SOLAS Consolidated Edition, 2024

1 The International Convention for the Safety of Life at Sea (SOLAS), 1974, currently in force, was adopted on 1 November 1974 by the International Conference on Safety of Life at Sea, under the auspices of the International Maritime Organization (IMO), and entered into force on 25 May 1980. It has since been amended twice by means of the following protocols:

.1 the Protocol of 1978 relating to the International Convention for the Safety of Life at Sea, 1974 (1978 SOLAS Protocol), adopted on 17 February 1978 by the International Conference on Tanker Safety and Pollution Prevention, which entered into force on 1 May 1981; and

.2 the Protocol of 1988 relating to the International Convention for the Safety of Life at Sea, 1974 (1988 SOLAS Protocol), adopted on 11 November 1988 by the International Conference on the Harmonized System of Survey and Certification, which entered into force on 3 February 2000 and replaced and abrogated the 1978 SOLAS Protocol, as between Parties to the 1988 SOLAS Protocol.

2 In addition, the 1974 SOLAS Convention has been amended by means of resolutions adopted either by IMO's Maritime Safety Committee (MSC) in its expanded form specified in SOLAS article VIII or by Conferences of SOLAS Contracting Governments, also specified in article VIII, as follows:

.1 by the 1981 amendments, which were adopted by resolution MSC.I(XLV) and entered into force on 1 September 1984;

.2 by the 1983 amendments, which were adopted by resolution MSC.6(48) and entered into force on 1 July 1986;

.3 by the April 1988 amendments, which were adopted by resolution MSC.11(55) and entered into force on 22 October 1989;

.4 by the October 1988 amendments, which were adopted by resolution MSC.12(56) and entered into force on 29 April 1990;

.5 by the November 1988 amendments, which were adopted by resolutions 1 and 2 of the Conference of Contracting Governments to SOLAS 1974 on the Global Maritime Distress and Safety System and entered into force on 1 February 1992;

.6. by the 1989 Amendments: Adopted by resolution MSC.13(57) and entered into force on February 1992.

.7. by the 1990 Amendments: Adopted by resolution MSC.19(58) and entered into force on 1 February 1992.

.8. by the 1991 Amendments: Adopted by resolution MSC.22(59) and entered into force on 1 January 1994.

.9. by the April 1992 Amendments: Adopted by resolutions MSC.24(60) and MSC.26(60) and entered into force on 1 October 1994.

.10. by the December 1992 Amendments: Adopted by resolution MSC.27(61) and entered into force on 1 October 1994.

.11. by the May 1994 Amendments: Adopted by resolution MSC.31(63) and entered into force on 1 January 1996 (annex 1) and 1 July 1998 (annex 2).

.12 by the May 1994 amendments, which were adopted by resolution 1 of the Conference of Contracting Governments to SOLAS 1974 and entered into force on 1 January 1996 (annex 1) and on 1 July 1998 (annex 2);

.13 by the December 1994 amendments, which into force on 1 July 1996;

.14 by the May 1995 amendments, which were force on 1 January 1997;

.15 by the November 1995 amendments, which were adopted by resolution 1 of the Conference of Contracting Governments to SOLAS 1974 and entered into force on 1 July 1997;

.16 by the June 1996 amendments, which were adopted by resolution MSC.47(66) and entered into force on 1 July 1998;

.17 by the December 1996 amendments, which were adopted by resolution MSC.57(67) and entered into force on 1 July 1998;

.18 by the June 1997 amendments, which were adopted by resolution MSC.65(68) and entered into force on 1 July 1999;

.19 by the November 1997 amendments, which were adopted by resolution 1 of the Conference of Contracting Governments to SOLAS 1974 and entered into force on 1 July 1999;

.20 by the May 1998 amendments, which were adopted by resolution MSC.69(69) and entered into force on 1 July 2002;

.21 by the May 1999 amendments, which were adopted by resolution MSC.87(71) and entered into force on 1 January 2001;

.22 by the May 2000 amendments, which were adopted by resolution MSC.9K72) and entered into force on 1 January 2002;

.23 by the November 2000 amendments, which were adopted by resolution MSC.99(73) and entered into force on 1 July 2002;

.24 by the June 2001 amendments, which were adopted by resolution MSC.117(74) and entered into force on 1 January 2003;

.25 by the May 2002 amendments, which were adopted by resolution MSC.123(75) and entered into force on 1 January 2004;

.26 by the December 2002 amendments, which were adopted by resolution MSC.134(76) and entered into force on 1 July 2004;

.27 by the December 2002 amendments, which were adopted by resolution 1 of the Conference of Contracting Governments to the International Convention for the Safety of Life at Sea, 1974 and entered into force on 1 July 2004;

.28 by the June 2003 amendments, which were adopted by resolution MSC.142(77) and entered into force on 1 July 2006;

.29 by the May 2004 amendments, which were adopted by resolutions MSC.151(78) , MSC.152(78) and MSC.153(78), and entered into force on 1 January 2006, 1 July 2006 and 1 July 2006, respectively;

.30 by the December 2004 amendments, which were adopted by resolution MSC.170(79) and entered into force on 1 July 2006;

.31 by the May 2005 amendments, which were adopted by resolution MSC.194(80) and entered into force on 1 January 2007 (annex 1) and 1 January 2009 (annex 2);.32 by the May 2006 amendments, which were adopted by resolutions MSC.201(81) and MSC.202(81) and entered into force on 1 July 2010 and 1 January 2008, respectively;

.33 by the December 2006 amendments, which were adopted by resolution MSC.216(82) and entered into force on 1 July 2008 (annex 1), 1 January 2009 (annex 2), and 1 July 2010 (annex 3);

.34 by the October 2007 amendments, which were adopted by resolution MSC.239(83) and entered into force on 1 July 2009;

.35 by the May 2008 amendments, which were adopted by resolutions MSC.256(84) and MSC.257(84) and entered into force on 1 January 2010;

.36 by the December 2008 amendments, which were adopted by resolution MSC.269(85) and entered into force on 1 July 2010 (annex 1) and 1 January 2011 (annex 2);

.37 by the June 2009 amendments, which were adopted by resolution MSC.282(86) and entered into force on 1 January 2011;

.38 by the May 2010 amendments, which were . and entered into force on 1 January 2012;

.39 by the December 2010 amendments, which into force on 1 July 2012;

.40 by the May 2011 amendments, which were adopted by resolution MSC.317(89) and entered into force on 1 January 2013;

.41 by the May 2012 amendments, which were adopted by resolution MSC.325(90) and entered into force on 1 January 2014;

.42 by the November 2012 amendments, which were adopted by resolution MSC.338(91) and entered into force on 1 July 2014;

.43 by the June 2013 amendments, which were adopted by resolution MSC.350(92) and entered into force on 1 January 2015;

.44 by the May 2014 amendments, which were adopted by resolutions MSC.365(93) and MSC.366(93) and entered into force on 1 January 2016;

.45 by the November 2014 amendments, which were adopted by resolutions MSC.380(94) and MSC.386(94) and entered into force on 1 July 2016 and on 1 January 2017, respectively;

.46 by the June 2015 amendments, which were adopted by resolution MSC.392(95) and entered into force on 1 January 2017;

.47 by the Secretariat corrections to resolution MSC.290(87) (see sub-paragraph .38 above) under the cover of Note Verbale NV.009;

.48 by the May 2016 amendments, which were adopted by resolution MSC.404(96) and entered into force on 1 January 2020;

.49 by the November 2016 amendments, which were adopted by resolution MSC.409(97) and entered into force on 1 January 2020;

.50 by the June 2017 amendments, which were adopted by resolution MSC.421(98) and entered into force on 1 January 2020;

.51 by the May 2018 amendments, which were adopted by resolution MSC.436(99) and entered into force on 1 January 2020;

.52 by the June 2019 amendments, which were adopted by resolution MSC.456(101) and entered into force on 1 January 2024;

.53 by the November 2020 amendments, which were adopted by resolution MSC.474(102) and entered into force on 1 January 2024;

.54 by the May 2021 amendments, which were adopted by resolution MSC.482(103) and entered into force on 1 January 2024;

.55 by the April 2022 amendments, which were adopted by resolution MSC.496(105) and entered into force on 1 January 2024; and

.56 by the November 2022 amendments, which were adopted by resolution MSC.521(106) and entered into force on 1 July 2024.

3 In addition to the above-mentioned amendments, the 1978 SOLAS Protocol has been amended, as follows:

1. by the 1981 amendments, which were adopted by resolution MSC.2(XLV) and entered into force on 1 September 1984;

2. by the 1988 amendments, which were adopted by resolution 1 of the Conference of Contracting Governments to SOLAS 1974 on the Global Maritime Distress and Safety System and entered into force on 1 February 1992;

3. by the 2012 amendments, which were adopted by resolution MSC.343(91) and entered into force on 1 July 2014; and

4. by the 2015 amendments, which were adopted by resolution MSC.394(95) and entered into force on 1 January 2017.

4 The 1988 SOLAS Protocol has also been amended, as follows:

1. by the May 2000 amendments, which were adopted by resolution MSC.92(72) and entered into force on 1 January 2002;

2. by the December 2000 amendments, which were adopted by resolution MSC.100(73) and entered into force on 1 July 2002;

3. by the May 2002 amendments, which were adopted by resolution MSC.124(75) and entered into force on 1 January 2004;

4. by the May 2004 amendments, which were adopted by resolution MSC.154(78) and entered into force on 1 July 2006;

5. by the December 2004 amendments, which were adopted by resolution MSC.171 (79) and entered into force on 1 July 2006;

6. by the May 2006 amendments, which were adopted by resolution MSC.204(81) and shall be deemed to have been accepted on the date on which they are accepted by two thirds of the Parties to the Protocol and shall enter into force six months after that date;

7. by the December 2006 amendments, which were adopted by resolution MSC.227(82) and entered

8. into force on 1 July 2008;

9. by the October 2007 amendments, which were adopted by resolution MSC.240(83) and entered into force on 1 July 2009;

10. by the May 2008 amendments, which were adopted by resolution MSC.258(84) and entered into force on 1 January 2010;

11. by the June 2009 amendments, which were adopted by resolution MSC.283(86) and entered into force on 1 January 2011;

12. by the December 2010 amendments, which were adopted by resolution MSC.309(88) and entered into force on 1 July 2012;

13. by the November 2012 amendments, which were adopted by resolution MSC.344(91) and entered into force on 1 July 2014;

14. .by the June 2015 amendments, which were adopted by resolution MSC.395(95) and entered into force on 1 January 2017; and

15. .by the April 2022 amendments, which were adopted by resolution MSC.497(105) and entered into force on 1 January 2024.

Content of the consolidated text

5 This publication, compiled by the Secretariat to provide an easy reference to SOLAS requirements, contains a consolidated text of the 1974 SOLAS Convention, the 1988 SOLAS Protocol, and all subsequent amendments thereto in force as on 1 July 2024.

6 In addition to the above, this publication contains the unified interpretations of SOLAS regulations, as approved by IMO's Maritime Safety Committee (MSC) in order to facilitate global and consistent implementation of the requirements of the Convention. The Secretariat has compiled all unified interpretations approved by MSC since 2011 (i.e. MSC 89). The unified interpretations are arranged by chapter and placed at the end of each chapter. They are also numbered by chapter and cross-referenced to the regulation they clarify.

7 This publication has been arranged in two parts:

.1 part 1 contains the 1974 SOLAS Convention and the 1988 SOLAS Protocol articles, requirements and certificates; and

.2 part 2 contains a list of certificates and documents’ to be carried on board ships and a list of resolutions adopted by the aforementioned SOLAS Conferences.

8 The operational requirements contained in this consolidated text are, in general, applicable to all ships, while the requirements for ship construction and equipment apply to ships constructed on or after the dates specified in the various regulations. To identify construction and equipment requirements applicable to ships constructed before 1 July 2024, previous texts of the 1974 SOLAS Convention, the 1988 SOLAS Protocol and the amendments to the Convention should be consulted.

9 Those requirements of chapter I and of the appendix to the annex to the 1974 SOLAS Convention which were modified by the 1988 SOLAS Protocol are indicated by the symbol ®. No similar symbol is shown for requirements of the 1974 SOLAS Convention which were modified by the 1978 SOLAS Protocol because, while, in respect of chapter I of the Convention, the requirements thereof have been replaced and abrogated by the 1988 SOLAS Protocol, as between Parties to the Protocol, for requirements in other chapters of the Convention, they have been superseded by SOLAS amendments subsequently adopted.

10 In general, this publication reproduces the text of the 1974 SOLAS Convention and the 1988 SOLAS Protocol, and includes the modifications and amendments thereto given in their authentic texts. In addition, it includes some minor editorial changes, which, while not altering the substance, aim at achieving a degree of consistency between the texts of the 1974 SOLAS Convention and the 1988 SOLAS Protocol and the various amendments. In particular:

while the decimal numbering system is used for paragraphs and sub-paragraphs of regulations in chapters 11-1, II-2, III, IV, V, VI and VII, which were completely rewritten in the respective amendments, the original numbering system is retained in chapters I and VIII;

the references to regulations, paragraphs and chapters in the texts adopted in the 1981 and subsequent amendments use an abbreviated form (e.g. "regulation II-2/23.6" for paragraph 6 (Control and monitoring of safety systems) of regulation 23 (Safety centre on passenger ships) in SOLAS chapter ll-2), whereas the original reference system is retained in unamended regulations (e.g. "regulation 5 of this chapter", "paragraph (a) of this regulation", etc.);

’ The list only includes the certificates and documents that are required under IMO instruments and it does not include certificates or documents required by other international organizations or governmental authorities. It should not be used in the context of port State control inspections for which convention requirements should be referred to. the term tons gross tonnage has been replaced by the term gross tonnage in view of the Assembly's decision (resolution A.493(XII)) that the term tons gross tonnage used in IMO instruments should be considered as having the same meaning as gross tonnage as determined under the 1969 Tonnage Convention; and metric values of the SI system have been used in accordance with resolution A.351 (IX).

Status of footnotes

Most of the footnotes contained in this publication are not part of the authentic text of the Convention. They were inserted or updated at the time of publication by the Secretariat, taking into account the provisions of the Uniform wording for referencing IMO instruments (resolution A.911(22)). The footnotes inserted or updated in this publication refer to codes, guidelines, recommendations, explanatory notes or decisions of the MSC relating to a particular text, or they refer to the instruments published by other international organizations, such as the International Electrotechnical Commission and the International Organization for Standardization. The reader must make use of the latest versions of the referenced texts, bearing in mind that such texts may have been revised or superseded by updated material since the publication of this consolidated edition of the 1974 SOLAS Convention, as amended. However, this does not apply to the footnotes containing references to specific editions of industry standards, such as their number or effective date, which should only be amended after agreement of the relevant IMO body to reference the relevant revised edition of the industry standard.

How to keep the publication up to date

11. The Secretariat issues supplements with corrections and amendments that have entered into force since the latest edition of SOLAS. The readers are invited to download the latest supplements from IMO's public website: https://www.imo.org/en/publications/Pages/English.aspx

SOLAS, regulating safety at sea for 50 years

12. Since its adoption in 1974, the SOLAS Convention has stood as the beacon of safety standards for international shipping, ensuring the protection of lives, property, and the marine environment. Over the past five decades, the Convention has continuously evolved and expanded to address emerging challenges and keep up with technological advancements. Its comprehensive framework has fostered a culture of safety consciousness among maritime nations and industry stakeholders worldwide.

As the maritime community commemorates the 50th anniversary of the 1974 SOLAS Convention in 2024, this landmark occasion is reflected in the cover design of this publication to highlight the Convention's enduring legacy and to reaffirm the community's continuous and solid commitment to maritime safety for generations to come.

Part 1

Part A

Application, definitions, etc.

Regulation 1

Application [§]

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

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

Regulation 2

Definitions

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

(a) Regulations means the regulations contained in the annex to the present Convention.

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

(c) Approved means approved by the Administration.

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

(e) 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.

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

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

(h) A tanker is a cargo ship constructed or adapted for the carriage in bulk of liquid cargoes of an inflammable^tnature.

