the control system, an audible and visual alarm shall be given in the navigating bridge; and .5 short circuit protection only shall be provided for steering gear control supply circuits.
.1 if the main steering gear is power operated, be indicated on the navigating bridge. The rudder angle indication shall be independent of the steering gear control system; .2 be recognisable in the steering gear compartment.
.1 arrangements to maintain the cleanliness of the hydraulic fluid taking into consideration the type and design of the hydraulic system; .2 a low-level alarm for each hydraulic fluid reservoir to give the earliest practical indication of hydraulic fluid leakage. Audible and visual alarms shall be given on the navigating bridge and in the machinery space where they can be readily observed; and .3 a fixed storage tank having sufficient capacity to recharge at least one power actuating system including the reservoir, where the main steering gear is required to be power-operated. The storage tank shall be permanently connected by piping in such manner that the hydraulic systems can be readily recharged from a position within the steering gear compartment and shall be provided with a contents gauge.
.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.
.1 the speed, direction of thrust and, if applicable, the pitch of the propeller shall be fully controllable from the navigating bridge under all sailing conditions, including manoeuvring; .2 the remote control shall be performed, for each independent propeller, by a control device so designed and constructed that its operation does not require particular attention to the operational details of the machinery. Where multiple propellers are designed to operate simultaneously, they may be controlled by one control device. .3 the main propulsion machinery shall be provided with an emergency stopping device on the navigating bridge which shall be independent of the navigating bridge control system; .4 propulsion machinery orders from the navigating bridge shall be indicated in the main machinery control room or at the manoeuvring platform as appropriate; .5 remote control of the propulsion machinery shall be possible only from one location at a time; at such locations interconnected control positions are permitted. At each location there shall be an indicator showing which location is in control of the propulsion machinery. The transfer of control between the navigating bridge and machinery spaces shall be possible only in the main machinery space or the main machinery control room. This system shall include means to prevent the propelling thrust from altering significantly when transferring control from one location to another; .6 it shall be possible to control the propulsion machinery locally, even in the case of failure in any part of the remote control system; .7 the design of the remote control system shall be such that in case of its failure an alarm will be given. The pre-set speed and direction of thrust of the propellers shall be maintained until local control is in operation; .8 indicators shall be fitted on the navigating bridge for: .1 propeller speed and direction of rotation in the case of fixed pitch propellers; .2 propeller speed and pitch position in the case of controllable pitch propellers;
.9 an alarm shall be provided on the navigating bridge and in the machinery space to indicate low starting air pressure which shall be set at a level to permit further main engine starting operations. If the remote control system of the propulsion machinery is designed for automatic starting, the number of automatic consecutive attempts which fail to produce a start shall be limited in order to safeguard sufficient starting air pressure for starting locally.
.1 paragraph 1 is replaced by the following: "1. Main and auxiliary machinery essential for the propulsion, control and safety shall be provided with effective means for its operation and control. All control systems essential for the propulsion, control and safety of the ship shall be independent or designed such that failure of one system does not degrade the performance of another system"
.2 in the first and second 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 in 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."
.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.
.1 be capable of operating in general for a period of: 12 hours for class B ships (new and existing) 6 hours for class C ships (new) 3 hours for class D ships (new);
.2 in particular, be capable to operate simultaneously the consumers as identified within the following services as required for the class of ships for the times indicated above: (a) the ship's emergency bilge pump and one of the fire pumps; (b) emergency lighting: 1. at every assembly or embarkation station and over the sides; 2. in all alleyways, stairways and exits giving access to the assembly or embarkation stations; 3. in the machinery spaces, and in the place where the emergency generator is situated; 4. in the control stations where radio and main navigating equipment are situated; 5. as required in regulations II-2/B/16.1.3.7 and II-2/B/6.1.7; 6. at all stowage positions for firefighter's outfits; 7. at the emergency bilge pump and one of the fire pumps, referred to in subparagraph (a) and at the starting position of their motors;
(c) the ship's navigation lights; (d) 1. all communication equipment, 2. the general alarm system, 3. the fire detecting system, and 4. all signals which may be required in an emergency, if they are electrically operated from the ship's main generating sets;
(e) the ship's sprinkler pump, if any and if it is electrically operated; and (f) the ship's daylight signalling lamp, if it is operated by the ship's main source of electric power;
.3 be capable to operate, for a period of half an hour, the power-operated watertight doors together with the associated control, indication and alarm circuits.
(a) the lighting required by paragraph .2(b)1 of this regulation; (b) the watertight doors, as required by paragraphs .7.2 and .7.3 of regulation II-1/B/13, but not necessarily all of them simultaneously, unless an independent temporary source of stored energy is provided; and (c) the control, indication and alarm circuits as required by paragraph .7.2 of regulation II-1/B/13.
.1 all passenger public spaces and alleyways shall be provided with supplementary electric lighting that can operate for at least three hours when all other sources of electrical power have failed and under any condition of heel. The illumination provided shall be such that the approach to the means of escape can be readily seen. The source of power for the supplementary lighting shall consist of accumulator batteries located within the lighting units that are continuously charged, where practicable, from the emergency switchboard. Alternatively, any other means of lighting which is at least as effective may be accepted by the Administration of the flag State. The supplementary lighting shall be such that any failure of the lamp will be immediately apparent. Any accumulator battery provided shall be replaced at intervals having regards to the specific service life in the ambient conditions that they are subject to in service; and .2 a portable rechargeable battery operated lamp shall be provided in every crew space alleyway, recreational space and every working space which is normally occupied unless supplementary emergency lighting, as required by paragraph .1 is provided.
.1 supplied at a voltage not exceeding 50 V direct current or 50 V, root mean square, between conductors; auto-transformers shall not be used for the purpose of achieving this voltage; or .2 supplied at a voltage not exceeding 250 V by safety isolating transformers supplying only one consuming device; or .3 constructed in accordance with the principle of double insulation.
.1 in boiler air supply casings and exhausts (uptakes); and .2 in scavenging air belts of propulsion machinery, unless it is considered to be unnecessary in a particular case.
.1 Such remote control shall be performed by a separate control device for each independent propeller, with automatic performance of all associated services, including, where necessary, means of preventing overload of the propulsion machinery. .2 The main propulsion machinery shall be provided with an emergency stopping device on the navigating bridge which shall be independent of the navigating bridge control system.
.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.
.1 be capable of sounding an audible alarm in the main machinery control room or at the propulsion machinery control position, and indicate visually each separate alarm function at a suitable position; .2 have a connection to the engineers' public rooms and to each of the engineers' cabins through a selector switch, to ensure connection to a least one of those cabins. Alternative arrangements may be permitted if they are considered to be equivalents; .3 activate an audible and visual alarm on the navigating bridge for any situation which requires action by or attention of the officer on watch; .4 as far as is practicable be designed on the fail-to-safety principle; and .5 activate the engineers' alarm required by regulation II-1/C/10, if an alarm function has not received attention locally within a limited time.
.1 where the electrical power can normally be supplied by one generator, suitable load-shedding arrangements shall be provided to ensure the integrity of supplies to services required for propulsion and steering as well as the safety of the ship. In the case of loss of the generator in operation, adequate provision shall be made for automatic starting and connecting to the main switchboard of a stand-by generator of sufficient capacity to permit propulsion and steering and to ensure the safety of the ship with automatic restarting of the essential auxiliaries including, where necessary, sequential operations; .2 if the electrical power is normally supplied by more than one generator simultaneously in parallel operation, provision shall be made, for instance by load shedding, to ensure that, in case of loss of one of these generating sets, the remaining ones are kept in operation without overload to permit propulsion and steering, and to ensure the safety of the ship.
.1 prevent the occurrence of fire and explosion; .2 reduce the risk to life caused by fire; .3 reduce the risk of damage caused by fire to the ship, its cargo and the environment; .4 contain, control and suppress fire and explosion in the compartment of origin; and .5 provide adequate and readily accessible means of escape for passengers and crew.
.1 division of ship into main vertical zones by thermal and structural boundaries; .2 separation of accommodation spaces from the remainder of the ship by thermal and structural boundaries; .3 restricted use of combustible materials; .4 detection of any fire in the zone of origin; .5 containment and extinction of any fire in the space of origin; .6 protection of means of escape or access for fire-fighting; .7 ready availability of fire-extinguishing appliances; .8 minimisation of possible ignition of flammable cargo vapour.
.1 the ship's designs and arrangements, as a whole, complies with the relevant prescriptive requirements in this chapter; .2 the ship's designs and arrangements, as a whole, have been reviewed and approved in accordance with Part F of the revised Chapter II-2 of SOLAS 1974, which applies to ships constructed on or after 1 January 2003 ;.3 part(s) of the ship's designs and arrangements have been reviewed and approved in accordance with the above mentioned Part F of the revised SOLAS Chapter II-2 and the remaining parts of the ship comply with the relevant prescriptive requirements of this chapter.