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

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

S(k) New ship means a ship the keel of which is laid or which is at a similar stage of construction on or after 25 May 1980.

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

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

Ebb](n) Anniversary date means the day and the month of each year which will correspond to the date of expiry of the relevant certificate.

Chapter I: General provisions

Regulation 3

Exceptions

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

(i) Ships of war and troopships.

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

(iii) Ships not propelled by mechanical means.

(iv) Wooden ships of primitive build.

(v) Pleasure yachts not engaged in trade.

(vi) Fishing vessels.

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

Regulation 4

Exemptions [**]

(a) A ship which is not normally engaged on international voyages but which, in exceptional circumstances, is required to undertake a single international voyage may be exempted by the Administration from any of the requirements of the present regulations provided that it complies with safety requirements which are adequate in the opinion of the Administration for the voyage which is to be undertaken by the ship.

(b) The Administration may exempt any ship which embodies features of a novel kind from any of the provisions of chapters 11-1, II-2, III and IV of these regulations the application of which might seriously impede research into the development of such features and their incorporation in ships engaged on international voyages. Any such ship shall, however, comply with safety requirements which, in the opinion of that Administration, are adequate for the service for which it is intended and are such as to ensure the overall safety of the ship and which are acceptable to the Governments of the States to be visited by the ship. The Administration which allows any such exemption shall communicate to the Organization particulars of the same and the reasons therefore which the Organization shall circulate to the Contracting Governments for their information.

Regulation 5

Equivalents^

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

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

Part B

Surveys and certificates*

Regulation 6

Inspection and survey

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

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

(i) require repairs to a ship;

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

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

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

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

" Refer to Global and uniform implementation of the harmonized system of survey and certification (HSSC) (resolution A.883(21)), Survey Guidelines under the Harmonized System of Survey and Certification (HSSC), 2023 (resolution A.1186(33), as may be amended), Guidelines for pre-planning of surveys in dry dock of ships which are not subject to the enhanced programme of inspections (MSC.1/Circ.1223), Unified interpretation of the term "first survey" referred to in SOLAS regulations (MSC.1/Circ.1290) and Guidelines for Administrations to ensure the adequacy of transfer of class-related matters between recognized organizations (ROs) (MSC-MEPC.5/Circ.2).

^T Refer to the Code for Recognized Organizations (RO Code) (resolutions MSC.349(92) and MEPC.237(65)); Communication of information on the authorization of recognized organizations (ROs) (MSC/Circ.1010-MEPC/Circ.382); Notification and circulation through the Global Integrated Shipping Information System (CISIS) (resolution A.1074(28)) and Guidance on communication of information by Member States (resolution A.1139(31)).

Chapter I: General provisions

Regulation 7

Surveys of passenger ships [††]

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

(i) an initial survey before the ship is put in service;

(ii) a renewal survey once every 12 months, except where regulation 14(b), (e), (f) and (g) is applicable;

(iii) additional surveys, as occasion arises.

(b) The surveys referred to above shall be carried out as follows: the initial survey shall include a complete inspection of the ship's structure, machinery and equipment, including the outside of the ship's bottom and the inside and outside of the boilers. This survey shall be such as to ensure that the arrangements, materials and scantlings of the structure, boilers and other pressure vessels and their appurtenances, main and auxiliary machinery, electrical installation, radio installations including those used in life-saving appliances, fire protection, fire safety systems and appliances, life-saving appliances and arrangements, shipborne navigational equipment, nautical publications, means of embarkation for pilots and other equipment fully comply with the requirements of the present regulations, and of the laws, decrees, orders and regulations promulgated as a result thereof by the Administration for ships of the service for which it is intended. The survey shall also be such as to ensure that the workmanship of all parts of the ship and its equipment is in all respects satisfactory, and that the ship is provided with the lights, shapes, means of making sound signals and distress signals as required by the provisions of the present regulations and the International Regulations for Preventing Collisions at Sea in force;

the renewal survey shall include an inspection of the structure, boilers and other pressure vessels, machinery and equipment, including the outside of the ship's bottom. The survey shall be such as to ensure that the ship, as regards the structure, boilers and other pressure vessels and their appurtenances, main and auxiliary machinery, electrical installation, radio installations including those used in life-saving appliances, fire protection, fire safety systems and appliances, life-saving appliances and arrangements, shipborne navigational equipment, nautical publications, means of embarkation for pilots and other equipment is in satisfactory condition and is fit for the service for which it is intended, and that it complies with the requirements of the present regulations and of the laws, decrees, orders and regulations promulgated as a result thereof by the Administration. The lights, shapes, means of making sound signals and distress signals carried by the ship shall also be subject to the above-mentioned survey for the purpose of ensuring that they comply with the requirements of the present regulations and of the International Regulations for Preventing Collisions at Sea in force;

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

(c) (i) the laws, decrees, orders and regulations referred to in paragraph (b) of this regulation shall be in all

respects such as to ensure that, from the point of view of safety of life, the ship is fit for the service for which it is intended;

(11) they shall among other things prescribe the requirements to be observed as to the initial and subsequent hydraulic or other acceptable alternative tests to which the main and auxiliary boilers,

connections, steam pipes, high pressure receivers and fuel tanks for internal combustion engines are to be submitted including the test procedures to be followed and the intervals between two consecutive tests.

& Regulation 8

Surveys of life-saving appliances and other equipment of cargo ships [‡‡]

(a) The life-saving appliances and other equipment of cargo ships of 500 gross tonnage and upwards as referred to in paragraph (b)(i) shall be subject to the surveys specified below:

an initial survey before the ship is put in service;

a renewal survey at intervals specified by the Administration but not exceeding 5 years, except where regulation 14(b), (e), (f) and (g) is applicable;

a periodical survey within three months before or after the second anniversary date or within three

months before or after the third anniversary date of the Cargo Ship Safety Equipment Certificate which shall take the place of one of the annual surveys specified in paragraph (a)(iv);

(iv) an annual survey within 3 months before or after each anniversary date of the Cargo Ship Safety Equipment Certificate;

(v) an additional survey as prescribed for passenger ships in regulation 7(b)(iii).

(b) The surveys referred to in paragraph (a) shall be carried out as follows:

(i) the initial survey shall include a complete inspection of the fire safety systems and appliances, life-saving appliances and arrangements except radio installations, the shipborne navigational equipment, means of embarkation for pilots and other equipment to which chapters 11-1, II-2, III and V apply to ensure that they comply with the requirements of the present regulations, are in satisfactory condition and are fit for the service for which the ship is intended. The fire control plans, nautical publications, lights, shapes, means of making sound signals and distress signals shall also be subject to the above-mentioned survey for the purpose of ensuring that they comply with the requirements of the present regulations and, where applicable, the International Regulations for Preventing Collisions at Sea in force;

(ii) the renewal and periodical surveys shall include an inspection of the equipment referred to in paragraph (b)(i) to ensure that it complies with the relevant requirements of the present regulations and the International Regulations for Preventing Collisions at Sea in force, is in satisfactory condition and is fit for the service for which the ship is intended;

(iii) the annual survey shall include a general inspection of the equipment referred to in paragraph (b)(i) to ensure that it has been maintained in accordance with regulation 11(a) and that it remains satisfactory for the service for which the ship is intended.

(c) The periodical and annual surveys referred to in paragraphs (a)(iii) and (a)(iv) shall be endorsed on the Cargo Ship Safety Equipment Certificate.

Chapter I: General provisions

Regulation 9

Surveys of radio installations of cargo ships [§§]

(a) The radio installations, including those used in life-saving appliances, of cargo ships to which chapters III and IV apply shall be subject to the surveys specified below:

(i) an initial survey before the ship is put in service;

(ii) a renewal survey at intervals specified by the Administration but not exceeding five years, except where regulation 14(b), (e), (f) and (g) is applicable;

(iii) a periodical survey within three months before or after each anniversary date of the Cargo Ship Safety Radio Certificate;

(iv) an additional survey as prescribed for passenger ships in regulation 7(b)(iii).

(b) The surveys referred to in paragraph (a) shall be carried out as follows:

(i) the initial survey shall include a complete inspection of the radio installations of cargo ships, including those used in life-saving appliances, to ensure that they comply with the requirements of the present regulations;

(ii) the renewal and periodical surveys shall include an inspection of the radio installations of cargo ships, including those used in life-saving appliances, to ensure that they comply with the requirements of the present regulations.

(c) The periodical surveys referred to in paragraph (a)(iii) shall be endorsed on the Cargo Ship Safety Radio Certificate.

S Regulation 10

Surveys of structure, machinery and equipment of cargo ships*

(a) The structure, machinery and equipment (other than items in respect of which a Cargo Ship Safety Equipment Certificate and a Cargo Ship Safety Radio Certificate are issued) of a cargo ship as referred to in paragraph (b)(i) shall be subject to the surveys and inspections specified below:

an initial survey including an inspection of the outside of the ship's bottom before the ship is put in service;

a renewal survey at intervals specified by the Administration but not exceeding 5 years, except

where regulation 14(b), (e), (f) and (g) is applicable;

(iii) an intermediate survey within three months before or after the second anniversary date or within three months before or after the third anniversary date of the Cargo Ship Safety Construction Certificate, which shall take the place of one of the annual surveys specified in paragraph (a)(iv);

(iv) an annual survey within 3 months before or after each anniversary date of the Cargo Ship Safety Construction Certificate;

(v) a minimum of two inspections of the outside of the ship's bottom during any five-year period, except where regulation 14(e) or (f) is applicable. Where regulation 14(e) or (f) is applicable, this five-year period may be extended to coincide with the extended period of validity of the certificate. In all cases the interval between any two such inspections shall not exceed 36 months;

(vi) an additional survey as prescribed for passenger ships in regulation 7(b)(iii).

(b) The surveys and inspections referred to in paragraph (a) shall be carried out as follows:

(i) the initial survey shall include a complete inspection of the structure, machinery and equipment. This survey shall be such as to ensure that the arrangements, materials, scantlings and workmanship of the structure, boilers and other pressure vessels, their appurtenances, main and auxiliary machinery including steering gear and associated control systems, electrical installation and other equipment comply with the requirements of the present regulations, are in satisfactory condition and are fit for the service for which the ship is intended and that the required stability information is provided. In the case of tankers such a survey shall also include an inspection of the pump-rooms, cargo, bunker and ventilation piping systems and associated safety devices;

(ii) the renewal survey shall include an inspection of the structure, machinery and equipment as referred to in paragraph (b)(i) to ensure that they comply with the requirements of the present regulations, are in satisfactory condition and are fit for the service for which the ship is intended;

(iii) the intermediate survey shall include an inspection of the structure, boilers and other pressure vessels, machinery and equipment, the steering gear and the associated control systems and electrical installations to ensure that they remain satisfactory for the service for which the ship is intended. In the case of tankers, the survey shall also include an inspection of the pump-rooms, cargo, bunker and ventilation piping systems and associated safety devices and the testing of insulation resistance of electrical installations in dangerous zones;

(iv) the annual survey shall include a general inspection of the structure, machinery and equipment referred to in paragraph (b)(i), to ensure that they have been maintained in accordance with regulation 11(a) and that they remain satisfactory for the service for which the ship is intended;

(v) the inspection of the outside of the ship's bottom and the survey of related items inspected at the same time shall be such as to ensure that they remain satisfactory for the service for which the ship is intended.

(c) The intermediate and annual surveys and the inspections of the outside of the ship's bottom referred to in paragraphs (a)(iii), (a)(iv) and (a)(v) shall be endorsed on the Cargo Ship Safety Construction Certificate.

@ Regulation 11

Maintenance of conditions after survey [***]

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

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

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

Chapter I: General provisions Regulation 12

[P88]Regulation 12

Issue or endorsement of certificates [†††]

(viii) the certificates referred to in this regulation shall be issued or endorsed either by the Administration or by any person or organization authorized by it. In every case, that Administration assumes full responsibility for the certificates.

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

[raa]Regulation 13

Issue or endorsement of certificates by another Government

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

Regulation 14

Duration and validity of certificates*

(a) A Passenger Ship Safety Certificate shall be issued for a period not exceeding 12 months. A Cargo Ship Safety Construction Certificate, Cargo Ship Safety Equipment Certificate and Cargo Ship Safety Radio Certificate shall be issued for a period specified by the Administration which shall not exceed five years. An Exemption Certificate shall not be valid for longer than the period of the certificate to which it refers.

notwithstanding the requirements of paragraph (a), when the renewal survey is completed within three months before the expiry date of the existing certificate, the new certificate shall be valid from the date of completion of the renewal survey to:

(1) for a passenger ship, a date not exceeding 12 months from the date of expiry of the existing certificate;

(2) for a cargo ship, a date not exceeding five years from the date of expiry of the existing certificate;

when the renewal survey is completed after the expiry date of the existing certificate, the new certificate shall be valid from the date of completion of the renewal survey to:

(1) for a passenger ship, a date not exceeding 12 months from the date of expiry of the existing certificate;

(2) for a cargo ship, a date not exceeding five years from the date of expiry of the existing certificate;

(111) when the renewal survey is completed more than three months before the expiry date of the existing certificate, the new certificate shall be valid from the date of completion of the renewal survey to:

(1) for a passenger ship, a date not exceeding 12 months from the date of completion of the renewal survey;

(2) for a cargo ship, a date not exceeding five years from the date of completion of the renewal survey.

(c) If a certificate other than a Passenger Ship Safety Certificate is issued for a period of less than five years, the Administration may extend the validity of the certificate beyond the expiry date to the maximum period specified in paragraph (a), provided that the surveys referred to in regulations 8, 9 and 10 applicable when a certificate is issued for a period of 5 years are carried out as appropriate.

(d) If a renewal survey has been completed and a new certificate cannot be issued or placed on board the ship before the expiry date of the existing certificate, the person or organization authorized by the Administration may endorse the existing certificate and such a certificate shall be accepted as valid for a further period which shall not exceed 5 months from the expiry date.

(e) If a ship at the time when a certificate expires is not in a port in which it is to be surveyed, the Administration may extend the period of validity of the certificate but this extension shall be granted only for the purpose of allowing the ship to complete its voyage to the port in which it is to be surveyed, and then only in cases where it appears proper and reasonable to do so. No certificate shall be extended for a period longer than three months, and a ship to which an extension is granted shall not, on its arrival in the port in which it is to be surveyed, be entitled by virtue of such extension to leave that port without having a new certificate. When the renewal survey is completed, the new certificate shall be valid to:

(i) for a passenger ship, a date not exceeding 12 months from the date of expiry of the existing certificate before the extension was granted;

(ii) for a cargo ship, a date not exceeding 5 years from the date of expiry of the existing certificate before the extension was granted.

’ Refer to Recommended conditions for extending the period of validity of a certificate (MSC-MEPC.5/Circ.1); Guidance on the timing of replacement of existing certificates by the certificates issued after the entry into force of amendments to certificates in IMO instruments (MSC-MEPC.5/Circ.6); Guidelines for the use of Electronic Certificates (FAL.5/Circ.39/Rev.2 and Corr.1); Unified interpretation on the expiration date of statutory certificates (MSC-MEPC.5/Circ.13) and Unified interpretation of the date of completion of the survey and verification on which the certificates are based (MSC-MEPC.5/Circ.3).

Chapter I: General provisions Regulation 15

(f) A certificate issued to a ship engaged on short voyages which has not been extended under the foregoing provisions of this regulation may be extended by the Administration for a period of grace of up to one month from the date of expiry stated on it. When the renewal survey is completed, the new certificate shall be valid to:

(i) for a passenger ship, a date not exceeding 12 months from the date of expiry of the existing certificate before the extension was granted;

(ii) for a cargo ship, a date not exceeding 5 years from the date of expiry of the existing certificate before the extension was granted.

(g) In special circumstances, as determined by the Administration, a new certificate need not be dated from the date of expiry of the existing certificate as required by paragraphs (b)(ii), (e) or (f). In these special circumstances, the new certificate shall be valid to:

(i) for a passenger ship, a date not exceeding 12 months from the date of completion of the renewal survey;

(ii) for a cargo ship, a date not exceeding five years from the date of completion of the renewal survey.

(h) If an annual, intermediate or periodical survey is completed before the period specified in the relevant regulations then:

(i) the anniversary date shown on the relevant certificate shall be amended by endorsement to a date which shall not be more than three months later than the date on which the survey was completed;

(j) ) the subsequent annual, intermediate or periodical survey required by the relevant regulations shall be completed at the intervals prescribed by these regulations using the new anniversary date;

(k) i) the expiry date may remain unchanged provided one or more annual, intermediate or periodical surveys, as appropriate, are carried out so that the maximum intervals between the surveys prescribed by the relevant regulations are not exceeded.

(1) A certificate issued under regulation 12 or 13 shall cease to be valid in any of the following cases:

(i) if the relevant surveys and inspections are not completed within the periods specified under regulations 7(a), 8(a), 9(a) and 10(a);

(ii) if the certificate is not endorsed in accordance with the present regulations;

(iii) upon transfer of the ship to the flag of another State. A new certificate shall only be issued when the Government issuing the new certificate is fully satisfied that the ship is in compliance with the requirements of regulation 11(a) and (b). In the case of a transfer between Contracting Governments, if requested within three months after the transfer has taken place, the Government of the State whose flag the ship was formerly entitled to fly shall, as soon as possible, transmit to the Administration copies of the certificates carried by the ship before a transfer and, if available, copies of the relevant survey reports.

Regulation 15

Forms of certificates and records of equipment [‡‡‡]

The certificates and records of equipment shall be drawn up in the form corresponding to the models given in the appendix to the annex to the present Convention. If the language used is neither English nor French, the text shall include a translation into one of these languages."

Regulation 16

Availability of certificates*

The certificates issued under regulations 12 and 13 shall be readily available on board for examination at all times.

Regulation 17

Acceptance of certificates

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

Regulation 18

Qualification of certificates

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

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

[P88]Regulation 19

Control

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

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

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

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

" Refer to Retention of original recorcls/documents on board ships (MSC-MEPC.4/Circ.1) and Guidance on the timing of replacement of existing certificates by the certificates issued after the entry into force of amendments to certificates in IMO instruments (MSC-MEPC.5/Circ.6).

^T Refer to Procedures for port State control, 2023 (resolution A.1185(33)); IMO Instruments Implementation Code (III Code) (resolution A.1070(28)); Guidance to port State control officers on the non-security related elements of the 2002 SOLAS amendments (MSC/Circ.1113); Measures to improve port State control procedures (MSC/Circ.1011-MEPC/Circ.383); Code of good practice for port State control officers (MSC-MEPC.4/Circ.2); National contact points for safety and pollution prevention and response (MSC-MEPC.6/Circ.22, as may be amended); and the information collected via the Global Integrated Shipping Information System (GISIS).

Chapter I: General provisions Regulation 20

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

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

Regulation 20

Privileges

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

1.1 Unless expressly provided otherwise, this chapter shall apply to ships the keels of which are laid or which are at a similar stage of construction on or after 1 January 2009.

1.1.1 Unless expressly provided otherwise, parts B, B-1, B-2 and B-4 of this chapter shall only apply to ships:

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

SEE INTERPRETATION 1

2 Unless expressly provided otherwise, for ships constructed before 1 January 2009, the Administration shall:

ensure that the requirements which are applicable under chapter 11-1 of the International Convention for the Safety of Life at Sea, 1974, as amended by resolutions MSC.I(XLV), MSC.6(48), MSC.11(55), MSC.12(56), MSC.13(57), MSC.19(58), MSC.26(60), MSC.27(61), resolution 1 of the 1995 SOLAS Conference, MSC.47(66), MSC.57(67), MSC.65(68), MSC.69(69), MSC.99(73), MSC.134(76), MSC.151 (78) and MSC.170(79) are complied with; and

ensure that the requirements of regulations 8-1.3 and 19-1 are complied with.

3 All ships which undergo repairs, alterations, modifications and outfitting related thereto shall continue to comply with at least the requirements previously applicable to these ships. Such ships, if constructed before the date on which any relevant amendments enter into force, shall, as a rule, comply with the requirements for ships constructed on or after that date to at least the same extent as they did before undergoing such repairs, alterations, modifications or outfitting. Repairs, alterations and modifications of a major character and outfitting related thereto shall meet the requirements for ships constructed on or after the date on which any relevant amendments enter into force, insofar as the Administration deems reasonable and practicable.[****]

SEE INTERPRETATION 2

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

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

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

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

Regulation 2

Definitions

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

1 Subdivision length (L_s) of the ship is the greatest projected moulded length of that part of the ship at or below deck or decks limiting the vertical extent of flooding with the ship at the deepest subdivision draught.

Amidships is at the middle of the length (L).

Aft terminal is the aft limit of the subdivision length.

Forward terminal is the forward limit of the subdivision length.

Length (L) is the length as defined in the International Convention on Load Lines in force.

Freeboard deck is the deck as defined in the International Convention on Load Lines in force.

Forward perpendicular is the forward perpendicular as defined in the International Convention on Load

Lines in force.

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

Draught (d) is the vertical distance from the keel line at:

.1 amidships, for ships subject to the provisions of regulation 11-1/1.1.1.1; and

.2 the mid-point of the subdivision length for ships not subject to the provisions of regulation 11-1/1.1.1.1 but constructed on or after 1 January 2009, to the waterline in question.

Deepest subdivision draught (d_s) is the summer load line draught of the ship.

Light service draught (d\) is the service draught corresponding to the lightest anticipated loading and associated tankage, including, however, such ballast as may be necessary for stability and/or immersion. Passenger ships should include the full complement of passengers and crew on board.

12 Partial subdivision draught (d?) is the light service draught plus 60% of the difference between the light service draught and the deepest subdivision draught.

13 Trim is the difference between the draught forward and the draught aft, where the draughts are measured at the forward and aft:

perpendiculars respectively, as defined in the International Convention on Load Lines in force, for ships subject to the provisions of regulation 11-1/1.1.1.1; and

terminals respectively, for ships not subject to the provisions of regulation 11-1/1.1.1.1 but constructed on or after 1 January 2009,

disregarding any rake of keel.

14 Permeability fpj of a space is the proportion of the immersed volume of that space which can be occupied by water.

SEE INTERPRETATION 3

15 Machinery spaces are spaces between the watertight boundaries of a space containing the main and auxiliary propulsion machinery, including boilers, generators and electric motors primarily intended for propulsion. In the case of unusual arrangements, the Administration may define the limits of the machinery spaces.

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

17 Watertight means having scantlings and arrangements capable of preventing the passage of water in any direction under the head of water likely to occur in intact and damaged conditions. In the damaged condition, the head of water is to be considered in the worst situation at equilibrium, including intermediate stages of flooding.

18 Design pressure means the hydrostatic pressure for which each structure or appliance assumed watertight in the intact and damage stability calculations is designed to withstand.

19 Bulkhead deck in a passenger ship means the uppermost deck:

to which the main bulkheads and the ship's shell are carried watertight, for ships subject to the provisions of regulation 11-1/1.1.1.1; and

at any point in the subdivision length (L_s) to which the main bulkheads and the ship's shell are carried watertight and the lowermost deck from which passenger and crew evacuation will not be impeded by water in any stage of flooding for damage cases defined in regulation 8 and in part B-2 of this chapter, for ships not subject to the provisions of regulation 11-1/1.1.1.1 but constructed on or after 1 January 2009.

The bulkhead deck may be a stepped deck. In a cargo ship not subject to the provisions of regulation 11-1/1.1.1.1 but constructed on or after 1 January 2009, the freeboard deck may be taken as the bulkhead deck.

20 Deadweight is the difference in tonnes between the displacement of a ship in water of a specific gravity of 1.025 at the draught corresponding to the assigned summer freeboard and the lightweight of the ship.

SEE INTERPRETATION 4

21 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.

SEE INTERPRETATION 5

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

23 Ro-ro passenger ship means a passenger ship with ro-ro spaces or special category spaces as defined in regulation II-2/3.42.

Bulk carrier means a bulk carrier as defined in regulation XII/1.1.

Keel line is a line parallel to the slope of the keel passing amidships through:

the top of the keel at centreline or line of intersection of the inside of shell plating with the keel if a bar keel extends below that line, on a ship with a metal shell; or

in wood and composite ships, the distance is measured from the lower edge of the keel rabbet. When the form at the lower part of the midship section is of a hollow character, or where thick garboards are fitted, the distance is measured from the point where the line of the flat of the bottom

continued inward intersects the centreline amidships.

26 2008 IS Code means the International Code on Intact Stability, 2008, consisting of an introduction, part A (the provisions of which shall be treated as mandatory) and part B (the provisions of which shall be treated as recommendatory), as adopted by resolution MSC.267(85), provided that:

amendments to the introduction and part A of the Code are adopted, brought into force and take effect in accordance with the provisions of article VIII of the present Convention concerning the amendment procedures applicable to the annex other than chapter I thereof; and

amendments to part B of the Code are adopted by the Maritime Safety Committee in accordance with its Rules of Procedure.

27 Coal-based Ship Construction Standards for Bulk Carriers and Oil Tankers means the International Goalbased Ship Construction Standards for Bulk Carriers and Oil Tankers, adopted by the Maritime Safety Committee by resolution MSC.287(87), as may be amended by the Organization, provided that such amendments are adopted, brought into force and take effect in accordance with the provisions of article VIII of the present Convention concerning the amendment procedures applicable to the annex other than chapter I thereof.

28 IGF Code means the International Code of Safety for Ships using Gases or other Low-Flashpoint Fuels as adopted by the Maritime Safety Committee of the Organization by resolution MSC.391 (95), as may be amended by the Organization, provided that such amendments are adopted, brought into force and take effect in accordance with the provisions of article VIII of the present Convention concerning the amendment procedures applicable to the annex other than chapter I.

29 Low-flashpoint fuel means gaseous or liquid fuel having a flashpoint lower than otherwise permitted under regulation 11-2/4.2.1.1.

Regulation 3

Definitions relating to parts C, D and E

For the purpose of parts C, D and E, unless expressly provided otherwise: 1 Steering gear control 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.

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:

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

in the caseof electrohydraulic steering gear, an electric motor and its associated electrical equipment and connected pump; or

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 conditions.

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.

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

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

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

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

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

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

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

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

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

.1 internal combustion machinery used for main propulsion;

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

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

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

chapter VI of the Code for the Construction and Equipment of Ships Carrying Dangerous Chemicals in Bulk adopted by the Assembly of the Organization by resolution A.212(VI1), hereinafter referred to as "the Bulk Chemical Code", as has been or may be amended by the Organization,

whichever is applicable.

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

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

chapter XIX of the Code for the Construction and Equipment of Ships Carrying Liquefied Gases in Bulk adopted by the Organization by resolution A.3288X), hereinafter referred to as "the Gas Carrier Code", as has been or may be amended by the Organization,

whichever is applicable.

instructions for the rigging and use of any portable means of access in a safe manner; an inventory of all portable means of access; and

records of periodical inspections and maintenance of the ship's means of access.

SEE INTERPRETATION 16

4.2 For the purpose of this regulation "critical structural areas" are locations which have been identified from calculations to require monitoring or from the service history of similar or sister ships to be sensitive to cracking, buckling, deformation or corrosion which would impair the structural integrity of the ship.

SEE INTERPRETATION 17

General technical specifications

For access through horizontal openings, hatches or manholes, the dimensions shall be sufficient to allow a person wearing a self-contained air-breathing apparatus and protective equipment to ascend or descend any ladder without obstruction and also provide a clear opening to facilitate the hoisting of an injured person from the bottom of the space. The minimum clear opening shall not be less than 600 mm x 600 mm. When access to a cargo hold is arranged through the cargo hatch, the top of the ladder shall be placed as close as possible to the hatch coaming. Access hatch coamings having a height greater than 900 mm shall also have steps on the outside in conjunction with the ladder.

SEE INTERPRETATION 18

1 .2 For access through vertical openings, or manholes, in swash bulkheads, floors, girders and web frames providing passage through the length and breadth of the space, the minimum opening shall be not less than 600 mm x 800 mm at a height of not more than 600 mm from the bottom shell plating unless gratings or other footholds are provided.

SEE INTERPRETATION 19

2 .3 For oil tankers of less than 5,000 tonnes deadweight, the Administration may approve, in special circumstances, smaller dimensions for the openings referred to in paragraphs 5.1 and 5.2, if the ability to traverse such openings or to remove an injured person can be proved to the satisfaction of the Administration.

Regulation 3-7

Construction drawings maintained on board and ashore

1 A set of as-built construction drawings[‡‡‡‡] and other plans showing any subsequent structural alterations shall be kept on board a ship constructed on or after 1 January 2007.

2 An additional set of such drawings shall be kept ashore by the Company, as defined in regulation 1X/1.2.

Regulation 3-8

Towing and mooring equipment

SEE INTERPRETATION 20

Paragraphs 4 to 6 of this regulation apply to ships constructed on or after 1 January 2007.

Paragraphs 7 and 8 of this regulation only apply to ships:

.1 for which the building contract is placed on or after 1 January 2024; or

This regulation does not apply to towing arrangements provided in accordance with regulation 3-4.

Ships shall be provided with arrangements, equipment and fittings of sufficient safe working load to enable the safe conduct of all towing and mooring operations associated with the normal operation of the ship.

5 Arrangements, equipment and fittings provided in accordance with paragraph 4 above shall meet the appropriate requirements of the Administration or an organization recognized by the Administration under regulation I/6.[§§§§]

6 Each fitting or item of equipment provided under this regulation shall be clearly marked with any limitations associated with its safe operation, taking into account the strength of the supporting ship's structure and its attachment to it.

7 For ships of 3,000 gross tonnage and above, the mooring arrangement shall be designed, and the mooring equipment including lines shall be selected, in order to ensure occupational safety and safe mooring of the ship, based on the guidelines developed by the Organization? Ship-specific information shall be provided and kept on board.*

8 Ships of less than 3,000 gross tonnage should comply with the requirement in paragraph 7 above as far as reasonably practicable, or with applicable national standards of the Administration.

9 For all ships, mooring equipment, including lines, shall be inspected and maintained in a suitable condition for their intended purposes?

Regulation 3-9

Means of embarkation on and disembarkation from ships

1 Ships constructed on or after 1 January 2010 shall be provided with means of embarkation on and disembarkation from ships for use in port and in port-related operations, such as gangways and accommodation ladders, in accordance with paragraph 2, unless the Administration deems that compliance with a particular provision is unreasonable or impractical.¹

2 The means of embarkation and disembarkation required in paragraph 1 shall be constructed and installed

based on the guidelines developed by the Organization.’*

3 For all ships the means of embarkation and disembarkation shall be inspected and maintained¹! j_nsuitable condition for their intended purpose, taking into account any restrictions related to safe loading. All wires used to support the means of embarkation and disembarkation shall be maintained as specified in regulation III/20.4.

Regulation 3-10

Coal-based ship construction standards for bulk carriers and oil tankers

SEE INTERPRETATION 21

1 This regulation shall apply to oil tankers of 150 m in length and above and to bulk carriers of 150 m in length and above, constructed with single deck, top-side tanks and hopper side tanks in cargo spaces, excluding ore carriers and combination carriers:

for which the building contract is placed on or after 1 July 2016; or in the absence of a building contract, the keels of which are laid or which are at a similar stage of construction on or after 1 July 2017; or the delivery of which is on or after 1 July 2020.

2 Ships shall be designed and constructed for a specified design life to be safe and environmentally friendly, when properly operated and maintained under the specified operating and environmental conditions, in intact and specified damage conditions, throughout their life.

2.1 Safe and environmentally friendly means the ship shall have adequate strength, integrity and stability to minimize the risk of loss of the ship or pollution to the marine environment due to structural failure, including collapse, resulting in flooding or loss of watertight integrity.

2.2 Environmentally friendly also includes the ship being constructed of materials for environmentally acceptable recycling.