.1 all materials introduced to these ships shall comply with the requirements with regard to material applicable to new class B ships; and .2 all repairs, alterations, modifications and outfitting related thereto involving the replacement of material of 50 tonnes or above, other than that required by regulation II-2/B/16, shall comply with the requirements applicable to new class B ships.
| initial internal furnace temperature | 20 |
| at the end of the first 5 minutes | 576 |
| at the end of 10 minutes | 679 |
| at the end of 15 minutes | 738 |
| at the end of 30 minutes | 841 |
| at the end of 60 minutes | 945 |
.1 they shall be constructed of steel or other equivalent material; .2 they shall be suitably stiffened; .3 they shall be so constructed as to be capable of preventing the passage of smoke and flame to the end of the one-hour standard fire test; .4 they shall be insulated with approved non-combustible materials such that the average temperature of the unexposed side will not rise more than 140 o C above the original temperature, nor will the temperature, at any one point, including any joint, rise more than 180o C above the original temperature, within the time listed below:class "A-60" 60 minutes class "A-30" 30 minutes class "A-15" 15 minutes class "A-0" 0 minutes .5 The Administration of the flag State shall require a test of a prototype bulkhead or deck to ensure that it meets the above requirements for integrity and temperature rise in accordance with the IMO Resolution A.754 (18). For class B, C and D ships, constructed on or after 1 January 2003 "IMO Resolution A.754 (18)" shall read "Fire Test Procedures Code".
.1 they shall be so constructed as to be capable of preventing the passage of flame to the end of the first half hour of the standard fire test; .2 they shall have an insulation value such that the average temperature of the unexposed side will not rise more than 140 o C above the original temperature, nor will the temperature at any one point, including any joint, rise more than 225o C above the original temperature within the time listed below:class "B-15" 15 min class "B-0" 0 min .3 they shall be constructed of approved non-combustible materials and all materials entering into the construction and erection of "B" class divisions shall be non-combustible, with the exception that combustible veneers may be permitted provided they meet other requirements of this chapter; .4 the Administration of the flag State shall require a test of a prototype division to ensure that it meets the above requirements for integrity and temperature rise in accordance with IMO Resolution A.754 (18).
.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.
.1 fixed fire detection and alarm systems; .2 automatic sprinklers, fire detection and alarm systems; .3 fire door indicator panels; .4 fire doors closures; .5 watertight door indicator panels; .6 watertight door closures; .7 ventilation fans; .8 general/fire alarms; .9 communication systems including telephones; and .10 microphones to public address systems.
.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/m 2 , in accordance with IMO Resolution A.471 (XII) and its amendments adopted by Resolution A.563 (14).For class B, C and D ships, constructed on or after 1 January 2003 "IMO Resolution A.471 (XII) and its amendments adopted by Resolution A.563 (14)" shall read "Fire Test Procedures Code";.4 all floor coverings have qualities of resistance to the propagation of flame not inferior to those of an equivalent woollen material used for the same purpose. For class B, C and D ships, constructed on or after 1 January 2003 this subparagraph shall read:all floor coverings have low flame spread characteristics; .5 all exposed surfaces of bulkheads, linings and ceilings have low flame-spread characteristics; and .6 all upholstered furniture has qualities of resistance to the ignition and propagation of flame in accordance with the Fire Test Procedures of Upholstered Furniture of IMO Resolution A.652 (16) For class B, C and D ships, constructed on or after 1 January 2003 "IMO Resolution A.652 (16)" shall read "Fire Test Procedures Code".FOR CLASS B, C AND D SHIPS, CONSTRUCTED ON OR AFTER 1 JANUARY 2003 .7 all bedding components have qualities of resistance to the ignition and propagation of flame, this being determined in accordance with the Fire Test Procedures Code.
.1 ships certified to carry more than 500 passengers: at least three, one of which may be a main engine driven pump; .2 ships certified to carry up to 500 passengers or less: at least two, one of which may be a main engine driven pump.
| Class B ships certified to carry: | New | Existing |
|---|---|---|
| more than 500 passengers | ||
| up to 500 passengers |
.1 40 % of the gross volume of the largest machinery space so protected, the volume to exclude that part of the casing above the level at which the horizontal area of the casing is 40 % or less of the horizontal area of the space concerned taken midway between the tank top and the lowest part of the casing; or .2 35 % of the gross volume of the largest machinery space protected, including the casing; provided that if two or more machinery spaces are not entirely separated they shall be considered as forming one space.
.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.
.1 in accommodation and service spaces: the fire extinguishers shall be so located that no point in the space is more than 10 metres walking distance from an extinguisher; .2 an extinguisher suitable for use in high voltage areas shall be located in the proximity of any electric panel or subpanel having a power of 20 kW or more; .3 in galleys the extinguishers shall be so located that no point in the space is more than 10 metres walking distance from an extinguisher; .4 an extinguisher shall be located in the proximity of paint lockers store rooms containing readily flammable products; .5 at least one extinguisher shall be located on the navigating bridge and in each control station.
.1 a gas system complying with the relevant provisions of paragraphs .1 and .2 of regulation 4, or an equivalent water-based system as an alternative arrangement for halon systems, complying with the provisions of MSC/Circ. 668 of 30 December 1994 and MSC/Circ. 728 of June 1996, taking into consideration the date of construction of the ship;.2 a high-expansion foam system complying with the relevant provisions of paragraph .4 of regulation 4, taking into consideration the date of construction of the ship; .3 a pressure water-spraying system complying with the relevant provisions of paragraph .5 of regulation 4, taking into consideration the date of construction of the ship.
.8.1 Machinery spaces of category A above 500 m 3 in volume shall, in addition to the fixed fire-extinguishing system required in this regulation, be protected by an approved type of fixed water-based or equivalent local application fire-fighting system, based on the guidelines developed by IMO, see MSC/Circ. 913 "Guidelines for the approval of fixed water-based local application fire-fighting systems for use in category A machinery spaces".In the cases of periodically unattended machinery spaces, the fire-fighting system shall have both automatic and manual release capabilities. In the case of continuously manned machinery spaces the fire-fighting system is only required to have a manual release capability. .2 Fixed local application fire-fighting systems are to protect areas such as the following without the necessity of engine shutdown, personnel evacuation or sealing of spaces: .1 the fire hazard portions of internal combustion machinery used for the ship's main propulsion and power generation, .2 boiler fronts, .3 the fire hazard portions of incinerators and .4 purifiers for heated fuel oil.
.3 Activation of any local application system shall give a visual and distinct audible alarm in the protected space and at continuously manned stations. The alarm shall indicate the specific system activated. The system alarm requirements described within this paragraph are in addition to and not a substitute for the detection and fire alarm systems required elsewhere in this chapter.
.1 opening and closure of skylights, closure of openings in funnels which normally allow exhaust ventilation, and closure of ventilator dampers; .2 permitting the release of smoke; .3 closing power-operated doors or actuating release mechanism on doors other than power-operated watertight doors; .4 stopping ventilating fans; and .5 stopping forced and induced draught fans, oil fuel transfer pumps, oil fuel unit pumps and other similar fuel pumps. Other similar fuel pumps means for ships constructed on or after 1 January 2003 lubricating oil service pumps, thermal oil circulating pumps and oil separators. However paragraph .6 of this regulation need not apply to oily water separators.
a loop cannot be damaged at more than one point by a fire; means are provided to ensure that any fault (e.g. power break, short circuit, earth) occurring in the loop will not render the whole loop ineffective, all arrangements are made to enable the initial configuration of the system to be restored in the event of failure (electrical, electronic, informatic), the first initiated fire alarm will not prevent any other detector to initiate further fire alarms.
| Type of detector | |||
|---|---|---|---|
| Heat | 37 | 9 | |
| Smoke | 74 | 11 |
.1 Except as otherwise permitted by this paragraph, no oil fuel with a flashpoint of less than 60 o C shall be used..2 In emergency generators, oil fuel with a flashpoint of not less than 43 o C may be used..3 Subject to such additional precautions as it may consider necessary and on condition that the ambient temperature of the space in which such oil fuel is stored or used shall not be allowed to rise to within 10 o C below the flashpoint of the oil fuel, the Administration of the flag State may permit the general use of oil fuel having a flashpoint of less than 60o C but not less than 43o C.For ships constructed on or after 1 January 2003 oil fuel having a flashpoint of less than 60o C but not less than 43o C may be permitted subject to the following:.3.1 fuel oil tanks except those arranged in double bottom compartments shall be located outside of machinery spaces of category A; .3.2 provisions for the measurement of oil temperature are provided on the suction pipe of the fuel pump; .3.3 stop valves and/or cocks are provided on the inlet side and outlet side of the oil fuel strainers and; .3.4 pipe joints of welded construction or of circular cone type or spherical type union joint are applied as much as possible.
The flashpoint of oils shall be determined by an approved closed cup method.