2.3 Safety also includes the ship's structure, fittings and arrangements providing for safe access, escape, inspection and proper maintenance and facilitating safe operation.

2.4 Specified operating and environmental conditions are defined by the intended operating area for the ship throughout its life and cover the conditions, including intermediate conditions, arising from cargo and ballast operations in port, waterways and at sea.

2.5 Specified design life is the nominal period that the ship is assumed to be exposed to operating and/or environmental conditions and/or the corrosive environment and is used for selecting appropriate ship design parameters. However, the ship's actual service life may be longer or shorter depending on the actual operating conditions and maintenance of the ship throughout its life cycle.

3 The requirements of paragraphs 2 to 2.5 shall be achieved through satisfying applicable structural requirements of an organization which is recognized by the Administration in accordance with the provisions of regulation XI-1/1, or national standards of the Administration, conforming to the functional requirements of the Goal-based Ship Construction Standards for Bulk Carriers and Oil Tankers.[*****]

2.6 A Ship Construction File with specific information on how the functional requirements of the Goalbased Ship Construction Standards for Bulk Carriers and Oil Tankers have been applied in the ship design and construction shall be provided upon delivery of a new ship, and kept on board the ship and/or ashore and updated as appropriate throughout the ship's service. The contents of the Ship Construction File shall, at least, conform to the guidelines developed by the Organization?

Regulation 3-11

Corrosion protection of cargo oil tanks of crude oil tankers

1 Paragraph 3 shall apply to crude oil tankers,* as defined in regulation 1 of Annex I to the International Convention for the Prevention of Pollution from Ships, 1973, as modified by the Protocol of 1978 relating thereto, of 5,000 tonnes deadweight and above:

this regulation and if, in addition, the partial indices A_s, A_p and A] are not less than 0.9/? for passenger ships and 0.5/? for cargo ships.

2 For ships to which the damage stability requirements of this part apply, the degree of subdivision to be provided shall be determined by the required subdivision index R, as follows:

.1 In the case of cargo ships greater than 100 m in length (L_s):

_R_ i 128

L_s + 152

.2 In the case of cargo ships not less than 80 m in length (L_s) and not greater than 100 m in length (£_s): %00 1 - /?₀

where R_o is the value R as calculated in accordance with the formula in sub-paragraph .1.

.3 In the case of passenger ships:

R = 0.722

R = =-^ + 0.66923
/,. joU

R = 0.0369 x In (N 4- 89.048) + 0.579

„ _ , 852.5 4- 0.03875 x N

_______ N 4- 5,000

where:

N = total number of persons on board.

Regulation 7

Attained subdivision index A

1 An attained subdivision index A is obtained by the summation of the partial indices A^, A_p and A\, weighted as shown and calculated for the draughts d^, d^ and d^ defined in regulation 2 in accordance with the following formula:

A = 0.4A_s + 0.4A_p 4- 0.2A|

Each partial index is a summation of contributions from all damage cases taken in consideration, using the following formula:

A — S pj Sj

Where:

i represents each compartment or group of compartments under consideration,

Pi accounts for the probability that only the compartment or group of compartments under consideration may be flooded, disregarding any horizontal subdivision, as defined in regulation 7-1,

Sj accounts for the probability of survival after flooding the compartment or group of compartments under consideration, and includes the effect of any horizontal subdivision, as defined in regulation 7-2.

2 As a minimum, the calculation of A shall be carried out at the level trim for the deepest subdivision draught d_s and the partial subdivision draught d_p. The estimated service trim may be used for the light service draught d[. If, in any anticipated service condition within the draught range from d_s to d_}, the trim variation in comparison with the calculated trims is greater than 0.5% of L, one or more additional calculations of A are to be performed for the same draughts but including sufficient trims to ensure that, for all intended service

conditions, the difference in trim in comparison with the reference trim used for one calculation will be not more than 0.5% of L. Each additional calculation of A shall comply with regulation 6.1.

3 When determining the positive righting lever (GZ) of the residual stability curve in the intermediate and final equilibrium stages of flooding, the displacement used should be that of the intact loading condition. All calculations should be done with the ship freely trimming.

4 The summation indicated by the above formula shall be taken over the ship's subdivision length (£_s) for all cases of flooding in which a single compartment or two or more adjacent compartments are involved. In the case of unsymmetrical arrangements, the calculated A value should be the mean value obtained from calculations involving both sides. Alternatively, it should be taken as that corresponding to the side which evidently gives the least favourable result.

5 Wherever wing compartments are fitted, contribution to the summation indicated by the formula shall be taken for all cases of flooding in which wing compartments are involved. Additionally, cases of simultaneous flooding of a wing compartment or group of compartments and the adjacent inboard compartment or group of compartments, but excluding damage of transverse extent greater than one half of the ship breadth B, may be added. For the purpose of this regulation, transverse extent is measured inboard from ship's side, at right angle to the centreline at the level of the deepest subdivision draught.

6 In the flooding calculations carried out according to the regulations, only one breach of the hull and only one free surface need to be assumed. The assumed vertical extent of damage is to extend from the baseline upwards to any watertight horizontal subdivision above the waterline or higher. However, if a lesser extent of damage will give a more severe result, such extent is to be assumed.

7 If pipes, ducts or tunnels are situated within the assumed extent of damage, arrangements are to be made to ensure that progressive flooding cannot thereby extend to compartments other than those assumed flooded. However, the Administration may permit minor progressive flooding if it is demonstrated that its effects can be easily controlled and the safety of the ship is not impaired.

Regulation 7-1

Calculation of the factor p.

1 The factor p, for a compartment or group of compartments shall be calculated in accordance with paragraphs 1.1 and 1.2 using the following notations:

the aftmost damage zone number involved in the damage starting with No. 1 at the stern;

the number of adjacent damage zones involved in the damage;

the number of a particular longitudinal bulkhead as barrier for transverse penetration in a damage zone counted from shell towards the centreline. The shell has k = 0;

the distance from the aft terminal of L_s to the aft end of the zone in question;

the distance from the aft terminal of L_s to the forward end of the zone in question;

the mean transverse distance in metres measured at right angles to the centreline at the deepest subdivision draught between the shell and an assumed vertical plane extended between the longitudinal limits used in calculating the factor p, and which is a tangent to, or common with, all or part of the outermost portion of the longitudinal bulkhead under consideration. This vertical plane shall be so orientated that the mean transverse distance to the shell is a maximum, but not more than twice the least distance between the plane and the shell. If the upper part of a longitudinal bulkhead is below the deepest subdivision draught the vertical plane used for determination of b is assumed to extend upwards to the deepest subdivision waterline. In any case, b is not to be taken as greater than B/1.

If the damage involves a single zone only:

Pi = plxlj, x2j) • [r(x1_y, x2_jr b_k) - r(x\_jr x2_jr b_k__})]

If the damage involves two adjacent zones:

Pi = plxlj, x2_j+b • [r(x1_y, x2_j+1, b_k) - r(x^, x2_y+1, b_k_J] - pixlj, x2) • [r(x1_y, x2_jr b_k) - bx^, x2_jr b_k_J] -p(x1_/+1, x2_y+1) • [r(x1_y+1, x2_y+1, b_k) - r(x1_y+1, x2_/+1, b^)]

If the damage involves three or more adjacent zones:

p, = p(x1_y, x2_y+n_₁) ■ [r(x1_y, x2_j+n__v b_k) - r(x1_A x2_j+n__v b^)] - p(x1_y, x2_/+n_₂) ■ [r(x1_y, x2_j+n__2r b_k) - bxlj, x2_j+n__2r b_k_^] - pW_j+u x2_i+n_b ■ [r(x1_y+1, x2_y+n_₁, b_k) - r(x1_j+v x2_/+n__v b_k_b] + p(x1_/+v x2_j+n_₂) • [r(x1_y+1, x2_y+n_₂, b<.) - r(x1_y+1, x2_j+n_₂, b^)]

and where r(x1, x2, b₀) = 0.

1.1 The factor p(x1, x2) is to be calculated according to the following formulae:

Overall normalized max damage length:

Knuckle point in the distribution:

Cumulative probability at J_kn:

Maximum absolute damage length:

Length where normalized distribution ends:

Probability density at / = 0:

Pk ¹ -Pk ¹4n /max ~ 4_n

When L_s <

Part B-2

Subdivision, watertight and weathertight integrity

Regulation 9

Double bottoms in passenger ships and cargo ships other than tankers

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

2 Where a double bottom is required to be fitted, the inner bottom shall be continued out to the ship's sides in such a manner as to protect the bottom to the turn of the bilge. Such protection will be deemed satisfactory if the inner bottom is not lower at any part than a plane parallel with the keel line and which is located not less than a vertical distance h measured from the keel line, as calculated by the formula:

h = B/20

However, in no case is the value of h to be less than 760 mm, and need not be taken as more than 2,000 mm.

3.1 Small wells constructed in the double bottom in connection with drainage arrangements shall not extend downward more than necessary. The vertical distance from the bottom of such a well to a plane coinciding with the keel line shall not be less than h/2 or 500 mm, whichever is greater, or compliance with paragraph 8 of this regulation shall be shown for that part of the ship.

3.2 Other wells (e.g. for lubricating oil under main engines) may be permitted by the Administration if satisfied that the arrangements give protection equivalent to that afforded by a double bottom complying with this regulation.

3.2.1 For a cargo ship of 80 m in length and upwards or for a passenger ship, proof of equivalent protection is to be shown by demonstrating that the ship is capable of withstanding bottom damages as specified in paragraph 8. Alternatively, wells for lubricating oil below main engines may protrude into the double bottom below the boundary line defined by the distance h provided that the vertical distance between the well bottom and a plane coinciding with the keel line is not less than h/2 or 500 mm, whichever is greater.

3.2.2 For cargo ships of less than 80 m in length the arrangements shall provide a level of safety to the satisfaction of the Administration.

4 A double bottom need not be fitted in way of watertight tanks, including dry tanks of moderate size, provided the safety of the ship is not impaired in the event of bottom or side damage.

5 In the case of passenger ships to which the provisions of regulation 1.5 apply and which are engaged on regular service within the limits of a short international voyage as defined in regulation III/3.22, the Administration may permit a double bottom to be dispensed with if satisfied that the fitting of a double bottom in that part would not be compatible with the design and proper working of the ship.

6 Any part of a cargo ship of 80 m in length and upwards or of a passenger ship that is not fitted with a double bottom in accordance with paragraphs 1, 4 or 5, as specified in paragraph 2, shall be capable of withstanding bottom damages, as specified in paragraph 8, in that part of the ship. For cargo ships of less than 80 m in length the alternative arrangements shall provide a level of safety to the satisfaction of the Administration.

7 In the case of unusual bottom arrangements in a cargo ship of 80 m in length and upwards or a passenger ship, it shall be demonstrated that the ship is capable of withstanding bottom damages as specified in paragraph 8. For cargo ships of less than 80 m in length the alternative arrangements shall provide a level of safety to the satisfaction of the Administration.

8 Compliance with paragraphs 3.1, 3.2.1, 6 or 7 is to be achieved by demonstrating that s„ when calculated in accordance with regulation 7-2, is not less than 1 for all service conditions when subject to bottom damage with an extent specified in sub-paragraph .2 below for any position in the affected part of the ship:

Flooding of such spaces shall not render emergency power and lighting, internal communication, signals or other emergency devices inoperable in other parts of the ship.

Assumed extent of damage shall be as follows:

.3 If any damage of a lesser extent than the maximum damage specified in .2 would result in a more severe condition, such damage should be considered.

9 In case of large lower holds in passenger ships, the Administration may require an increased doublebottom height of not more than 6/10 or 3 m, whichever is less, measured from the keel line. Alternatively, bottom damages may be calculated for these areas, in accordance with paragraph 8, but assuming an increased vertical extent.

Regulation 10

Construction of watertight bulkheads

1 Each watertight subdivision bulkhead, whether transverse or longitudinal, shall be constructed having scantlings as specified in regulation 2.17. In all cases, watertight subdivision bulkheads shall be capable of supporting at least the pressure due to a head of water up to the bulkhead deck of passenger ships and the freeboard deck of cargo ships.

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

Regulation 11

Initial testing of watertight bulkheads, etc.

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

2 The forepeak, double bottom (including duct keels) and inner skins shall be tested with water to a head corresponding to the requirements of regulation 10.1.

3 Tanks which are intended to hold liquids, and which form part of the watertight subdivision of the ship, shall be tested for tightness and structural strength with water to a head corresponding to its design pressure.

The water head is in no case to be less than the top of the air pipes or to a level of 2.4 m above the top of the tank, whichever is the greater.

4 The tests referred to in paragraphs 2 and 3 are for the purpose of ensuring that the subdivision structural arrangements are watertight and are not to be regarded as a test of the fitness of any compartment for the storage of oil fuel or for other special purposes for which a test of a superior character may be required, depending on the height to which the liquid has access in the tank or its connections.

Regulation 12

Peak and machinery space bulkheads, shaft tunnels, etc.

1 A collision bulkhead shall be fitted which shall be watertight up to the bulkhead deck of passenger ships and the freeboard deck of cargo ships. This bulkhead shall be located at a distance from the forward perpendicular of not less than 0.05/. or 10 m, whichever is less, and, except as may be permitted by the Administration, not more than 0.08/. or 0.05/. + 3 m, whichever is the greater.

2 The ship shall be so designed that s, calculated in accordance with regulation 7-2 will not be less than 1 at the deepest subdivision draught loading condition, level trim or any forward trim loading conditions, if any part of the ship forward of the collision bulkhead is flooded without vertical limits.

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

4 The bulkhead may have steps or recesses provided they are within the limits prescribed in paragraph 1 or 3.

5 No doors, manholes, access openings, ventilation ducts or any other openings shall be fitted in the collision bulkhead below the bulkhead deck of passenger ships and the freeboard deck of cargo ships.

6.1 For ships subject to the provisions of regulation 1.1.1.1 and constructed before 1 January 2024, except as provided in paragraph 6.3, the collision bulkhead may be pierced below the bulkhead deck of passenger ships and the freeboard deck of cargo ships by not more than one pipe for dealing with fluid in the forepeak tank, provided that the pipe is fitted with a screw-down valve capable of being operated from above the bulkhead deck of passenger ships and the freeboard deck of cargo ships, the valve being located inside the forepeak at the collision bulkhead. The Administration may, however, authorize the fitting of this valve on the after side of the collision bulkhead provided that the valve is readily accessible under all service conditions and the space in which it is located is not a cargo space. Alternatively, for cargo ships, the pipe may be fitted with a butterfly valve suitably supported by a seat or flanges and capable of being operated from above the freeboard deck. All valves shall be of steel, bronze or other approved ductile material. Valves of ordinary cast iron or similar material are not acceptable.

6.2 For ships constructed on or after 1 January 2024, except as provided in paragraph 6.3, the collision bulkhead may be pierced below the bulkhead deck of passenger ships and the freeboard deck of cargo ships by not more than one pipe for dealing with fluid in the forepeak tank, provided that the pipe is fitted with a remotely controlled valve capable of being operated from above the bulkhead deck of passenger ships and the freeboard deck of cargo ships. The valve shall be normally closed. If the remote control system should fail during operation of the valve, the valve shall close automatically or be capable of being closed manually from a position above the bulkhead deck of passenger ships and the freeboard deck of cargo ships. The valve shall be located at the collision bulkhead on either the forward or aft side, provided the space on the aft side is not

a cargo space. The valve shall be of steel, bronze or other approved ductile material. Valves of ordinary cast iron or similar material are not acceptable.

6.3 If the forepeak is divided to hold two different kinds of liquids, the Administration may allow the collision bulkhead to be pierced below the bulkhead deck of passenger ships and the freeboard deck of cargo ships by two pipes, each of which is fitted as required by paragraph 6.1 or 6.2, provided the Administration is satisfied that there is no practical alternative to the fitting of such a second pipe and that, having regard to the additional subdivision provided in the forepeak, the safety of the ship is maintained.