.1 this does not preclude the use of sight-flow glasses in lubricating systems provided that they are shown by test to have a suitable degree of fire resistance. If sight-flow glasses are used, the pipe shall be provided with valves in both ends. The valve at the lower end of the pipe shall be of a self-closing type; .2 sounding pipes may be authorised in machinery spaces; the requirements of paragraphs .2.6.1.1 and .2.6.1.3 need not be applied on condition that the sounding pipes are fitted with appropriate means of closure. For ships constructed on or after 1 January 2003 the provisions of paragraph 10.2.5 shall also apply to lubricating oil tanks except those of having a capacity less than 500 litres, storage tanks on which valves are closed during the normal operation of the ship or where it is determined that the unintended operation of a quick closing valve on the lubricating oil tank would endanger the safe operation of the main propulsion and essential auxiliary machinery.
.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.
.1.1 Personal equipment comprising: .1 protective clothing of material to protect the skin from the heat radiating from the fire and from burns and scalding by steam. The outer surface shall be water-resistant; .2 boots and gloves of rubber or other electrically non-conducting material; .3 a rigid helmet providing effective protection against impact; .4 an electric safety lamp (hand lantern) of an approved type with a minimum burning period of three hours; .5 a firefighter's axe.
.1.2 A breathing apparatus of an approved type consisting of a self-contained compressed-air-operated breathing apparatus (SCBA), the volume of air contained in the cylinders of which shall be at least 1200 litres, or other self-contained breathing apparatus which shall be capable of functioning for at least 30 minutes. Every SCBA shall be provided with fully charged spare cylinders having a spare storage capacity of at least2400 litres of free air except that:(i) if the ship is carrying five or more SCBA, the total spare storage capacity of free air need not to exceed 9600 litres; or(ii) if the ship is equipped with means for recharging the air cylinders with full pressure with air, free from contamination, the spare storage capacity of the fully charged spare cylinders of each SCBA shall be at least 1200 litres of free air, and the total spare storage capacity of free air provided in the ship shall not be required to exceed4800 litres of free air.All air cylinders for SCBA's shall be interchangeable.
.1 In ships of 60 metres in length and above, in addition there shall be provided, if the aggregate of the lengths of all passenger spaces and service spaces on the deck which carries such spaces is more than 80 metres, or, if there is more than one such deck, on the deck which has the largest aggregate of such lengths, two firefighter's outfits and two sets of personal equipment for every 80 metres, or part thereof, of such aggregate of lengths. In ships carrying more than 36 passengers, two additional firefighter's outfits shall be provided for each main vertical zone, except for stairway enclosures which constitute individual main vertical zones and for main vertical zones of limited length in the fore and aft end of a ship which do not include, machinery spaces or main galleys. .2 In ships of 40 metres in length and above but less than 60 metres two firefighter's outfits have to be provided. .3 In new class B and existing class B ships of 24 metres in length and above but less than 40 metres, also two firefighter's outfits have to be provided, but with only one spare aircharge for self-contained breathing apparatus.
.1 a fire tested penetration device, suitable for the fire resistance of the division pierced and the type of the pipe used; or .2 a steel sleeve, having a thickness of not less than 1,8 mm and a length of not less than 900 mm for pipe diameters of 150 mm or more and not less than 600 mm for pipe diameters of less than 150 mm ( preferably equally divided to each side of the division). The pipe shall be connected to the ends of the sleeve by flanges or couplings or the clearance between the sleeve and the pipe shall not exceed 2,5 mm or any clearance between pipe and sleeve shall be made tight by means of non-combustible or other suitable material.
.1 Paint lockers shall be protected by: .1.1 a carbon dioxide system, designed to give a minimum volume of free gas equal to 40 % of the gross volume of the protected space; .1.2 a dry powder system, designed for at least 0,5 kg powder/m 3 ;.1.3 a waterspraying or sprinkler system, designed for 5 litres/m 2 min. Water spraying systems may be connected to the fire main of the ship; or.1.4 a system providing equivalent protection, as determined by the Administration of the flag State. In any case the system shall be operable from outside the protected space.
.2 Flammable liquid lockers shall be protected by an appropriate fire extinguishing arrangement approved by the Administration of the flag State. .3 For lockers of a deck area of less than 4 m 2 , which do not give access to accommodation spaces, a carbon dioxide portable extinguisher sized to provide a minimum volume of free gas equal to 40 % of the gross volume of the space may be accepted in lieu of a fixed system.A discharge port shall be arranged in the locker to allow the discharge of the extinguisher without having to enter into the protected space. The required portable fire extinguisher shall be stowed adjacent to the port. Alternatively a port or hose connection may be provided to facilitate the use of fire main water.
.1 an automatic or manual extinguishing system tested to an international standard in accordance with Publication ISO 15371:2000 on fire-extinguishing systems for protection of galley deep-fat cooking equipment; .2 a primary and backup thermostat with an alarm to alert the operator in the event of failure of either thermostat; .3 arrangements for automatically shutting off the electrical power upon activation of the extinguishing system; .4 an alarm for indicating operation of the extinguishing system in the galley where the equipment is installed; and .5 controls for manual operation of the extinguishing system, which are clearly labelled for ready use of the crew.
.1 it is in for repairs or lay-up (either at anchor or at port ) or in dry-dock; .2 it is declared not in service by the owner or the owner's representative; and .3 if there are no passengers on board.
.1.1 Operational readiness .1 structural fire protection including fire resisting divisions and protection of openings and penetrations in these divisions; .2 fire detection and fire alarm systems; and .3 means of escape systems and appliances.
Fire-fighting systems and appliances shall be kept in good working order and readily available for immediate use. Portable extinguishers which have been discharged shall be immediately recharged or replaced with an equivalent unit. .1.2 Maintenance, testing and inspections Maintenance, testing and inspections shall be carried out based on the guidelines developed by IMO and in a manner having due regard to ensuring the reliability of fire-fighting systems and appliances. A maintenance plan shall be kept on board the ship and shall be available for inspection, whenever required by the Administration of the flag State. The maintenance plan shall include at least the following fire protection systems and fire-fighting systems and appliances, where installed: .1 fire mains, fire pumps and hydrants including hoses and nozzles; .2 fixed fire detection and fire alarm systems; .3 fixed fire-extinguishing systems and other fire-extinguishing appliances; .4 automatic sprinkler, fire detection and fire alarm systems; .5 ventilation systems including fire and smoke dampers, fans and their controls; .6 emergency shut down of fuel supply; .7 fire doors including their controls; .8 general emergency alarm systems; .9 emergency escape breathing devices; .10 portable fire extinguishers including spare charges; and .11 firefighter's outfits.
The maintenance programme may be computer-based.
.1 general fire safety practice and precautions related to the dangers of smoking, electrical hazards, flammable liquids and similar common shipboard hazards; .2 general instructions on fire-fighting activities and fire-fighting procedures including procedures for notification of a fire and use of manually operated call points; .3 meanings of ship's alarms; .4 operation and use of fire-fighting systems and appliances; .5 operation and use of fire doors; .6 operation and use of fire and smoke dampers; and .7 escape systems and appliances.
.1 The insulation of aluminium alloy components of "A" or "B" class divisions, except structure which is non-load-bearing, shall be such that the temperature of the structural core does not rise more than 200 o C above the ambient temperature at any time during the applicable fire exposure to the standard fire test..2 Special attention shall be given to the insulation of aluminium alloy components of columns, stanchions and other structural members required to support lifeboat and life-raft stowage, launching and embarkation areas, and "A" and "B" class divisions to ensure: .1 that for such members supporting lifeboat and life-raft areas and "A" class divisions, the temperature rise limitation specified in paragraph .2.1 shall apply at the end of one hour; and .2 that for such members required to support"B"class divisions, the temperature rise limitation specified in paragraph .2.1 shall apply at the end of half an hour.
.3 Crowns and casings of machinery spaces shall be of steel construction adequately insulated and openings therein, if any, shall be suitably arranged and protected to prevent the spread of fire.
.1 On ships designed for special purposes, such as automobile or railroad car ferries where the provision of main vertical zone bulkheads would defeat the purpose for which the ship is intended, equivalent protection shall be obtained by dividing space in horizontal zones. .2 However, in a ship with special category spaces, any such space shall comply with the applicable provisions of regulation II-2/B/14 and in so far as such compliance would be inconsistent with compliance with other requirements of this part, the requirements of regulation II-2/B/14 shall prevail.
.1 when continuous "B" class ceilings or linings are fitted on both sides of the bulkhead, the portion of the bulkhead behind the continuous ceiling or lining shall be of material which, in thickness and composition, is acceptable in the construction of "B" class divisions but which shall be required to meet "B" class integrity standards only in so far as is reasonable and practicable; .2 in the case of a ship protected by an automatic sprinkler system complying with the provisions of regulation II-2/A/8, the corridor bulkheads of "B" class materials may terminate at a ceiling in the corridor provided such ceiling is of material which, in thickness and composition, is acceptable in the construction of "B" class divisions. Notwithstanding the requirements of regulations 4 and 5, such bulkheads and ceilings shall be required to meet "B" class integrity standards only in so far as is reasonable and practicable. All doors and frames in such bulkheads shall be of non-combustible materials and shall be so constructed and erected as to provide substantial fire resistance.