7 Where a long forward superstructure is fitted, the collision bulkhead shall be extended weathertight to the deck next above the bulkhead deck of passenger ships and the freeboard deck of cargo ships. The extension need not be fitted directly above the bulkhead below provided that all parts of the extension, including any part of the ramp attached to it, are located within the limits prescribed in paragraph 1 or 3, with the exception permitted by paragraph 8, and that the part of the deck which forms the step is made effectively weathertight. The extension shall be so arranged as to preclude the possibility of the bow door or ramp, where fitted, causing damage to it in the case of damage to, or detachment of, a bow door or any part of the ramp.

8 Where bow doors are fitted and a sloping loading ramp forms part of the extension of the collision bulkhead above the bulkhead deck of passenger ships and the freeboard deck of cargo ships, the ramp shall be weathertight over its complete length. In cargo ships, the part of the ramp which is more than 2.3 m above the freeboard deck may extend forward of the limit specified in paragraph 1 or 3. Ramps not meeting the above requirements shall be disregarded as an extension of the collision bulkhead.

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

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

11 In all cases stern tubes shall be enclosed in watertight spaces of moderate volume. In passenger ships the stern gland shall be situated in a watertight shaft tunnel or other watertight space separate from the stern tube compartment and of such volume that, if flooded by leakage through the stern gland, the bulkhead deck will not be immersed. In cargo ships other measures to minimize the danger of water penetrating into the ship in case of damage to stern tube arrangements may be taken at the discretion of the Administration.

Regulation 13

Openings in watertight boundaries below the bulkhead deck in passenger ships

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

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

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

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

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3 No doors, manholes or access openings are permitted in watertight transverse bulkheads dividing a cargo space from an adjoining cargo space, except as provided in paragraph 8.1 and in regulation 14.

4 Subject to paragraph 9, not more than one door, apart from the doors to shaft tunnels, may be fitted in each watertight bulkhead within spaces containing the main and auxiliary propulsion machinery, including boilers serving the needs of propulsion. Where two or more shafts are fitted, the tunnels shall be connected by an intercommunicating passage. There shall be only one door between the machinery space and the tunnel spaces where two shafts are fitted and only two doors where there are more than two shafts. All these doors shall be of the sliding type and shall be so located as to have their sills as high as practicable. The hand gear for operating these doors from above the bulkhead deck shall be situated outside the spaces containing the machinery.

5.1 Watertight doors, except as provided in paragraph 8.1 or regulation 14, shall be power-operated sliding doors complying with the requirements of paragraph 6.

5.2 The means of operation, whether by power or by hand, of any power-operated sliding watertight door shall be capable of closing the door with the ship listed to 15° either way. Consideration shall also be given to the forces which may act on either side of the door as may be experienced when water is flowing through the opening, applying a static head equivalent to a water height of at least 1 m above the sill on the centreline of the door.

5.3 Watertight door controls, including hydraulic piping and electric cables, shall be kept as close as practicable to the bulkhead in which the doors are fitted, in order to minimize the likelihood of them being involved in any damage which the ship may sustain. The positioning of watertight doors and their controls shall be such that if the ship sustains damage within one fifth of the breadth of the ship, as defined in regulation 2, such distance being measured at right angles to the centreline at the level of the deepest subdivision draught, the operation of the watertight doors clear of the damaged portion of the ship is not impaired.

6.1 Each power-operated sliding watertight door: shall have a vertical or horizontal motion;

shall, subject to paragraph 9, be normally limited to a maximum clear opening width of 1.2 m. The Administration may permit larger doors only to the extent considered necessary for the effective operation of the ship provided that other safety measures, including the following, are taken into consideration: special consideration shall be given to the strength of the door and its closing appliances in order to prevent leakages; and

the door shall be located inboard the damage zone 8/5;

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;

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

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(s) required by paragraph 7.1;

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 s but no more than 10 s before the door begins to move and shall continue sounding until the door is completely
closed. In the case of remote hand operation it is sufficient for the audible alarm to sound only when the door is moving. Additionally, in passenger areas and areas of high ambient noise the Administration may require the audible alarm to be supplemented by an intermittent visual signal at the door; and

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

6.2 The electrical power required for power-operated sliding watertight doors shall be supplied from the emergency switchboard either directly or by a dedicated distribution board situated above the bulkhead deck. The associated control, indication and alarm circuits shall be supplied from the emergency switchboard either directly or by a dedicated distribution board situated above the bulkhead deck and be capable of being automatically supplied by the transitional source of emergency electrical power required by regulation 42.3.1.3 in the event of failure of either the main or emergency source of electrical power.

6.3 Power-operated sliding watertight doors shall have either: a centralized hydraulic system with two independent power sources each consisting of a motor and pump capable of simultaneously closing all doors. In addition, there shall be for the whole installation hydraulic accumulators of sufficient capacity to operate all the doors at least three times, i.e. closed-open-closed, against an adverse list of 15°. This operating cycle shall be capable of being carried out when the accumulator is at the pump cut-in pressure. The fluid used shall be chosen considering the temperatures liable to be encountered by the installation during its service. The power-operating system shall be designed to minimize the possibility of having a single failure in the hydraulic piping adversely affect the operation of more than one door. The hydraulic system shall be provided with a low-level alarm for hydraulic fluid reservoirs serving the power-operated system and a low gas pressure alarm or other effective means of monitoring loss of stored energy in hydraulic accumulators. These alarms are to be audible and visual and shall be situated on the central operating console(s) required by paragraph 7.1; or

an independent hydraulic system for each door with each power source consisting of a motor and pump capable of opening and closing the door. In addition, there shall be a hydraulic accumulator of sufficient capacity to operate the door at least three times, i.e. closed-open-closed, against an adverse list of 15°. This operating cycle shall be capable of being carried out when the accumulator is at the pump cut-in pressure. The fluid used shall be chosen considering the temperatures liable to be encountered by the installation during its service. 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(s) required by paragraph 7.1. Loss of stored energy indication at each local operating position shall also be provided; or

an independent electrical system and motor for each door with each power source consisting of a motor capable of opening and closing the door. The power source shall be capable of being automatically supplied by the transitional source of emergency electrical power as required by regulation 42.4.2 in the event of failure of either the main or emergency source of electrical power and with sufficient capacity to operate the door at least three times, i.e. closed-open-closed, against an adverse list of 15°.

For the systems specified in paragraphs 6.3.1, 6.3.2 and 6.3.3, provision should be made as follows: Power systems for power-operated sliding watertight doors shall be separate from any other power system. A single failure in the electric or hydraulic power-operated systems excluding the hydraulic actuator shall not prevent the hand operation of any door.

6.4 Control handles shall be provided at each side of the bulkhead at a minimum height of 1.6 m above the floor and shall be so arranged as to enable persons passing through the doorway to hold both handles in the open position without being able to set the power closing mechanism in operation accidentally. The direction of movement of the handles in opening and closing the door shall be in the direction of door movement and shall be clearly indicated.

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

6.6 The enclosures of electrical components necessarily situated below the bulkhead deck shall provide suitable protection against the ingress of water.[††††††]

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

6.8 A single electrical failure in the power operating or control system of a power-operated sliding watertight door shall not result in a closed door opening. Availability of the power supply should be continuously monitored at a point in the electrical circuit as near as practicable to each of the motors required by paragraph 6.3. Loss of any such power supply should activate an audible and visual alarm at the central operating console(s) required by paragraph 7.1.

7.1 A central operating console for all power-operated sliding watertight doors shall be located in the safety centre in accordance with regulation II-2/23. If the safety centre is located in a separate space adjacent to the navigation bridge, a central operating console shall also be located on the navigation bridge. The central operating console(s) shall have a "master mode" switch with two modes of control: a "local control" mode, which shall allow any door to be locally opened and locally closed after use without automatic closure, and a "doors closed" mode, which shall automatically close any door that is open in not more than 60 s with the ship in an upright position. The "doors closed" mode shall permit doors to be opened locally and shall automatically re-close the doors upon release of the local control mechanism. The "master mode" switch shall normally be in the "local control" mode. The "doors closed" mode shall only be used in an emergency or for testing purposes.

7.2 For ships subject to the provisions of regulation 1.1.1.1 and constructed before 1 January 2024, the central operating console at the navigation bridge shall be provided with a diagram showing the location of each door, with visual indicators to show whether each door is open or closed. A red light shall indicate a door is fully open and a green light shall indicate a door is fully closed. When the door is closed remotely the red light shall indicate the intermediate position by flashing. The indicating circuit shall be independent of the control circuit for each door.

7.3 For ships constructed on or after 1 January 2024, the central operating console(s) shall be provided with a diagram showing the location of each power-operated sliding watertight door, with visual indicators to show whether each door is open or closed. A red light shall indicate a door is fully open and a green light shall indicate a door is fully closed. When the door is closed remotely the red light shall indicate the intermediate position by flashing. The indicating circuit shall be independent of the control circuit for each door. Indication shall also be provided to the onboard stability computer, if installed in accordance with regulation 11-1/8-1.3.1.

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

8.1 If the Administration is satisfied that such doors are essential, watertight doors of satisfactory construction may be fitted in watertight bulkheads dividing cargo spaces on 'tween-decks. Such doors may be hinged, rolling or sliding doors but shall not be remotely controlled. They shall be fitted at the highest level and as far from the shell plating as practicable, but in no case shall the outboard vertical edges be situated at a distance

from the shell plating which is less than one fifth of the breadth of the ship, as defined in regulation 2, such distance being measured at right angles to the centreline at the level of the deepest subdivision draught.

8.2 Should any such doors be accessible during the voyage, they shall be fitted with a device which prevents unauthorized opening. When it is proposed to fit such doors, the number and arrangements shall receive the special consideration of the Administration.

9 Portable plates on bulkheads shall not be permitted except in machinery spaces. The Administration may permit not more than one power-operated sliding watertight door larger than those specified in paragraph 6.1.2 to be substituted for these portable plates in each watertight bulkhead, provided these doors are intended to remain closed during navigation except in case of urgent necessity at the discretion of the master. These doors need not meet the requirements of paragraph 6.1.4 regarding complete closure by hand-operated gear in 90 s.

10 .1 Where trunkways or tunnels for access from crew accommodation to the machinery spaces, for piping or for any other purpose, are carried through watertight bulkheads, they shall be watertight and in accordance with the requirements of regulation 16-1. The access to at least one end of each such tunnel or trunkway, if used as a passage at sea, shall be through a trunk extending watertight to a height sufficient to permit access above the bulkhead deck. The access to the other end of the Lrunkway or tunnel may be through a watertight door. Such trunkways or tunnels shall not extend through the first subdivision bulkhead abaft the collision bulkhead.

11 .2 Where it is proposed to fit tunnels piercing watertight bulkheads, these shall receive the special consideration of the Administration.

12 .3 Where trunkways in connection with refrigerated cargo and ventilation or forced draught trunks are carried through more than one watertight bulkhead, the means of closure at such openings shall be operated by power and be capable of being closed from a central position situated above the bulkhead deck.

Regulation 13-1

Openings in watertight bulkheads and internal decks in cargo ships

SEE INTERPRETATION 26

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

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

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

4 Watertight doors or ramps of satisfactory construction may be fitted to internally subdivide large cargo spaces, provided that the Administration is satisfied that such doors or ramps are essential. These doors or

ramps may be hinged, rolling or sliding doors or ramps, but shall not be remotely controlled. Should any of the doors or ramps be accessible during the voyage, they shall be fitted with a device which prevents unauthorized opening.

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

Regulation 14

Passenger ships carrying goods vehicles and accompanying personnel

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

2 If in such a ship the total number of passengers, which includes personnel accompanying vehicles, does not exceed 12 + A_d/25, where A_d = total deck area (square metres) of spaces available for the stowage of goods vehicles and where the clear height at the stowage position and at the entrance to such spaces is not less than 4 m, the provisions of regulations 13.8.1 and 13.8.2 in respect of watertight doors apply except that the doors may be fitted at any level in watertight bulkheads dividing cargo spaces. Additionally, indicators are required on the navigation bridge to show automatically when each door is closed and all door fastenings are secured.

3 The ship may not be certified for a higher number of passengers than assumed in paragraph 2, if a watertight door has been fitted in accordance with this regulation.

Regulation 15

Openings in the shell plating below the bulkhead deck of passenger ships and the freeboard deck of cargo ships

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

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

3 .1 Subject to the requirements of the International Convention on Load Lines in force, no sidescuttle shall be fitted in such a position that its sill is below a line drawn parallel to the bulkhead deck at side and having its lowest point 2.5% of the breadth of the ship above the deepest subdivision draught, or 500 mm, whichever is the greater.

4 .2 All sidescuttles the sills of which are below the bulkhead deck of passenger ships and the freeboard deck of cargo ships, as permitted by paragraph 3.1, shall be of such construction as will effectively prevent any person opening them without the consent of the master of the ship.

1.1 Efficient hinged inside deadlights, so arranged that they can be easily and effectively closed and secured watertight, shall be fitted to all sidescuttles except that, abaft one eighth of the ship's length from the forward perpendicular and above a line drawn parallel to the bulkhead deck at side and having its lowest point at a height of 3.7 m plus 2.5% of the breadth of the ship above the deepest subdivision draught, the deadlights may be portable in passenger accommodation, unless the deadlights are required by the International Convention on Load Lines in force to be permanently attached in their proper positions. Such portable deadlights shall be stowed adjacent to the sidescuttles they serve.

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

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

6 Automatic ventilating sidescuttles shall not be fitted in the shell plating below the bulkhead deck of passenger ships and the freeboard deck of cargo ships without the special sanction of the Administration.

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

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

8.2.2 Subject to the requirements of the International Convention on Load Lines in force, and except as provided in paragraph 8.3, each separate discharge led through the shell plating from spaces below the bulkhead deck of passenger ships and the freeboard deck of cargo ships shall be provided with either one automatic non-return valve fitted with a positive means ofclosing it from above the bulkhead deck of passenger ships and the freeboard deck of cargo ships or with two automatic non-return valves without positive means of closing, provided that the inboard valve is situated above the deepest subdivision draught and is always accessible for examination under service conditions. Where a valve with positive means of closing is fitted, the operating position above the bulkhead deck of passenger ships and the freeboard deck of cargo ships shall always be readily accessible and means shall be provided for indicating whether the valve is open or closed.

8.2.3 The requirements of the International Convention on Load Lines in force shall apply to discharges led through the shell plating from spaces above the bulkhead deck of passenger ships and the freeboard deck of cargo ships.

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

8.4 Moving parts penetrating the shell plating below the deepest subdivision draught shall be fitted with a watertight sealing arrangement acceptable to the Administration. The inboard gland shall be located within a watertight space of such volume that, if flooded, the bulkhead deck of passenger ships and the freeboard deck of cargo ships will not be submerged. The Administration may require that if such compartment is flooded, essential or emergency power and lighting, internal communication, signals or other emergency devices must remain available in other parts of the ship.

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

9 For ships subject to the provisions of regulation 1.1.1.1 and constructed before 1 January 2024, gangway, cargo and fuelling ports fitted below the bulkhead deck of passenger ships and the freeboard deck of cargo ships shall be watertight and in no case be so fitted as to have their lowest point below the deepest subdivision draught.

8.6 For ships constructed on or after 1 January 2024, cargo ports and other similar openings (e.g. gangway and fuelling ports) in the side of ships below the bulkhead deck of passenger ships and the freeboard deck of cargo ships shall be fitted with doors so designed as to ensure the same watertightness and structural integrity as the surrounding shell plating. Unless otherwise granted by the Administration, these openings shall open outwards. The number of such openings shall be the minimum compatible with the design and proper working of the ship. In no case shall these openings be so fitted as to have their lowest point below the deepest subdivision draught.

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

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

6 Main propulsion machinery and all auxiliary machinery essential to the propulsion and the safety of the ship shall, as fitted in the ship, be designed to operate when the ship is upright and when inclined at any angle of list up to and including 15° either way under static conditions and 22.5° under dynamic conditions (rolling) either way and simultaneously inclined dynamically (pitching) 7.5° by bow or stern. The Administration may permit deviation from these angles, taking into consideration the type, size and service conditions of the ship.

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

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

9 Non-metallic expansion joints in piping systems, if located in a system which penetrates the ship's side and both the penetration and the non-metallic expansion joint are located below the deepest load waterline, shall be inspected as part of the surveys prescribed in regulation 1710(a) and replaced as necessary, or at an interval recommended by the manufacturer.

10 Operating and maintenance instructions and engineering drawings for ship machinery and equipment essential to the safe operation of the ship shall be written in a language understandable by those officers and

members who are required to understand such information in the performance of their duties.

Location and arrangement of vent pipes for fuel oil service, settling and lubrication oil tanks shall be such that in the event of a broken vent pipe this shall not directly lead to the risk of ingress of seawater splashes or rainwater. Two fuel oil service tanks for each type of fuel used on board necessary for propulsion and vital systems or equivalent arrangements shall be provided on each new ship, with a capacity of at least 8 h at maximum continuous rating of the propulsion plant and normal operating load at sea of the generator plant.[§§§§§§] This paragraph applies only to ships constructed on or after 1 July 1998.

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Regulation 27

Machinery

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

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

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

4 Internal combustion engines of a cylinder diameter of 200 mm or a crankcase volume of 0.6 m³ and above shall be provided with crankcase explosion relief valves of a suitable type with sufficient relief area. The relief valves shall be arranged or provided with means to ensure that discharge from them is so directed as to minimize the possibility of injury to personnel.

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

Regulation 28

Means of going astern [*******]

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

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

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

SEE INTERPRETATION 33

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

Regulation 29

Steering gea^

SEE INTERPRETATION 34

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

SEE INTERPRETATION 35

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

SEE INTERPRETATION 36

2.2 The design pressure for calculations to determine the scantlings of piping and other steering gear components subjected to internal hydraulic pressure shall be at least 1.25 times the maximum working
pressure to be expected under the operational conditions specified in paragraph 3.2, taking into account any pressure which may exist in the low-pressure side of the system. At the discretion of the Administration, fatigue criteria shall be applied for the design of piping and components, taking into account pulsating pressures due to dynamic loads.

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

3 The main steering gear and rudder stock shall be: of adequate strength and capable of steering the ship at maximum ahead service speed which shall be demonstrated;

capable of putting the rudder over from 35° on one side to 35° on the other side with the ship at its deepest seagoing draught and running ahead at maximum ahead service speed and, under the same conditions, from 35° on either side to 30° on the other side in not more than 28 s; where it is impractical to demonstrate compliance with this requirement during sea trials with the ship at its deepest seagoing draught and running ahead at the speed corresponding to the number of maximum continuous revolutions of the main engine and maximum design pitch, ships regardless of date of construction may demonstrate compliance with this requirement by one of the following methods: during sea trials the ship is at even keel and the rudder fully submerged whilst running ahead at the speed corresponding to the number of maximum continuous revolutions of the main engine and maximum design pitch; or

where full rudder immersion during sea trials cannot be achieved, an appropriate ahead speed shall be calculated using the submerged rudder blade area in the proposed sea trial loading condition. The calculated ahead speed shall result in a force and torque applied to the main steering gear which is at least as great as if it was being tested with the ship at its deepest seagoing draught and running ahead at the speed corresponding to the number of maximum continuous revolutions of the main engine and maximum design pitch; or

the rudder force and torque at the sea trial loading condition have been reliably predicted and extrapolated to the full load condition. The speed of the ship shall correspond to the number of maximum continuous revolutions of the main engine and maximum design pitch of the propeller;

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

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

SEE INTERPRETATIONS 37 AND 38

4 The auxiliary steering gear shall be: of adequate strength and capable of steering the ship at navigable speed and of being brought speedily into action in an emergency;

capable of putting the rudder over from 15° on one side to 15° on the other side in not more than 60 s with the ship at its deepest seagoing draught and running ahead at one half of the maximum ahead service speed or 7 knots, whichever is the greater; where it is impractical to demonstrate compliance with this requirement during sea trials with the ship at its deepest seagoing draught and running ahead at one half of the speed corresponding to the number of maximum continuous revolutions of the main engine and maximum design pitch or 7 knots, whichever is greater,

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

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

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

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

Regulation 33

Steam pipe systems

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

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

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

Regulation 34

Air pressure systems

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

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

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

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

Regulation 35

Ventilating systems in machinery spaces

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

Regulation 35-1

Bilge pumping arrangements

1 This regulation applies to ships constructed on or after 1 January 2009.

2 Passenger ships and cargo ships

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

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

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

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

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

2.6 Provision shall be made for the drainage of enclosed cargo spaces situated on the bulkhead deck of a passenger ship and on the freeboard deck of a cargo ship, provided that the Administration may permit the means of drainage to be dispensed with in any particular compartment of any ship or class of ship if it is satisfied that by reason of size or internal subdivision of those spaces the safety of the ship is not thereby impaired. For ships subject to the provisions of regulation 11-1/1.1.1.1, for the special hazards associated with loss of stability when fitted with fixed pressure water-spraying fire-extinguishing systems refer to regulation 11-2/20.6.1.4.

2.6.1 Where the freeboard to the bulkhead deck or the freeboard deck, respectively, is such that the deck edge is immersed when the ship heels more than 5°, the drainage shall be by means of a sufficient number of scuppers of suitable size discharging directly overboard, fitted in accordance with the requirements of regulation 15 in the case of a passenger ship and the requirements for scuppers, inlets and discharges of the International Convention on Load Lines in force in the case of a cargo ship.

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

2.6.3 Provisions for the drainage of closed vehicle and ro-ro spaces and special category spaces shall also comply with regulations 11-2/20.6.1.4 and 11-2/20.6.1.5.

3 Passenger ships

3.1 The bilge pumping system required by paragraph 2.1 shall be capable of operation under all practicable conditions after a casualty whether the ship is upright or listed. For this purpose wing suctions shall generally be fitted except in narrow compartments at the end of the ship where one suction may be sufficient. In compartments of unusual form, additional suctions may be required. Arrangements shall be made whereby water in the compartment may find its way to the suction pipes. Where, for particular compartments, the Administration is satisfied that the provision of drainage may be undesirable, it may allow such provision to be dispensed with if calculations made in accordance with the conditions laid down in regulations 7 and 8 show that the survival capability of the ship will not be impaired.

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

The bilge pump numeral shall be calculated as follows:

when P_} is greater than P: bilge pump numeral = 72 •

bilge pump numeral = 72 • (

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

the volume of the machinery space (cubic metres), as defined in regulation 2, that is below the bulkhead deck; with the addition thereto of the volume of any permanent oil fuel bunkers which may be situated above the inner bottom and forward of, or abaft, the machinery space; the whole volume of the passenger and crew spaces below the bulkhead deck (cubic metres) which are provided for the accommodation and use of passengers and crew, excluding baggage, store and provision rooms;

the whole volume of the ship below the bulkhead deck (cubic metres);

KN,

where:

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

K = 0.056L

However, where the value of KN is greater than the sum of P and the whole volume of the actual passenger spaces above the bulkhead deck, the figure to be taken as P> is that sum or two-thirds KN, whichever is the greater.

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

3.4 On a ship of 91.5 m in length L and upwards or having a bilge pump numeral, calculated in accordance with paragraph 3.2, of 30 or more, the arrangements shall be such that at least one power bilge pump shall be available for use in all flooding conditions which the ship is required to withstand, and, for ships subject to the provisions of regulation 11-1/1.1.1.1, in all flooding conditions derived from consideration of minor damages as specified in regulation 8 as follows:

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

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

3.5 With the exception of additional pumps which may be provided for peak compartments only, each required bilge pump shall be so arranged as to draw water from any space required to be drained by paragraph 2.1.

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

3.7.1 In addition to the direct bilge suction or suctions required by paragraph 3.6, a direct suction from the main circulating pump leading to the drainage level of the machinery space and fitted with a non-return valve shall be provided in the machinery space. The diameter of this direct suction pipe shall be at least two thirds of the diameter of the pump inlet in the case of steamships, and of the same diameter as the pump inlet in the case of motorships.

3.7.2 Where, in the opinion of the Administration, the main circulating pump is not suitable for this purpose, a direct emergency bilge suction shall be led from the largest available independent power-driven pump to the drainage level of the machinery space; the suction shall be of the same diameter as the main inlet of the pump used. The capacity of the pump so connected shall exceed that of a required bilge pump by an amount deemed satisfactory by the Administration.

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

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

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

d= 25 + 1.68>JL(B + D) where:

d is the internal diameter of the bilge main (millimetres);

L and B are the length and the breadth of the ship (metres) as defined in regulation 2; and

D is the moulded depth of the ship to the bulkhead deck (metres) provided that, in a ship having an enclosed cargo space on the bulkhead deck which is internally drained in accordance with the requirements of paragraph 2.6.2 and which extends for the full length of the ship, D shall be measured to the next deck above the bulkhead deck. Where the enclosed cargo spaces cover a lesser length, D shall be taken as the moulded depth to the bulkhead deck plus Ih/L where I and h are the aggregate length and height, respectively, of the enclosed cargo spaces (metres). The diameter of the bilge branch pipes shall meet the requirements of the Administration.

3.10 Provision shall be made to prevent the compartment served by any bilge suction pipe being flooded in the event of the pipe being severed or otherwise damaged by collision or grounding in any other compartment. For this purpose, where the pipe is at any part situated nearer the side of the ship than one fifth of the breadth of the ship (as defined in regulation 2 and measured at right angles to the centreline at the level of the deepest subdivision load line), or is in a duct keel, a non-return valve shall be fitted to the pipe in the compartment containing the open end. For ships subject to the provisions of regulation 11-1/1.1.1.1, the deepest subdivision load line shall be taken as the deepest subdivision draught.

3.11 Distribution boxes, cocks and valves in connection with the bilge pumping system shall be so arranged that, in the event of flooding, one of the bilge pumps may be operative on any compartment; in addition, damage to a pump or its pipe connecting to the bilge main outboard of a line drawn at one fifth of the breadth of the ship shall not put the bilge system out of action. If there is only one system of pipes common to all the pumps, the necessary valves for controlling the bilge suctions must be capable of being operated from

above the bulkhead deck. Where, in addition to the main bilge pumping system, an emergency bilge pumping system is provided, it shall be independent of the main system and so arranged that a pump is capable of operating on any compartment under flooding condition as specified in paragraph 3.1; in that case only the valves necessary for the operation of the emergency system need be capable of being operated from above the bulkhead deck.

3.12 All cocks and valves referred to in paragraph 3.11 which can be operated from above the bulkhead deck shall have their controls at their place of operation clearly marked and shall be provided with means to indicate whether they are open or closed.

4 Cargo ships

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

Regulation 36 [‡‡‡‡‡‡‡]

Regulation 37

Communication between navigation bridge and machinery space

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

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

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

Regulation 38

Engineers' alarm

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

Regulation 39

Location of emergency installations in passenger ships

Emergency sources of electrical power, fire pumps, bilge pumps except those specifically serving the spaces forward of the collision bulkhead, any fixed fire-extinguishing system required by chapter 11-2 and other emergency installations which are essential for the safety of the ship, except anchor windlasses, shall not be installed forward of the collision bulkhead.

Part D

Electrical installations

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

Regulation 40

General

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1 Electrical installations shall be such that:

2 The Administration shall take appropriate steps to ensure uniformity in the implementation and application of the provisions of this part in respect of electrical 1051311311005/

Regulation 41

Main source of electrical power and lighting systems

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1.1 A main source of electrical power of sufficient capacity to supply all those services mentioned in regulation 40.1.1 shall be provided. This main source of electrical power shall consist of at least two generating sets.

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

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

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1.4 In addition, the generating sets shall be such as to ensure that with any one generator or its primary source of power out of operation, the remaining generating sets shall be capable of providing the electrical services necessary to start the main propulsion plant from a dead ship condition. The emergency source of

* Refer to the recommendations published by the International Electrotechnical Commission and, in particular, publication IEC 60092, Electrical installations in ships.

electrical power may be used for the purpose of starting from a dead ship condition if its capability either alone or combined with that of any other source of electrical power is sufficient to provide at the same time those services required to be supplied by regulations 42.2.1 to 42.2.3 or 43.2.1 to 43.2.4.

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

1 .1 A main electric lighting system which shall provide illumination throughout those parts of the ship normally accessible to and used by passengers or crew shall be supplied from the main source of electrical power.

2 .2 The arrangement of the main electric lighting system shall be such that a fire or other casualty in spaces containing the main source of electrical power, associated transforming equipment, if any, the main switchboard and the main lighting switchboard, will not render the emergency electric lighting system required by regulations 42.2.1 and 42.2.2 or 43.2.1, 43.2.2 and 43.2.3 inoperative.

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

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

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

6 Ships constructed on or after 1 July 1998:

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

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

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

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.3 where the main source of electrical power is necessary for propulsion of the ship, the main busbar shall be subdivided into at least two parts which shall normally be connected by circuit breakers or other approved means; so far as is practicable, the connection of generating sets and other duplicated equipment shall be equally divided between the parts; and

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.2 need not comply with paragraph 4.

6 In passenger ships constructed on or after 1 July 2010, supplementary lighting shall be provided in all cabins to clearly indicate the exit so that occupants will be able to find their way to the door. Such lighting, which may be connected to an emergency source of power or have a self-contained source of electrical

power in each cabin, shall automatically illuminate when power to the normal cabin lighting is lost and remain on for a minimum of 30 min.

Regulation 42

Emergency source of electrical power in passenger ships

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

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

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

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

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

1.5 The electrical power available shall be sufficient to supply all those services that are essential for safety in an emergency, due regard being paid to such services as may have to be operated simultaneously. The emergency source of electrical power shall be capable, having regard to starting currents and the transitory nature of certain loads, of supplying simultaneously at least the following services for the periods specified hereinafter, if they depend upon an electrical source for their operation:

2.1 For a period of 36 h, emergency lighting:

2.2 For a period of 36 h:

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

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

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

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

the MF/HF radio installation required by regulations IV/11.1.1 and IV/11.1.2.

2.3 For a period of 36 h:

all internal communication equipment required in an emergency;

the shipborne navigational equipment as required by regulation V/19; where such provision is unreasonable or impracticable the Administration may waive this requirement for ships of less than 5,000 gross tonnage;

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

for intermittent operation of the daylight signalling lamp, the ship's whistle, the manually operated call points, and all internal signals that are required in an emergency;

unless such services have an independent supply for the period of 36 h from an accumulator battery suitably located for use in an emergency.

2.4 For a period of 36 h:

one of the fire pumps required by regulations 11-2/10.2.2.2 and 11-2/10.2.2.3;

the automatic sprinkler pump, if any; and

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

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

2.6 For a period of half an hour:

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

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

2.7 In a ship engaged regularly on voyages of short duration, the Administration if satisfied that an adequate standard of safety would be attained may accept a lesser period than the 36 h period specified in paragraphs 2.1 to 2.4 but not less than 12 h.

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

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

driven by a suitable prime mover with an independent supply of fuel having a flashpoint (closed-cup test) of not less than 43°C;

started automatically upon failure of the electrical supply from the main source of electrical power and shall be automatically connected to the emergency switchboard; those services referred to in paragraph 4 shall then be transferred automatically to the emergency generating set. The automatic starting system and the characteristic of the prime mover shall be such as to permit the emergency generator to carry its full rated load as quickly as is safe and practicable, subject to a maximum of 45 s; unless a second independent means of starting the emergency generating set is provided,

the single source of stored energy shall be protected to preclude its complete depletion by the automatic starting system; and

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

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

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

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

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

4.1 For half an hour:

.1 the lighting required by paragraphs 2.1 and 2.2;

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

4.2 Power to operate the watertight doors, as required by regulation 13.6.3.3, but not necessarily all of them simultaneously, unless an independent temporary source of stored energy is provided. Power to the control, indication and alarm circuits as required by regulation 13.6.2 for half an hour.