.1 Table 4.1 shall apply to bulkheads not bounding either main vertical zones or bounding horizontal zones. Table 4.2 shall apply to decks not forming steps in main vertical zones nor bounding horizontal zones. .2 For determining the appropriate fire integrity standards to be applied to boundaries between adjacent spaces, such spaces are classified according to their fire risk as shown in categories (1) to (14). Where the contents and use of a space are such that there is a doubt as to its classification for the purpose of this regulation, it shall be treated as a space within the relevant category having the most stringent boundary requirements. The title of each category is intended to be typical rather than restrictive. The number in parentheses preceding each category refers to the applicable column or row in the tables. (1) Control stations: spaces containing emergency sources of power and lighting, wheelhouse and chartroom, spaces containing the ship's radio equipment, fire-extinguishing rooms, fire control rooms and fire-recording stations, control room for propulsion machinery when located outside the propulsion machinery space, spaces containing centralised fire alarm equipment, spaces containing centralised emergency public address system stations and equipment.
(2) Stairways: interior stairways, lifts and escalators (other than those wholly contained within the machinery spaces) for passengers and crew and enclosures thereto; in this connection a stairway which is enclosed at only one level shall be regarded as part of the space from which it is not separated by a fire door.
(3) Corridors: passenger and crew corridors.
(4) Evacuation stations and external escape routes: survival craft stowage area, open deck spaces and enclosed promenades forming lifeboat and life-raft embarkation and lowering stations, assembly stations, internal and external, external stairs and open decks used for escape routes, the ship's side to the waterline in the lightest seagoing condition, superstructure and deckhouse sides situated below and adjacent to the life-rafts and evacuation slide's embarkation areas.
(5) Open deck spaces: open deck spaces and enclosed promenades clear of lifeboat and life-raft embarkation and lowering stations, air spaces (the space outside superstructures and deckhouses).
(6) Accommodation spaces of minor fire risk: cabins containing furniture and furnishing of restricted fire risk, offices and dispensaries containing furniture and furnishings of restricted fire risk, public spaces containing furniture and furnishings of restricted fire risk and having a deck area of less than 50 m 2 .
(7) Accommodation spaces of moderate fire risk: spaces as in category (6) above but containing furniture and furnishing of other than restricted fire risk, public spaces containing furniture and furnishing of restricted fire risk and having a deck area of 50 m 2 or more,isolated lockers and small storerooms in accommodation spaces having areas less than 4 m 2 (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 m 2 or less),specie rooms, operating rooms.
(8) Accommodation spaces of greater fire risk: public spaces containing furniture and furnishing of other than restricted fire risk and having a deck area of 50 m 2 or more,barber shops and beauty parlours.
(9) sanitary and similar spaces: communal sanitary facilities, shower, baths, water closets, etc., small laundry rooms, indoor swimming pool area, isolated pantries containing no cooking appliances in accommodation spaces, private sanitary facilities shall be considered a portion of the space in which they are located.
(10) Tanks, voids and auxiliary machinery spaces having little or no fire risk: water tanks forming part of the ship's structure; voids and cofferdams; auxiliary machinery spaces which do not contain machinery having a pressure lubrication system and where storage of combustibles is prohibited, such as; ventilation and air-conditioning rooms; windlass room; steering gear room; stabiliser equipment room; electrical propulsion motor room; rooms containing section switchboards and purely electrical equipment other than oil-filled electrical transformers (above 10 kVA); shaft alleys and pipe tunnels; spaces for pumps and refrigeration machinery (not handling or using flammable liquids), closed trunks serving the spaces listed above, other closed trunks such as pipe and cable trunks.
(11) Auxiliary machinery spaces, cargo spaces, cargo and other oil tanks and other similar spaces of moderate fire risk: cargo oil tanks, cargo holds, trunkways and hatchways, refrigerated chambers, oil fuel tanks (where installed in a separate space with no machinery), shaft alleys and pipe tunnels allowing storage of combustibles, auxiliary machinery spaces as in category (10) which contain machinery having a pressure lubrication system or where storage of combustibles is permitted, oil fuel filling stations, spaces containing oil-filled electrical transformers (above 10 kVA), spaces containing small internal combustion engines of power output up to 110 kW driving generators, sprinkler, drencher or fire pumps, bilge pumps, etc., closed trunks serving the spaces listed above.
(12) Machinery spaces and main galleys: main propulsion machinery rooms (other than electric propulsion motor rooms) and boiler rooms, auxiliary machinery spaces other than those in categories (10) and (11) which contain internal combustion machinery or other oil burning, heating or pumping units, main galleys and annexes, trunks and casings to the spaces listed above.
(13) Storesrooms, workshops, pantries, etc.: main pantries not annexed to galleys, main laundry, large drying rooms (having a deck area of more than 4 m 2 ),miscellaneous stores, mail and baggage rooms, garbage rooms, workshops (not part of machinery spaces, galleys, etc.), lockers and storerooms having areas greater than 4 m 2 , other than those spaces that have provisions for the storage of flammable liquids.
(14) Other spaces in which flammable liquids are stowed: paint lockers, storerooms containing flammable liquids (including dyes, medicines, etc.), laboratories (in which flammable liquids are stowed).
.3 Where a single value is shown for the fire integrity of a boundary between two spaces, that value shall apply in all cases. .4 There are no special requirements for material or integrity of boundaries where only a dash appears in the tables. .5 The Administration of the flag State shall determine in respect of category (5) spaces whether the insulation values in table 4.1 shall apply to ends of deckhouses and superstructures, and whether the insulation values in table 4.2 shall apply to weather decks. In no case shall the requirements of category (5) of table 4.1 or 4.2 necessitate enclosure of spaces which in the opinion of the Administration of the flag State need not be enclosed.
| Spaces | (1) | (2) | (3) | (4) | (5) | (6) | (7) | (8) | (9) | (10) | (11) | (12) | (13) | (14) | |
|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|
| Control stations | (1) | B-0 | A-0 | A-0 | A-0 | A-0 | A-60 | A-60 | A-60 | A-0 | A-0 | A-60 | A-60 | A-60 | A-60 |
| Stairways | (2) | A-0 | A-0 | A-0 | A-0 | A-0 | A-15 | A-15 | A-0 | A-0 | A-15 | A-30 | A-15 | A-30 | |
| Corridors | (3) | B-15 | A-60 | A-0 | B-15 | B-15 | B-15 | B-15 | A-0 | A-15 | A-30 | A-0 | A-30 | ||
| Evacuation stations and external escape routes | (4) | A-0 | A | A | A | A-0 | A-0 | A-60 | A-60 | A-60 | A-60 | ||||
| Open deck spaces | (5) | — | A-0 | A-0 | A-0 | A-0 | A-0 | A-0 | A-0 | A-0 | A-0 | ||||
| Accommodation spaces of minor fire risk | (6) | B-0 | B-0 | B-0 | C | A-0 | A-0 | A-30 | A-0 | A-30 | |||||
| Accommodation spaces of moderate fire risk | (7) | B-0 | B-0 | C | A-0 | A-15 | A-60 | A-15 | A-60 | ||||||
| Accommodation spaces of greater fire risk | (8) | B-0 | C | A-0 | A-30 | A-60 | A-15 | A-60 | |||||||
| Sanitary and similar spaces | (9) | C | A-0 | A-0 | A-0 | A-0 | A-0 | ||||||||
| Tanks, voids and auxiliary machinery spaces having little or no fire risk | (10) | A-0 | A-0 | A-0 | A-0 | A-0 | |||||||||
| Auxiliary machinery spaces, cargo spaces, cargo and other oil tanks and other similar spaces of moderate fire risk | (11) | A-0 | A-0 | A-0 | A-15 | ||||||||||
| Machinery spaces and main galleys | (12) | A-0 | A-0 | A-60 | |||||||||||
| Storerooms, workshops, pantries, etc. | (13) | A-0 | A-0 | ||||||||||||
| Other spaces in which flammable liquids are stowed | (14) | A-30 | |||||||||||||
| Spaces | (1) | (2) | (3) | (4) | (5) | (6) | (7) | (8) | (9) | (10) | (11) | (12) | (13) | (14) | |
|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|
| Control stations | (1) | A-30 | A-30 | A-15 | A-0 | A-0 | A-0 | A-15 | A-30 | A-0 | A-0 | A-0 | A-60 | A-0 | A-60 |
| Stairways | (2) | A-0 | A-0 | — | A-0 | A-0 | A-0 | A-0 | A-0 | A-0 | A-0 | A-0 | A-30 | A-0 | A-30 |
| Corridors | (3) | A-15 | A-0 | A-0 | A-60 | A-0 | A-0 | A-15 | A-15 | A-0 | A-0 | A-0 | A-30 | A-0 | A-30 |
| Evacuation stations and external escape routes | (4) | A-0 | A-0 | A-0 | A-0 | — | A-0 | A-0 | A-0 | A-0 | A-0 | A-0 | A-0 | A-0 | A-0 |
| Open deck spaces | (5) | A-0 | A-0 | A-0 | A-0 | — | A-0 | A-0 | A-0 | A-0 | A-0 | A-0 | A-0 | A-0 | A-0 |
| Accommodation spaces of minor fire risk | (6) | A-60 | A-15 | A-0 | A-60 | A-0 | A-0 | A-0 | A-0 | A-0 | A-0 | A-0 | A-0 | A-0 | A-0 |
| Accommodation spaces of moderate fire risk | (7) | A-60 | A-15 | A-15 | A-60 | A-0 | A-0 | A-15 | A-15 | A-0 | A-0 | A-0 | A-0 | A-0 | A-0 |
| Accommodation spaces of greater fire risk | (8) | A-60 | A-15 | A-15 | A-60 | A-0 | A-15 | A-15 | A-30 | A-0 | A-0 | A-0 | A-0 | A-0 | A-0 |
| Sanitary and similar spaces | (9) | A-0 | A-0 | A-0 | A-0 | A-0 | A-0 | A-0 | A-0 | A-0 | A-0 | A-0 | A-0 | A-0 | A-0 |
| Tanks, voids and auxiliary machinery spaces having little or no fire risk | (10) | A-0 | A-0 | A-0 | A-0 | A-0 | A-0 | A-0 | A-0 | A-0 | A-0 | A-0 | A-0 | A-0 | A-0 |
| Auxiliary machinery spaces, cargo spaces, cargo and other oil tanks and other similar spaces of moderate fire risk | (11) | A-60 | A-60 | A-60 | A-60 | A-0 | A-0 | A-15 | A-30 | A-0 | A-0 | A-0 | A-0 | A-0 | A-30 |
| Machinery spaces and main galleys | (12) | A-60 | A-60 | A-60 | A-60 | A-0 | A-60 | A-60 | A-60 | A-0 | A-0 | A-30 | A-30 | A-0 | A-60 |
| Storerooms, workshops, pantries, etc. | (13) | A-60 | A-30 | A-15 | A-60 | A-0 | A-15 | A-30 | A-30 | A-0 | A-0 | A-0 | A-0 | A-0 | A-0 |
| Other spaces in which flammable liquids are stowed | (14) | A-60 | A-60 | A-60 | A-60 | A-0 | A-30 | A-60 | A-60 | A-0 | A-0 | A-0 | A-0 | A-0 | A-0 |
.1 Tables 5.1 and 5.2 shall apply respectively to the bulkheads and decks separating adjacent spaces. .2 For determining the appropriate fire integrity standards to be applied to divisions between adjacent spaces, such spaces are classified according to their fire risk as shown in categories (1) to (11) below. The title of each category is intended to be typical rather than restrictive. The number in parentheses preceding each category refers to the applicable column or row in the tables. (1) Control stations: spaces containing emergency sources of power and lighting, wheelhouse and chartroom, spaces containing the ship's radio equipment, fire-extinguishing rooms, fire control rooms and fire-recording stations, control room for propulsion machinery when located outside the propulsion machinery space, spaces containing centralised fire alarm equipment.
(2) Corridors: passenger and crew corridors and lobbies.
(3) Accommodation spaces: spaces as defined in regulation II-2/A/2.10 excluding corridors.
(4) Stairways: interior stairways, lifts and escalators (other than those wholly contained within the machinery spaces) and enclosures thereto, in this connection, a stairway which is enclosed only at one level shall be regarded as part of the space from which it is not separated by a fire door.
(5) Service spaces (low risk): lockers and storerooms not having provisions for the storage of flammable liquids and having areas less than 4 m 2 and drying rooms and laundries.
(6) Machinery spaces of category A: spaces as defined in regulation II-2/A/2.19.1.
(7) Other machinery spaces: spaces as defined in regulation II-2/A/2.19.2 excluding machinery spaces of category A.
(8) Cargo spaces: all spaces used for cargo (including cargo oil tanks) and trunkways and hatchways to such spaces, other than special category spaces.
(9) Service spaces (high risk): galleys, pantries containing cooking appliances, paint and lamp rooms, lockers and storerooms having areas of 4 m 2 or more, spaces for the storage of flammable liquids, and workshops other than those forming part of the machinery spaces.
(10) Open decks: open deck spaces and enclosed promenades having no fire risk. Air spaces (the space outside superstructures and deckhouses).
(11) Special category spaces: spaces as defined in regulation II-2/A/2.18.
.3 In determining the applicable fire integrity standard of a boundary between two spaces within a main vertical zone or horizontal zone which is not protected by an automatic sprinkler system complying with the provisions of regulation II-2/A/8 or between such zones neither of which is so protected, the higher of the two values given in the tables shall apply. .4 In determining the applicable fire integrity standard of a boundary between two spaces within a main vertical zone or horizontal zone which is protected by an automatic sprinkler system complying with the provisions of regulation II-2/A/8 or between such zones both of which are so protected, the lesser of the two values given in the tables shall apply. Where a sprinklered zone and a non-sprinklered zone meet within accommodation and service spaces, the higher of the two values given in the tables shall apply to the division between the zones.
| Spaces | (1) | (2) | (3) | (4) | (5) | (6) | (7) | (8) | (9) | (10) | (11) | |
|---|---|---|---|---|---|---|---|---|---|---|---|---|
| Control stations | (1) | A-0 | A-0 | A-60 | A-0 | A-15 | A-60 | A-15 | A-60 | A-60 | — | A-60 |
| Corridors | (2) | C | B-0 | A-0 | B-0 | B-0 | A-60 | A-0 | A-0 | A-15 | A-15 | |
| A-0 | ||||||||||||
| Accommodation spaces | (3) | C | A-0 | B-0 | A-60 | A-0 | A-0 | A-15 | A-30 | |||
| B-0 | A-0 | A-0 | ||||||||||
| Stairways | (4) | A-0 | A-0 | A-60 | A-0 | A-0 | A-15 | A-15 | ||||
| B-0 | B-0 | A-0 | ||||||||||
| Service spaces (low risk) undefined | (5) | C | A-60 | A-0 | A-0 | A-0 | A-0 | |||||
| Machinery spaces of category A | (6) | A-0 | A-0 | A-60 | A-60 | |||||||
| Other machinery spaces | (7) | A-0 | A-0 | A-0 | A-0 | |||||||
| Cargo spaces | (8) | A-0 | A-0 | |||||||||
| Service spaces (high risk) | (9) | A-0 | A-30 | |||||||||
| Open decks | (10) | A-0 | ||||||||||
| Special category spaces | (11) | A-0 | ||||||||||
| (1) | (2) | (3) | (4) | (5) | (6) | (7) | (8) | (9) | (10) | (11) | ||
|---|---|---|---|---|---|---|---|---|---|---|---|---|
| Control stations | (1) | A-0 | A-0 | A-0 | A-0 | A-0 | A-60 | A-0 | A-0 | A-0 | A-30 | |
| Corridors | (2) | A-0 | A-0 | A-60 | A-0 | A-0 | A-0 | A-0 | ||||
| Accommodation spaces | (3) | A-60 | A-0 | A-0 | A-60 | A-0 | A-0 | A-0 | A-30 | |||
| A-0 | ||||||||||||
| Stairways | (4) | A-0 | A-0 | A-0 | A-0 | A-60 | A-0 | A-0 | A-0 | A-0 | ||
| Service spaces (low risk) | (5) | A-15 | A-0 | A-0 | A-0 | A-60 | A-0 | A-0 | A-0 | A-0 | ||
| Machinery spaces of category A | (6) | A-60 | A-60 | A-60 | A-60 | A-60 | A-60 | A-30 | A-60 | A-60 | ||
| Other machinery spaces | (7) | A-15 | A-0 | A-0 | A-0 | A-0 | A-0 | A-0 | A-0 | A-0 | ||
| Cargo spaces | (8) | A-60 | A-0 | A-0 | A-0 | A-0 | A-0 | A-0 | A-0 | A-0 | ||
| Service spaces (high risk) | (9) | A-60 | A-30 | A-30 | A-30 | A-0 | A-60 | A-0 | A-0 | A-0 | A-30 | |
| A-0 | A-0 | A-0 | ||||||||||
| Open decks | (10) | — | A-0 | |||||||||
| Special category spaces | (11) | A-60 | A-15 | A-30 | A-15 | A-0 | A-30 | A-0 | A-0 | A-30 | A-0 | A-0 |
| A-0 | ||||||||||||
.1 Stairways shall not be less than 900 mm in clear width, if reasonable and practicable to the satisfaction of the Member State, but shall in no case be less than 600 mm. Stairways shall be fitted with handrails on each side. The minimum clear width of stairways shall be increased by 10 mm for every one person provided for in excess of 90 persons. The maximum clear width between handrails where stairways are wider than 900 mm shall be 1800 mm. The total number of persons to be evacuated by such stairways shall be assumed to be two thirds of the crew and the total number of passengers in the areas served by such stairways. The width of the stairways shall at least conform to the standard as given in IMO Resolution A.757 (18)..2 All stairways sized for more than 90 persons shall be aligned before and after. .3 Doorways and corridors and intermediate landings included in means of escape shall be sized in the same manner as stairways. .4 Stairways shall not exceed 3,5 metres in vertical rise without the provision of a landing and shall not have an angle of inclination greater than 45 o ..5 Landings at each deck level shall not be less than 2 m 2 in area and shall increase by 1 m2 for every 10 persons provided for in excess of 20 persons but need not exceed 16 m2 , except for those landings servicing public spaces having direct access onto the stairway enclosure.