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

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

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

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

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

6 The emergency generator and its prime mover and any emergency accumulator battery shall be so designed and arranged as to ensure that they will function at full rated power when the ship is upright and when inclined at any angle of list up to 22.5° or when inclined up to 10° either in the fore or aft direction, or is in any combination of angles within those limits.

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

Regulation 42-1

Supplementary emergency lighting for ro-ro passenger ships

(This regulation applies to all passenger ships with ro-ro cargo spaces or special category spaces as defined in regulation IT2/3, except that for ships constructed before 22 October 1989, this regulation shall apply not later than 22 October 1990)

1 In addition to the emergency lighting required by regulation 42.2, on every passenger ship with ro-ro cargo spaces or special category spaces as defined in regulation 11-2/3:

.1 all passenger public spaces and alleyways shall be provided with supplementary electric lighting that can operate for at least 3 h 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. The supplementary lighting shall be such that any failure of the lamp will be immediately apparent. Any accumulator battery provided shall be replaced at intervals having regard to the specified service life in the ambient conditions that they are subject to in service; and

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

Regulation 43

Emergency source of electrical power in cargo ships

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

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

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

1.1 The electrical power available shall be sufficient to supply all those services that are essential for safety in an emergency, due regard being paid to such services as may have to be operated simultaneously. The emergency source of electrical power shall be capable, having regard to starting currents and the transitory nature of certain loads, of supplying simultaneously at least the following services for the periods specified hereinafter, if they depend upon an electrical source for their operation:

1.2 For a period of 3 h, emergency lighting at every muster and embarkation station and over the sides as required by regulations 111/11.4 and 111/16.7.

1.3 For a period of 18 h, emergency lighting:

2.6.2 In a ship engaged regularly in voyages of short duration, the Administration if satisfied that an adequate standard of safety would be attained may accept a lesser period than the 18 h period specified in paragraphs 2.2 to 2.5 but not less than 12 h.

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

3.1 Where the emergency source of electrical power is a generator, it shall be: driven by a suitable prime mover with an independent supply of fuel, having a flashpoint (closed-cup test) of not less than 43°C;

started automatically upon failure of the main source of electrical power supply unless a transitional source of emergency electrical power in accordance with paragraph 3.1.3 is provided; where the emergency generator is automatically started, it shall be automatically connected to the emergency switchboard; those services referred to in paragraph 4 shall then be connected automatically to the emergency generator; and unless a second independent means of starting the emergency generator is provided the single source of stored energy shall be protected to preclude its complete depletion by the automatic starting system; and

provided with a transitional source of emergency electrical power as specified in paragraph 4 unless an emergency generator is provided capable both of supplying the services mentioned in that paragraph and of being automatically started and supplying the required load as quickly as is safe and practicable subject to a maximum of 45 s.

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

1.2 The Administration may require additional precautions for portable electrical equipment for use in confined or exceptionally damp spaces where particular risks due to conductivity may exist.

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

2 Main and emergency switchboards shall be so arranged as to give easy access as may be needed to apparatus and equipment, without danger to personnel. The sides and the rear and, where necessary, the front of switchboards shall be suitably guarded. Exposed live parts having voltages to earth exceeding a voltage to be specified by the Administration shall not be installed on the front of such switchboards. Where necessary, non-conducting mats or gratings shall be provided at the front and rear of the switchboard.

3.1 The hull return system of distribution shall not be used for any purpose in a tanker, or for power, heating, or lighting in any other ship of 1,600 gross tonnage and upwards.

3.2 The requirement of paragraph 3.1 does not preclude under conditions approved by the Administration the use of:

3.2.1 For ships constructed on or after 1 October 1994, the requirement of paragraph 3.1 does not preclude the use of limited and locally earthed systems, provided that any possible resulting current does not flow directly through any dangerous spaces.

3.3 Where the hull return system is used, all final subcircuits, i.e. all circuits fitted after the last protective device, shall be two-wire and special precautions shall be taken to the satisfaction of the Administration.

4.1 Earthed distribution systems shall not be used in a tanker. The Administration may exceptionally permit in a tanker the earthing of the neutral for alternating current power networks of 3,000 V (line to line) and over, provided that any possible resulting current does not flow directly through any of the dangerous spaces.

4.2 When a distribution system, whether primary or secondary, for power, heating or lighting, with no connection to earth is used, a device capable of continuously monitoring the insulation level to earth and of giving an audible or visual indication of abnormally low insulation values shall be provided.

4.3 Ships constructed on or after 1 October 1994, in lieu of the provisions of paragraph 4.1, shall comply with the following requirements:

Except as permitted by paragraph 4.3.2, earthed distribution systems shall not be used in a tanker.

The requirement of paragraph 4.3.1 does not preclude the use of earthed intrinsically safe circuits and in addition, under conditions approved by the Administration, the use of the following earthed systems:

5.1 Except as permitted by the Administration in exceptional circumstances, all metal sheaths and armour of cables shall be electrically continuous and shall be earthed.

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

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

5.4 Where cables which are installed in hazardous areas introduce the risk of fire or explosion in the event of an electrical fault in such areas, special precautions against such risks shall be taken to the satisfaction of the Administration.

5.5 Cables and wiring shall be installed and supported in such a manner as to avoid chafing or other damage.

5.6 Terminations and joints in all conductors shall be so made as to retain the original electrical, mechanical, flame-retarding and, where necessary, fire-resisting properties of the cable.

1 .1 Each separate circuit shall be protected against short circuit and against overload, except as permitted in regulations 29 and 30 or where the Administration may exceptionally otherwise permit.

2 .2 The rating or appropriate setting of the overload protective device for each circuit shall be permanently indicated at the location of the protective device.

Refer to Recommendation on performance standards for public address systems on passenger ships, including cabling (MSC/Circ.808).

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

8 All lighting and power circuits terminating in a bunker or cargo space shall be provided with a multiplepole switch outside the space for disconnecting such circuits.

9.1 Accumulator batteries shall be suitably housed, and compartments used primarily fortheir accommodation shall be properly constructed and efficiently ventilated.

9.2 Electrical or other equipment which may constitute a source of ignition of flammable vapours shall not be permitted in these compartments except as permitted in paragraph 10.

9.3 Accumulator batteries shall not be located in sleeping quarters except where hermetically sealed to the satisfaction of the Administration.

10 No electrical equipment shall be installed in any space where flammable mixtures are liable to collect, e.g. in compartments assigned principally to accumulator batteries, in paint lockers, acetylene stores or similar spaces, unless the Administration is satisfied that such equipment is:

11 In tankers, electrical equipment, cables and wiring shall not be installed in hazardous locations unless it conforms with standards not inferior to those acceptable to the Organization. However, for locations not covered by such standards, electrical equipment, cables and wiring which do not conform to the standards may be installed in hazardous locations based on a risk assessment to the satisfaction of the Administration, to ensure that an equivalent level of safety is assured.

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12 In a passenger ship, distribution systems shall be so arranged that fire in any main vertical zone as is defined in regulation II-2/3.32 will not interfere with services essential for safety in any other such zone. This requirement will be met if main and emergency feeders passing through any such zone are separated both vertically and horizontally as widely as is practicable.

* Refer to the standards published by the International Electrotechnical Commission, and in particular IEC 60092-502:1999, Electrical installations in ships - Tankers.

Reg. 3-6.1

(Source: MSC. 1/Circ. 1572/Rev. 2)

0/7 tankers

10.1 This regulation is only applicable to oil tankers having integral tanks for carriage of oil in bulk, which is contained in the definition of oil in Annex I of MARPOL. Independent oil tanks can be excluded. Regulation 11-1/3-6 should not normally be applied to an FPSO* or FSU* unless the Administration decides otherwise.

Technical background

10.2 Means of access specified in the Technical provisions contained in resolution MSC.158(78) are not specific with respect to the application to integral cargo oil tanks or also to independent cargo oil tanks. Enhanced survey programme (ESP) requirements of oil tankers have been established assuming the target cargo oil tanks are integral tanks. The means of access regulated under regulation 11-1/3-6 is for overall and close-up inspections as defined in regulation IX/1. Therefore it is assumed that the target cargo oil tanks are those of ESP, i.e. integral cargo tanks. Regulation 11-1/3-6 is applicable to new, purpose- built FPSOs or FSUs if they are subject to the scope of the 2011 ESP Code (resolution A.1049(27), as amended). Considering that the principles of the Technical provisions for means of access for inspections (resolution MSC.158(78)) recognize that permanent means of access should be considered and provided for at the design stage so that, to the maximum extent possible, they can be made an integral part of the designed structural arrangement, regulation 11-1/3-6 is not considered applicable to an FPSO/FSU that is converted from an existing tanker.

Reference

10.3 SOLAS regulation IX/1 and the 2011 ESP Code, as amended.

11 Means of access to cargo and other spaces

(Source: MSC. 1/Circ. 1572/Rev.2)

Reg. 3-6.2.1

Each space for which close-up inspection is not required such as fuel oil tanks and void spaces forward of cargo area, may be provided with a means of access necessary for overall survey intended to report on the overall conditions of the hull structure.

12 Means of access to cargo and other spaces

(Source: MSC. 1/Circ. 1572/Rev. 2)

Reg. 3-6.2.2

12.1 Some possible alternative means of access are listed under paragraph 3.9 of the Technical provisions for means of access for inspections. Always subject to acceptance as equivalent by the Administration, alternative means such as an unmanned robot arm, ROVs' and dirigibles with the necessary equipment of the permanent means of access for overall and close-up inspections and thickness measurements of the deck head structure such as deck transverses and deck longitudinals of cargo oil tanks and ballast tanks, should be capable of:

safe operation in ullage space in a gas-free environment; and introduction into the place directly from a deck access.

Technical background

12.2 Innovative approaches, in particular the development of robots in place of elevated passageways, are encouraged and it is considered worthwhile to provide the functional requirement for the innovative approach.

13 Means of access to cargo and other spaces

(Source: MSC. 1/Circ. 1572/Rev.2)

Reg. 3-6.2.3

Inspection

1. The means of access arrangements, including portable equipment and attachments, should be annually inspected by the crew or competent inspectors and the inspections should be recorded in Part 2 of the Ship Structure Access Manual. In addition, prior to any space examinations that utilized the permanent means of access, an inspection to confirm the condition of the permanent means of access should be recorded for each space.

Procedures

2. Any Company-authorized person using the means of access should assume the role of inspector and check for obvious damage prior to using the access arrangements. Whilst using the means of access, the inspector should verify the condition of the sections used by close-up examination of those sections and note any deterioration in the provisions. Should any damage or deterioration be found, the effect of such deterioration including loss of coating and wastage should be assessed as to whether the damage or deterioration affects the safety for continued use of the access. Deterioration found that is considered to affect safe use should be determined as “substantial damage” and measures should be put in place to ensure that the affected section(s) are not to be further used prior to effective repair. Substantial damage should be reported in Part 2 of the Ship Structure Access Manual.

3. Statutory survey of any space that contains means of access should include verification of the continued effectiveness of the means of access in that space. Survey of the means of access should not be expected to exceed the scope and extent of the survey being undertaken. If the means of access is found deficient the scope of survey should be extended if this is considered appropriate.

4. Records of all inspections should be established based on the requirements detailed in the ship’s Safety Management System. The records should be readily available to persons using the means of access and a copy attached to the Ship Structure Access Manual. The latest record for the portion of the means of access inspected should include as a minimum the date of the inspection, the name and title of the inspector, a confirmation signature, the sections of means of access inspected, verification of continued serviceable condition or details of any deterioration or substantial damage found and repairs carried out. A file of permits issued should be maintained for verification. Inspection records of permanent means of access should be made available to classification society surveyors prior to survey.

Technical background

5. It is recognized that means of access may be subject to deterioration in the long term due to the corrosive environment and external forces from ship motions and sloshing of liquid contained in the tank, and mechanical damage in the cargo hold. Means of access therefore should be inspected at every opportunity of tank/space entry, but at a minimum annually. The above interpretation should be contained in a section of the Ship Structure Access Manual.

14 Safe access to cargo holds, cargo tanks, ballast tanks and other spaces

Reg. 3-6.3.1

1. Access to a double-side skin space of bulk carriers may be either from a topside tank or doublebottom tank or from both.

2. The wording “not intended for the carriage of oil or hazardous cargoes" applies only to “similar compartments”, i.e. safe access can be through a pump-room, deep cofferdam, pipe tunnel, cargo hold or double-hull space.

Technical background

3. Unless used for other purposes, the double-side skin space should be designed as a part of a large U-shaped ballast tank and such space should be accessed through the adjacent part of the tank, i.e. topside tank or double-bottom/bilge hopper tank. Access to the double-side skin space from the adjacent part rather than direct from the open deck is justified. Any such arrangement should provide a directly routed, logical and safe access that facilitates easy evacuation of the space.

15. Safe access to cargo holds, cargo tanks, ballast tanks and other spaces

1. A cargo oil tank of less than 35 m length without a swash bulkhead requires only one access hatch.

2. Where rafting is indicated in the Ship Structures Access Manual as the means to gain ready access

to the under-deck structure, the term “similar obstructions” referred to in the regulation includes internal structures (e.g. webs > 1.5 m deep) which restrict the ability to raft (at the maximum water level needed for rafting of under-deck structure) directly to the nearest access ladder and hatchway to the deck. When rafts or boats alone, as an alternative means of access, are allowed under the conditions specified in the 2011 ESP Code, permanent means of access are to be provided to allow safe entry and exit. This means:

1. access direct from the deck via a vertical ladder and small platform fitted approximately 2 m below the deck in each bay; or

2. access to the deck from a longitudinal permanent platform having ladders to the deck in each end of the tank. The platform should, for the full length of the tank, be arranged in level with, or above, the maximum water level needed for rafting of the under-deck structure. For this purpose, the ullage corresponding to the maximum water level should not be assumed to be more than 3 m from the deck plate measured at the midspan of deck transverses and in the middle length of the tank (see figure below). A permanent means of access from the I longitudinal permanent platform to the water level indicated above should be fitted in each I bay (e.g. permanent rungs on one of the deck webs inboard of the longitudinal permanent " platform).

In applying 0_V, openings which cannot be or are incapable of being closed weathertight include ventilators (complying with regulation 19(4) of the International Convention on Load Lines, 1966) that for operational reasons have to remain open to supply air to the engine-room, emergency generator room or closed ro-ro and vehicle spaces (if the same is considered buoyant in the stability calculation or protecting openings leading below) for the effective operation of the ship. Where it is not technically feasible to treat some closed ro-ro and vehicle space ventilators as unprotected openings, Administrations may allow an alternative arrangement that provides an equivalent level of safety.

26 Subdivision, watertight and weathertight integrity - (Source: MSC.1/Circ.1572/Rev.2) Stability management

Regs. 13, 26.1 Doors in watertight bulkheads of passenger ships and cargo ships

17'1 ’ This interpretation pertains to doors[********] located in way of the internal watertight subdivision boundaries and

17-1 and 22 the _ext_erna| watertight boundaries necessary to ensure compliance with the relevant subdivision and damage stability regulations.

This interpretation does not apply to doors located in external boundaries above equilibrium or intermediate waterplanes.

The design and testing requirements for watertight doors vary according to their location relative to the 1) equilibrium waterplane or intermediate waterplane at any stage of assumed flooding, and/or 2) bulkhead deck or freeboard deck.

26.1.1 Definitions

For the purpose of this interpretation the following definitions apply:

26.1.1.1 Watertight: Capable of preventing the passage of water in any direction under a design head. The design head for any part of a structure should be determined by reference to its location relative to the bulkhead deck or freeboard deck, as applicable, or to the most unfavourable equilibrium/intermediate waterplane, in accordance with the applicable subdivision and damage stability regulations, whichever is the greater. A watertight door is thus one that will maintain the watertight integrity of the subdivision bulkhead in which it is located.

26.1.1.2 Equilibrium waterplane: The waterplane in still water when, taking account of flooding due to an assumed damage, the weight and buoyancy forces acting on a ship are in balance. This relates to the final condition when no further flooding takes place or after cross-flooding is completed.