.1 Cabin and stateroom doors shall not require keys to unlock them from inside the room. Neither shall there be any doors along any designated escape route which require keys to unlock them when moving in the direction of escape. .2 Escape doors from public spaces that are normally latched shall be fitted with a means of quick release. Such means shall consist of a door-latching mechanism incorporating a device that releases the latch upon the application of a force in the direction of escape flow. Quick release mechanisms shall be designed and installed to the satisfaction of the Administration of the flag State and in particular: .2.1 consist of bars or panels, the actuating portion of which extends across at least one half of the width of the door leaf, at least 760 mm and not more than 1120 mm above the deck;.2.2 cause the door latch to release when a force not exceeding 67 N is applied; and .2.3 not be equipped with any locking device, set screw or other arrangement that prevents the release of the latch when pressure is applied to the releasing device.
.1 two sets of steel ladders as widely separated as possible, leading to doors in the upper part of the space similarly separated and from which there is access to the appropriate lifeboat and life-raft embarkation decks. In new ships, one of these ladders shall provide continuous fire shelter from the lower part of the space to a safe position outside the space. In new class B, C and D ships, constructed on or after 1 January 2003 that ladder shall be located within a protected enclosure that satisfies regulation II-2/B/4, category (2) or II-2/B/5, category (4), as appropriate, from the lower part of the space it serves to a safe position outside the space. Self-closing fire doors of the same fire integrity standards shall be fitted in the enclosure. The ladder shall be fixed in such a way that heat is not transferred into the enclosure through non-insulated fixing points. The protected enclosure shall have minimum internal dimensions of at least 800 mm × 800 mm, and shall have emergency lighting provisions; or.2 one steel ladder leading to a door from which access is provided to the embarkation deck and additionally, in the lower part of the space and in a position well separated from the ladder referred to, a steel door capable of being operated from each side and which provides access to a safe escape route from the lower part of the space to the embarkation deck.
.1 the doors shall be self-closing and be capable of closing against an angle of inclination of up to 3,5 o opposing closure;.2 the approximate time of closure for hinged fire doors shall be no more than 40 seconds and no less than 10 seconds from the beginning of their movement with the ship in upright position. The approximate uniform rate of closure for sliding fire doors shall be of no more than 0,2 m/s and no less than 0,1 m/s with the ship in the upright position; .3 the doors shall be capable of remote release from the continuously manned central control station, either simultaneously or in groups and shall be capable of release also individually from a position at both sides of the door. Release switches shall have an on-off function to prevent automatic resetting of the system; .4 hold-back hooks not subject to central control station release are prohibited; .5 a door closed remotely from the central control station shall be capable of being reopened at both sides of the door by local control. After such local opening the door shall automatically close again; .6 indication shall be provided at the fire door indicator panel in the continuously manned central control station whether each of the remote-released doors are closed; .7 the release mechanism shall be so designed that the door will automatically close in the event of disruption of the control system or main source of electric power; .8 local power accumulators for power-operated doors shall be provided in the immediate vicinity of the doors to enable the doors to be operated after disruption of the control system or main source of electric power at least 10 times (fully opened or closed) using the local controls; .9 disruption of the control system or main source of electric power at one door shall not impair the safe functioning of the other doors; .10 remote-released sliding or power-operated doors shall be equipped with an alarm that sounds for at least 5 seconds but no more than 10 seconds after the door is released from the central control station and before the door begins to move and continue sounding until the door is completely closed; .11 a door designed to re-open upon contacting an object in its path shall re-open not more than one metre from the point of contact; .12 double-leaf doors equipped with latch necessary to their fire integrity shall have a latch that is automatically activated by the operation of the doors when released by the control system; .13 doors giving direct access to special category spaces which are power-operated and automatically closed need not be equipped with the alarms and remote-release mechanisms required in paragraph .3 and .10; .14 the components of the local control system shall be accessible for maintenance and adjusting; and .15 power-operated doors shall be provided with a control system of an approved type which shall be able to operate in case of fire, this being determined in accordance with the Fire Test Procedure Code. This system shall satisfy the following requirements: .15.1 the control system shall be able to operate the door at a temperature of at least 200 o C for at least 60 minutes, served by the power supply;.15.2 the power supply for all other doors not subject to fire shall not be impaired, and; .15.3 at temperatures exceeding 200 o C the control system shall be automatically isolated from the power supply and shall be capable of keeping the door closed up to at least 945o C.
.5a The requirements for "A" class integrity of the outer boundaries of a ship shall not apply to glass partitions, windows and sidescuttles, provided that there is no requirement for such boundaries to have a "A" class integrity in regulation 10. The requirements for "A" class integrity of the outer boundaries of the ship shall not apply to exterior doors, except for those in superstructures and deckhouses facing life-saving appliances. embarkation and external assembly station areas, external stairs and open decks used for escape routes. Stairway enclosure doors need not meet this requirement.
.1 The upper opening shall always face towards the corridor and shall be provided with a grating of non-combustible material and an automatically operating fire damper, which is activated at a temperature of about 70 o C..2 The lower opening shall be provided with a grating made of a non-combustible material. .3 The doors shall be tested in accordance with Resolution A.754 (18).
.1 a stairway connecting only two decks need not be enclosed, provided the integrity of the deck is maintained by proper bulkheads or doors in one between-deck space. When a stairway is closed in one between-deck space, the stairway enclosure shall be protected in accordance with the tables for decks in regulations 4 and 5; .2 stairways may be fitted in the open in a public space, provided they lie wholly within such public space.
.1 ducts not less than 0,075 m 2 in sectional area and all vertical ducts serving more than a single between-deck space shall be constructed of steel or other equivalent material;.2 ducts less than 0,075 m 2 in sectional area other than vertical ducts referred to in subparagraph .1.4.1, shall be constructed of non-combustible materials. Where such ducts penetrate "A" or "B" class divisions due regard shall be given to ensuring the fire integrity of the division;.3 short lengths of duct, not in general exceeding 0,02 m 2 in sectional area nor two metres in length, need not be non-combustible provided that all of the following conditions are met:.1 the duct is constructed of a material of low fire risk to the satisfaction of the Administration of the flag State; .2 the duct is used only at the terminal end of the ventilation system, and .3 the duct is not located closer than 600 mm measured along its length to a penetration of an "A" or "B" class division, including continuous "B" class ceilings.
CLASS B, C AND D SHIPS, CONSTRUCTED ON OR AFTER 1 JANUARY 2003 :instead of subparagraph .1 the following subparagraph .1a shall apply: .1a the duct shall be of a material which has low flame spread characteristics.
.1 a grease trap readily removable for cleaning unless an alternative approved grease removal system is fitted; .2 a fire damper located in the lower end of the duct which is automatically and remotely operated, and in addition a remotely operated fire damper located in the upper end of the duct; .3 a fixed means for extinguishing a fire within the duct; .4 remote control arrangements for shutting off the exhaust fans and supply fans, for operating the fire dampers mentioned in .2 and for operating the fire-extinguishing system, which shall be placed in a position close to the entrance to the galley. Where a multi-branch system is installed, means shall be provided to close all branches exhausting through the same main duct before an extinguishing medium is released into the system; and .5 suitably located hatches for inspection and cleaning.
.1 these ducts shall be of a material which, in the opinion of the Administration of the flag State, has a low fire risk; .2 they may only be used at the end of the ventilation device; .3 they shall not be situated less than 600 mm, measured along the duct, from an opening in an "A" or "B" class division, including continuous "B" class ceilings. CLASS B, C AND D SHIPS CONSTRUCTED ON OR AFTER 1 JANUARY 2003 :instead of subparagraph .1 the following subparagraph .1a shall apply: .1a these ducts shall be of a material which has low flame spread characteristics.
.1 The sleeves shall have a thickness of at least 3 mm and a length of at least 900 mm. When passing through bulkheads, this length shall be divided preferably into 450 mm on each side of the bulkhead. These ducts, or sleeves lining such ducts, shall be provided with fire insulation. The insulation shall have at least the same fire integrity as the bulkhead or deck through which the duct passes. .2 Ducts with a free cross-sectional area exceeding 0,075 m 2 shall be fitted with fire dampers in addition to the requirements of sub-paragraph .9.2.2.1. The fire damper shall operate automatically but shall also be capable of being closed manually from both sides of the bulkhead or deck. The damper shall be provided with an indicator which shows whether the damper is open or closed. Fire dampers are not required, however, where ducts pass through spaces surrounded by "A" class divisions, without serving those spaces, provided those ducts have the same fire integrity as the divisions which they pierce. Fire dampers shall be easily accessible. In new class B, C and D ships, constructed on or after1 January 2003 where fire dampers are placed behind ceilings or linings, these ceilings or linings shall be provided with an inspection door on which a plate reporting the identification number of the fire damper is provided. The fire damper identification number shall also be placed on any remote controls required.
.1.1 the ducts are constructed of steel having a thickness of at least 3 mm and 5 mm for ducts the widths or diameters of which are up to and including 300 mm and 760 mm and over respectively and, in the case of such ducts, the widths or diameters of which are between 300 mm and 760 mm having a thickness to be obtained by interpolation; .1.2 the ducts are suitably supported and stiffened; .1.3 the ducts are fitted with automatic fire dampers close to the boundaries penetrated; and .1.4 the ducts are insulated to "A-60" standard from the machinery spaces, galleys, car deck spaces, ro-ro cargo spaces or special category spaces to a point at least 5 metres beyond each fire damper; or .2.1 the ducts are constructed of steel in accordance with paragraphs .9.2.3.1.1 and .9.2.3.1.2; and .2.2 the ducts are insulated to "A-60" standard throughout the accommodation spaces, service spaces or control stations; except that penetrations of main zone divisions shall also comply with the requirements of subparagraph .9.2.8. In new class B, C and D ships, constructed on or after 1 January 2003 the ventilation systems for machinery spaces of category A, vehicle spaces, ro-ro spaces, galleys, special category spaces and cargo spaces shall, in general, be separated from each other and from the ventilation systems serving other spaces. Except that the galley ventilation systems on passenger ships carrying not more than 36 passengers need not be completely separated, but may be served by separate ducts from a ventilation unit serving other spaces. In any case an automatic fire damper shall be fitted in the galley ventilation duct near the ventilation unit.
.1.1 the ducts where they pass through a machinery space, galley, car deck space, ro-ro cargo space or special category space are constructed of steel in accordance with subparagraphs .9.2.3.1.1 and .9.2.3.1.2; .1.2 automatic fire dampers are fitted close to the boundaries penetrated; and .1.3 the integrity of the machinery space, galley, car deck space, ro-ro cargo space or special category space boundaries is maintained at the penetrations; or .2.1 the ducts where they pass through a machinery space, galley, car deck space, ro-ro cargo space or special category space are constructed of steel in accordance with subparagraphs .9.2.3.1.1 and .9.2.3.1.2; and .2.2 the ducts are insulated to "A-60" standard throughout the machinery space, galley, car deck space, ro-ro cargo space or special category space; except that penetrations of main zone divisions shall also comply with the requirements of subparagraph .9.2.8.
.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.
.1 fire dampers including relevant means of operation; and .2 duct penetrations through "A" class divisions. Where steel sleeves are directly joined to ventilation ducts by means of riveted or screwed flanges or by welding, the test is not required.
.1 dedicated heads located above the windows and installed in addition to the conventional ceiling sprinklers; or .2 conventional ceiling sprinkler heads arranged such that the window is protected by an average application rate of at least 5 litres/m 2 per minute and the additional window area is included in the calculation of the area of coverage.
.2a Vapour barriers and adhesives used in conjunction with insulation, as well as insulation of pipe fittings for cold service systems need not be non-combustible, but they shall be kept to the minimum quantity practicable and their exposed surfaces shall have low flame spread characteristics.
.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.
.7a Paints, varnishes and other finishes used on exposed interior surfaces shall not be capable of producing excessive quantities of smoke and toxic products, this being determined in accordance with the IMO Fire Test Procedures Code. .8 Primary deck coverings, if applied within accommodation and service spaces and control stations, shall be of approved material which will not readily ignite, in accordance with the fire test procedures of IMO Resolution A.687 (17) or give rise to toxic or explosive hazards at elevated temperatures.
.8a Primary deck coverings, if applied within accommodation and service spaces and control stations, shall be of an approved material which will not readily ignite or give rise to toxic or explosive hazards at elevated temperatures, this being determined in accordance with the IMO Fire Test Procedure Code.
.1 air spaces enclosed behind ceilings, panelling or linings shall be suitably divided by close-fitting draught stops not more than 14 metres apart; .2 in the vertical direction, such enclosed air spaces, including those behind linings of stairways, trunks, etc. shall be closed at each deck.
.1 a fixed fire detection and fire alarm system of an approved type and complying with the requirements of regulation II-2/A/9 and so installed and arranged as to detect the presence of fire in such spaces, however in new class B, C and D ships, constructed on or after 1 January 2003 providing smoke detection in corridors, stairways and escape routes within accommodation spaces, or,.2 an automatic sprinkler, fire detection and fire alarm system of an approved type complying with the requirements of regulation II-2/A/8 or with the IMO guidelines for an approved equivalent sprinkler system as given in IMO Resolution A.800 (19) and so installed and arranged as to protect such spaces and, in addition, a fixed fire detection and fire alarm system of an approved type and complying with the requirements of regulation II-2/A/9 and so installed and arranged as to provide smoke detection in corridors, stairways and escape routes within accommodation spaces.
.1 a pressure gauge on the valve manifold; .2 clear marking on each manifold valve indicating the spaces served; .3 instructions for maintenance and operation located in the valve room; and .4 a sufficient number of drainage valves. The Administration of the flag State may permit the use of any other fixed fire-extinguishing system that has been shown by full-scale test in conditions simulating a flowing petrol fire in a special category space to be not less effective in controlling fires likely to occur in such a space. Such fixed pressure water-spraying system or other equivalent fire-extinguishing system shall comply with the provisions of IMO Resolution A.123 (V) and the IMO MSC/Circ. 914 "Guidelines when approving alternative water-based fire-fighting systems for use in special category spaces" shall be taken into consideration.
.1 at least three water fog applicators; .2 one portable foam applicator unit complying with the provisions of regulation II-2/A/6.2, provided that at least two such units are available in the ship for use in such spaces; and .3 at least one portable extinguisher located at each access to such spaces.
.1 at least three water-fog applicators; and .2 one portable foam applicator unit complying with the provisions of the Fire Safety Systems Code, provided that at least two such units are available in the ship for use in such ro-ro space.
.1 Not later than 1 October 2000 :.1 All accommodation and service spaces, stairway enclosures and corridors shall be equipped with a smoke detection and alarm system of an approved type, and complying with the requirements of regulation II-2/A/9. Such system need not be fitted in private bathrooms, and spaces having little or no fire risk such as voids and similar spaces. Detectors operated by heat instead of smoke shall be installed in galleys. .2 Smoke detectors connected to the fire detection and alarm system shall also be fitted above ceilings in stairways and corridors in the areas where ceilings are of combustible construction. .3.1 Hinged fire doors in stairway enclosures, main vertical zone bulkheads and galley boundaries which are normally kept open shall be self-closing and be capable of release from a central control station and from a position at the door. .3.2 A panel shall be placed in a continuously manned central control station to indicate whether the fire doors in stairway enclosures, main vertical zone bulkheads and galley boundaries are closed. .3.3 Exhaust ducts from galley ranges in which grease or fat is likely to accumulate and which pass through accommodation spaces or spaces containing combustible materials shall be constructed of "A" class divisions. Each galley range exhaust duct shall be fitted with: .1 a grease trap readily removable for cleaning unless an alternative grease removal process is fitted; .2 a fire damper located in the lower end of the duct; .3 arrangements operable from within the galley for shutting off the exhaust fans; .4 fixed means for extinguishing a fire within the duct; and .5 suitably located hatches for inspection and cleaning.
.3.4 Only public toilets, lifts, lockers of non-combustible materials providing storage for safety equipment and open information counters may be located within the stairway enclosure boundaries. Other existing spaces within the stairway enclosure: .1 shall be emptied, permanently closed and disconnected from the electrical system; or .2 shall be separated from the stairway enclosure by the provision of "A" class divisions in accordance with regulation 5. Such spaces may have direct access to stairway enclosures by the provision of "A" class doors in accordance with regulation 5, and subject to a sprinkler system being provided in these spaces. However, cabins shall not directly open into the stairway enclosure.
.3.5 Spaces other than public spaces, corridors, public toilets, special category spaces, other stairways required by regulation 6.1.5, open deck spaces and spaces covered by paragraph .3.4.2 are not permitted to have direct access to stairway enclosures. .3.6 Existing machinery spaces of category (10) described in regulation II-2/B/4 and back offices for information counters which open directly into the stairway enclosure may be retained, provided that they are protected by smoke detectors and that back offices for information counters contain only furniture of restricted fire risk. .3.7 In addition to the emergency lighting required by regulations II-1/D/3 and III/5.3, the means of escape including stairways and exits shall be marked, at all points of the escape route including angles and intersections, by lighting or photoluminescent strip indicators placed not more than 0,3 metres above the deck. The marking must enable passengers to identify all the routes of escape and readily identify the escape exits. If electric illumination is used, it shall be supplied by the emergency source of power and it shall be so arranged that the failure of any single light or cut in a lighting strip, will not result in the marking being ineffective. Additionally, all escape route signs and fire equipment location markings shall be of photoluminescent material or marked by lighting. The Administration of the flag State shall ensure that such lighting or photoluminescent equipment have been evaluated, tested and applied in accordance with the guidelines as given in IMO Resolution A.752 (18) or in ISO Standard 15370-2001. .3.8 A general emergency alarm system shall be provided. The alarm shall be audible throughout all the accommodation and normal crew working spaces and open decks, and its sound pressure level shall comply with the standards of the Code on Alarms and Indicators adopted by IMO in Resolution A.686 (17). .3.9 A public address system or other effective means of communication shall be available throughout the accommodation, public and service spaces, control stations and open decks. .3.10 Furniture in stairway enclosures shall be limited to seating. It shall be fixed, limited to six seats on each deck in each stairway enclosure, be of restricted fire risk, and shall not restrict the passenger escape route. The Administration of the flag State may permit additional seating in the main reception area within a stairway enclosure, if it is fixed, non-combustible, and does not restrict the passenger escape route. Furniture shall not be permitted in passenger and crew corridors forming escape routes in cabin areas. In addition to the above, lockers of non-combustible material, providing storage for safety equipment required by regulations, may be permitted.
.2 Not later than 1 October 2003 :.1 All stairways in accommodation and service spaces shall be of steel frame construction except where the Administration of the flag State sanctions the use of other equivalent material, and shall be within enclosures formed of "A" class divisions, with positive means of closure at all openings, except that: .1 a stairway connecting only two decks need not be enclosed, provided the integrity of the deck is maintained by proper bulkheads or doors in one between-deck space. When a stairway is closed in one between-deck space, the stairway enclosure shall be protected in accordance with the tables for decks in regulation 5; .2 stairways may be fitted in the open in a public space, provided they lie wholly within such public space.
.2 Machinery spaces shall be fitted with a fixed fire-extinguishing system complying with the requirements of regulation II-2/A/6. .3 Ventilation ducts passing through divisions between main vertical zones shall be equipped with a fail-safe automatic closing fire damper which shall also be capable of being manually closed from each side of the division. In addition, fail-safe automatic closing fire dampers with manual operation from within the enclosure shall be fitted to all ventilation ducts serving both accommodation and service spaces and stairway enclosures where they pierce such enclosures. Ventilation ducts passing through a main fire zone division without serving spaces on both sides or passing through a stairway enclosure without serving that enclosure need not be fitted with dampers provided that the ducts are constructed and insulated to "A-60" standard and have no openings within the stairway enclosure or in the trunk on the side which is not directly served. .4 Special category spaces shall comply with the requirements of regulation II-2/B/14. .5 All fire doors in stairway enclosures, main vertical zone bulkheads and galley boundaries which are normally kept open shall be capable of release from a central control station and from a position at the door. .6 The requirements of paragraph .1.3.7 of this regulation shall also apply to the accommodations.
.3 Not later than 1 October 2005 or 15 years after the date of construction of the ship, whichever is the later:.1 Accommodation and service spaces, stairway enclosures and corridors shall be fitted with an automatic sprinkler, fire detection and fire alarm system complying with the requirements of regulation II-2/A/8 or with the IMO guidelines for an approved equivalent sprinkler system as given in IMO Resolution A.800 (19).
| Ship's class: | B | C | D | |||
|---|---|---|---|---|---|---|
| Number of persons (N) | > 250 | ≤ 250 | > 250 | ≤ 250 | > 250 | ≤ 250 |
| Survival craft | ||||||
| — existing ships | ||||||
| — new ships | ||||||
| Rescue boats | 1 | 1 | 1 | 1 | 1 | 1 |
| Lifebuoys | 8 | 8 | 8 | 4 | 8 | 4 |
| Life jackets | ||||||
| >Child life jackets | ||||||
| Distress flares | 12 | 12 | 12 | 12 | 6 | 6 |
| Line-throwing appliances | 1 | 1 | 1 | 1 | — | — |
| Radar transponders | 1 | 1 | 1 | 1 | 1 | 1 |
| Two-way VHF radiotelephone apparatus | 3 | 3 | 3 | 3 | 3 | 2 |
.1 The public address system shall have at least two loops which shall be sufficiently separated throughout their length and have two separate and independent amplifiers; and .2 the public address system and its performance standards shall be approved by the Administration of the flag State having regard to the recommendations adopted by the IMO.
(i) their assembly station; (ii) the essential actions they must take in an emergency; (iii) the method of donning life jackets.
(i) illustrate the purpose of controls and the procedures for operating the appliance and give relevant instructions or warnings; (ii) be easily seen under emergency lighting conditions; (iii) use symbols in accordance with IMO Resolution A.760 (18).
.1 the fast rescue boat installed is served by a launching appliance complying with the provisions of paragraph .3.2; .2 the capacity of the survival craft lost by the above substitution is compensated by the installation of life-rafts capable of carrying at least an equal number of persons served by the lifeboat replaced; and .3 such life-rafts are served by the existing launching appliances or marine evacuation systems.
.1 the fast rescue boat installed is served by a launching appliance complying with the provisions of paragraph .3.2; .2 the capacity of the survival craft lost by the above substitution is compensated by the installation of life-rafts capable of carrying at least an equal number of persons served by the lifeboat replaced; and .3 such life-rafts are served by the existing launching appliances or marine evacuation systems.
.1 fire; .2 damage to ship; .3 pollution; .4 unlawful acts threatening the safety of the ship and the security of its passengers and crew; .5 personnel accidents; and .6 cargo-related accidents; .7 emergency assistance to other ships.
a. so that neither the survival craft nor its stowage arrangements will interfere with other survival craft launching operations; b. as near to the water surface as is safe and practicable; for a davit-launched survival craft the height of the davit head, with the survival craft in embarkation position, shall, as far as practicable, not exceed 15 metres to the waterline when the ship is in its lightest seagoing condition, and the position of a davit launched survival craft in the embarkation position shall be such that it stays clear of the waterline with the ship in the fully loaded condition under unfavourable conditions of trim of up to 10 o and listed up to 20o either way for new ships, respectively up to at least 15o either way for existing ships, or to the angle at which the ship's weatherdeck becomes submerged, whichever is less;c. in a state of continuous readiness so that two crew members can prepare it for embarkation and launching within 5 minutes; d. as far forward of the propeller as is practicable; and e. fully equipped, as required by the relevant SOLAS regulations, except that additional life-rafts as defined in note 3 to the table of regulation III/2 may be exempted from some of the SOLAS requirements for equipment as mentioned in this note;
a. with its painter attached to the ship; b. with a float-free arrangement, complying with the requirements paragraph 4.1.6 of the LSA Code enabling the life-raft to float free and, if inflatable, to inflate automatically when the ship sinks. One float-free arrangement may be used for two or more life-rafts if the float-free arrangement is sufficient to comply with the requirements paragraph 4.1.6 of the LSA Code; c. so as to permit manual release from its securing arrangements.
a. be stowed close to the container containing the MES; b. be capable of release from its stowage rack with arrangements which will enable it to be moored and inflated alongside the boarding platform; c. be capable of release as an independent survival craft; and d. be provided with retrieving lines to the boarding platform.
.1 in a state of continuous readiness for launching in no more than 5 minutes; .2 in a position suitable for launching and recovery; .3 so that neither the rescue boat nor its stowage arrangements will interfere with the operation of any survival craft at any other launching station; .4 if it is also a lifeboat, in compliance with the requirements of regulation 7.
.1 FOR EXISTING CLASS B, C AND D SHIPS: a. survival craft which are boarded from a position on deck which is less than 4,5 metres above the waterline in the lightest seagoing condition and which either: have a mass of not more than 185 kg; or are stowed for launching directly from the stowed position under unfavourable conditions of trim of up to 10 o and list up to at least 15o either way; or
b. survival craft which are carried in excess of the survival craft for 110 % of the total number of persons on board; or survival craft provided for use in conjunction with a marine evacuation system (MES) complying with the requirements of section 6.2 of the LSA Code and stowed for launching directly from the stowed position under unfavourable conditions of trim of up to 10 o and list of up to 20o either way.
.2 FOR NEW CLASS B, C AND D SHIPS: where, subject to survival craft and rescue boat embarkation arrangements being effective within the environmental conditions in which the ship is likely to operate and in all undamaged and prescribed damage conditions of trim and heel, the freeboard between the intended embarkation position and the waterline in the lightest seagoing condition is not more than 4,5 metres, the Administration of the flag State may accept a system where persons board life-rafts directly.