26.1.1.3 Intermediate waterplane: The waterplane in still water, which represents the instantaneous floating position of a ship at some intermediate stage between commencement and completion of flooding when, taking account of the assumed instantaneous state of flooding, the weight and buoyancy forces acting on a ship are in balance.

26.1.1.4 Sliding door or rolling door: A door having a horizontal or vertical motion generally parallel to the plane of the door.

26.1.1.5 Hinged door: A door having a pivoting motion about one vertical or horizontal edge.

26.2 Structural design

Doors and their frames should be of approved design and substantial construction in accordance with the requirements of the Administration and should preserve the strength of the subdivision bulkheads in which they are fitted.

26.3 Operation mode, location and outfitting

Doors should be fitted in accordance with all requirements regarding their operation mode, location and outfitting, i.e. provision of controls, means of indication, etc., as shown in table 1 below. This table should be read in conjunction with paragraphs 26.3.1 to 26.5.4 below.

26.3.1 Frequency of use while at sea

26.3.1.1 Normally closed: Kept closed at sea but may be used if authorized. To be closed again after use.

26.3.1.2 Permanently closed: The time of opening such doors in port and of closing them before the ship leaves port should be entered in the logbook. Should such doors be accessible during the voyage, they should be fitted with a device to prevent unauthorized opening.

26.3.1.3 Used: Kept closed but may be opened during navigation when authorized by the Administration to permit the passage of passengers or crew, or when work in the immediate vicinity of the door necessitates it being opened. The door should be immediately closed after use.

26.3.2 Type

Power operated, sliding or rolling^

Poweroperated, hinged

Sliding or rolling

Hinged

26.3.3 Control

26.3.3.1 Local

26.3.3.1.1 All doors, except those which should be permanently closed at sea, should be capable of being opened and closed by hand (and by power, where applicable) locally,[††††††††] from both sides of the doors, with the ship listed to either side.

26.3.3.1.2 For passenger ships, the angle of list at which operation by hand should be possible is 15°.

26.3.3.1.3 For cargo ships, the angle of list at which operation by hand should be possible is 30°.

26.3.3.2 Remote

Where indicated in table 1, doors should be capable of being remotely closed by power from the bridge* for all ships, and also by hand from a position above the bulkhead deck for passenger ships, as required by regulation 11-1/13.7.1.4.* Where it is necessary to start the power unit for operation of the watertight door, means to start the power unit should also be provided at remote control stations. The operation of such remote control should be in accordance with regulations 11-1/13.8.1 to 11-1/13.8.3.* For tankers, where there is a permanent access from a pipe tunnel to the main pump room, in accordance with regulation II-2/4.5.2.4 the watertight door should be capable of being manually closed from outside the main pump-room entrance in addition to the requirements above.

26.3.4 Indication*

26.3.4.1 Where shown in table 1, position indicators should be provided at all remote operating positions for all ships and provided locally on both sides of the internal doors for cargo ships, to show whether the doors are open or closed and, if applicable, with all dogs/cleats fully and properly engaged.

26.3.4.2 The door position indicating system should be of self-monitoring type and the means for testing of the indicating system should be provided at the position where the indicators are fitted.

26.3.4.3 A diagram showing the location of the door and an indication to show its position should be provided at the central operating console located at the navigation bridge. A red light should indicate the door is in the open position and a green light should indicate the door is in the closed position. When the door is closed from this remote position, the red light should flash when the door is in an intermediate position. This applies to passenger ships and cargo ships.

26.3.4.4 Special care should be taken in order to avoid potential danger when passing through the door. Signboard/instructions should be placed in way of the door advising how to act when the door is in “doors closed” mode.

26.3.5 Alarms*

26.3.5.1 For passenger ships, failure of the normal power supply of the required alarms should be indicated by an audible and visual alarm at the central operating console at the navigation bridge. For cargo ships, failure of the normal power supply of the required alarms should be indicated by an audible and visual alarm at the navigation bridge.

26.3.5.2 All door types, including power-operated sliding watertight doors, which are capable of being remotely closed should be provided with an audible alarm, distinct from any other alarm in the area, which will sound whenever such a door is remotely closed. For passenger ships the alarm should sound for at least 5 seconds but not more than 10 seconds before the door begins to move and should continue sounding until the door is completely closed. In the case of remote closure by hand operation, an alarm should sound only while the door is actually moving.

26.3.5.3 In passenger areas and areas of high ambient noise, the audible alarms should be supplemented by visual signals at both sides of the doors.

26.3.5.4 All watertight doors, including sliding doors, operated by hydraulic door actuators, either a central hydraulic unit or an independent hydraulic unit for each door should be provided with a low fluid level alarm or low gas pressure alarm, as applicable, or some other means of monitoring loss of stored
energy in the hydraulic accumulators. For passenger ships, this alarm should be both audible and visible and should be located at the central operating console at the navigation bridge. For cargo ships, this alarm should be both audible and visible and should be located at the navigation bridge.

26.3.6 Notices

As shown in table 1, doors which are normally closed at sea, but are not provided with means of remote closure, should have notices fixed to both sides of the doors stating: “To be kept closed at sea”. Doors which should be permanently closed at sea should have notices fixed to both sides stating: “Not to be opened at sea”.

26.3.7 Location

For passenger ships the watertight doors and their controls should be located in compliance with regulations 11-1/13.5.3 and 11-1/13.7.1.2.2.[‡‡‡‡‡‡‡‡]

26.4 Fire doors

Watertight doors may also serve as fire doors but need not be fire-tested if fitted on cargo

ships or if fitted below the bulkhead deck on passenger ships. However, such doors fitted above the bulkhead deck on passenger ships should be tested to the Fire Test Procedures (FTP) Code in accordance with the fire rating of the division they are fitted in. These doors should also comply with the means of escape provisions of regulation 11-2/13. If it is not practicable to ensure self-closing, means of indication on the bridge showing whether these doors are open or closed and a notice stating “To be kept closed at sea" can be an alternative to self-closing.

26.4.2 Where a watertight door is located adjacent to a fire door, both doors should be capable of independent operation, remotely if required by regulations 11-1/13.8.1 to 11-1/13.8.3' and from both sides of each door.

26.5 Testing

Doors which become immersed by an equilibrium or intermediate waterplane or are below

the freeboard or bulkhead deck should be subjected to a hydrostatic pressure test.

26.5.1 For large doors intended for use in the watertight subdivision boundaries of cargo spaces, structural analysis may be accepted in lieu of pressure testing. Where such doors utilize gasket seals, a prototype pressure test to confirm that the compression of the gasket material is capable of accommodating any deflection revealed by the structural analysis should be carried out.

26.5.2 Doors above freeboard or bulkhead deck, which are not immersed by an equilibrium or intermediate waterplane but become intermittently immersed at angles of heel in the required range of positive stability beyond the equilibrium position, should be hose tested.

26.5.3 Pressure testing

26.5.3.1 The head of water used for the pressure test should correspond at least to the head measured from the lower edge of the door opening, at the location in which the door should be fitted in the ship, to the bulkhead deck or freeboard deck, as applicable, or to the most unfavourable damage waterplane, if that be greater. Testing may be carried out at the factory or other shore-based testing facility prior to installation in the ship.

26.5.3.2 Leakage criteria

26.5.3.2.1 The following acceptable leakage criteria should apply:

26.5.3.2.2 Limited leakage may be accepted for pressure tests on large doors located in cargo spaces employing gasket seals or guillotine doors located in conveyor tunnels, in accordance with the following:'

. . . .. . . . (P + 4.572)h³

Leakage rate (L/min) = ------- ₆₅₆₈ —

where P = perimeter of door opening (metres)

h = test head of water (metres)

26.5.3.2.3 However, in the case of doors where the water head taken for the determination of the scantling does not exceed 6.1 m, the leakage rate may be taken as equal to 0.375 L/min if this value is greater than that calculated by the above-mentioned formula.

26.5.3.3 For doors of passenger ships which are used at sea and which become submerged by the equilibrium or intermediate waterplane, a prototype test should be conducted, on each side of the door, to check the satisfactory closing of the door against a force equivalent to a water height of at least 1 m above the sill on the centre line of the door.*

26.5.4 Hose testing after installation

All watertight doors should be subject to a hose test after installation in a ship. Hose testing should be carried out from each side of a door unless, for a specific application, exposure to floodwater is anticipated only from one side. Where a hose test is not practicable because of possible damage to machinery, electrical equipment insulation or outfitting items, it may be replaced by means such as an ultrasonic leak test or an equivalent test.

regulations 5.3.1.3.2 and 5.3.4 to passenger ships not later than the date of the first survey after 1 July 2008; and

regulation 4.5.7.1.

2.3 Ships constructed on or after 1 July 2002 and before 1 July 2010 shall comply with paragraphs 7.1.1, 7.4.4.2, 7.4.4.3 and 7.5.2.1.2 of regulation 9, as adopted by resolution MSC.99(73).

2.4 The following ships, with cargo spaces intended for the carriage of packaged dangerous goods, shall comply with regulation 19.3, except when carrying dangerous goods specified as classes 6.2 and 7 and dangerous goods in limited quantities[§§§§§§§§] and excepted quantities’ in accordance with tables 19.1 and 19.3, not later than the date of the first renewal survey on or after 1 January 2011:

.1 cargo ships of 500 gross tonnage and upwards and passenger ships constructed on or after 1 September 1984 but before 1 January 2011; and

.2 cargo ships of less than 500 gross tonnage constructed on or after 1 February 1992 but before 1 January 2011,

and notwithstanding these provisions;

2.5 Ships constructed before 1 July 2012 shall also comply with regulation 10.10.1.2, as adopted by resolution MSC.338(91).

2.6 Vehicle carriers constructed before 1 January 2016, including those constructed before 1 July 2012, shall comply with paragraph 2.2 of regulation 20-1, as adopted by resolution MSC.365(93).

2.7 Tankers constructed before 1 January 2016, including those constructed before 1 July 2012, shall comply with regulation 16.3.3 except 16.3.3.3.

2.8 Regulations 4.5.5.1.1 and 4.5.5.1.3 apply to ships constructed on or after 1 July 2002 but before 1 January 2016, and regulation 4.5.5.2.1 applies to all ships constructed before 1 January 2016.

2.9 Regulation 10.5.1.2.2, as amended by resolution MSC.409(97), applies to ships constructed before 1 January 2020, including those constructed before 1 July 2012.

3 Repairs, alterations, modifications and outfitting

SEE INTERPRETATION 1

3.1 All ships which undergo repairs, alterations, modifications and outfitting related thereto shall continue to comply with at least the requirements previously applicable to these ships. Such ships, if constructed before 1 July 2012, shall, as a rule, comply with the requirements for ships constructed on or after that date to at least the same extent as they did before undergoing such repairs, alterations, modifications or outfitting.

3.2 Repairs, alterations and modifications which substantially alter the dimensions of a ship or the passenger accommodation spaces, or substantially increase a ship's service life and outfitting related thereto, shall meet the requirements for ships constructed on or after 1 July 2012 in so far as the Administration deems reasonable and practicable.

4 Exemptions

4.1 The Administration may, if it considers that the sheltered nature and conditions of the voyage are such as to render the application of any specific requirements of this chapter unreasonable or unnecessary, exempt[*********] from those requirements individual ships or classes of ships entitled to fly the flag of its State, provided that such ships, in the course of their voyage, do not sail at distances of more than 20 miles from the nearest land.

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

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

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

5 Applicable requirements depending on ship type

Unless expressly provided otherwise:

requirements not referring to a specific ship type shall apply to ships of all types; and

requirements referring to "tankers" shall apply to tankers subject to the requirements specified in paragraph 6 below.

6 Application of requirements for tankers

6.1 Requirements for tankers in this chapter shall apply to tankers carrying crude oil or petroleum products having a flashpoint not exceeding 60°C (closed-cup test), as determined by an approved flashpoint apparatus, and a Reid vapour pressure which is below the atmospheric pressure or other liquid products having a similar fire hazard.

6.2 Where liquid cargoes other than those referred to in paragraph 6.1 or liquefied gases which introduce additional fire hazards are intended to be carried, additional safety measures shall be required, having due regard to the provisions of the International Bulk Chemical Code, as defined in regulation VII/8.1, the Bulk Chemical Code, the International Gas Carrier Code, as defined in regulation VII/11.1, and the Gas Carrier Code, as appropriate.

6.2.1 A liquid cargo with a flashpoint of less than 60°C for which a regular foam fire-fighting system complying with the Fire Safety Systems Code is not effective, is considered to be a cargo introducing additional fire hazards in this context. The following additional measures are required:

.1 the foam shall be of alcohol-resistant type;

the type of foam concentrates for use in chemical tankers shall be to the satisfaction of the Administration, taking into account the guidelines developed by the Organization; and

the capacity and application rates of the foam extinguishing system shall comply with chapter 11 of the International Bulk Chemical Code, except that lower application rates may be accepted based

on performance tests. For tankers fitted with inert gas systems, a quantity of foam concentrate sufficient for 20 min of foam generation may be accepted.[†††††††††]

6.2.2 For the purpose of this regulation, a liquid cargo with a vapour pressure greater than 1.013 bar absolute at 37.8°C is considered to be a cargo introducing additional fire hazards. Ships carrying such substances shall comply with paragraph 15.14 of the International Bulk Chemical Code. When ships operate in restricted areas and at restricted times, the Administration concerned may agree to waive the requirements for refrigeration systems in accordance with paragraph 15.14.3 of the International Bulk Chemical Code.

6.3 Liquid cargoes with a flashpoint exceeding 60°C other than oil products or liquid cargoes subject to the requirements of the International Bulk Chemical Code are considered to constitute a low fire risk, not requiring the protection of a fixed foam extinguishing system.

6.4 Tankers carrying petroleum products with a flashpoint exceeding 60°C (closed-cup test), as determined by an approved flashpoint apparatus, shall comply with the requirements provided in regulations 10.2.1.4.4 and 10.10.2.3 and the requirements for cargo ships other than tankers, except that, in lieu of the fixed fireextinguishing system required in regulation 10.7, they shall be fitted with a fixed deck foam system which shall comply with the provisions of the Fire Safety Systems Code.

6.5 Combination carriers constructed before, on or after 1 July 2002 shall not carry cargoes other than oil unless all cargo spaces are empty of oil and gas-freed or unless the arrangements provided in each case have been approved by the Administration taking into account the guidelines developed by the Organization.*

6.6 Chemical tankers and gas carriers shall comply with the requirements for tankers, except where alternative and supplementary arrangements are provided to the satisfaction of the Administration, having due regard to the provisions of the International Bulk Chemical Code and the International Gas Carrier Code, as appropriate.

6.7 The requirements of regulations 4.5.10.1.1 and 4.5.10.1.4 and a system for continuous monitoring of the concentration of hydrocarbon gases shall be fitted on all tankers constructed before 1 July 2002 by the date of the first scheduled dry-docking after 1 July 2002, but not later than 1 July 2005. Sampling points or detector heads shall be located in suitable positions in order that potentially dangerous leakages are readily detected. When the hydrocarbon gas concentration reaches a pre-set level which shall not be higher than 10% of the lower flammable limit, a continuous audible and visual alarm signal shall be automatically effected in the pump-room and cargo control room to alert personnel to the potential hazard. However, existing monitoring systems already fitted having a pre-set level not greater than 30% of the lower flammable limit may be accepted.

Regulation 2

Fire safety objectives and functional requirements

1 Fire safety objectives

1.1 The fire safety objectives of this chapter are to:

prevent the occurrence of fire and explosion;

reduce the risk to life caused by fire;

reduce the risk of damage caused by fire to the ship, its cargo and the environment; contain, control and suppress fire and explosion in the compartment of origin; and provide adequate and readily accessible means of escape for passengers and crew.

2.2 Arrangements for oil fuel

In a ship in which oil fuel is used, the arrangements for the storage, distribution and utilization of the oil fuel shall be such as to ensure the safety of the ship and persons on board and shall at least comply with the following provisions.

2.2.1 Location of oil fuel systems

As far as practicable, parts of the oil fuel system containing heated oil under pressure exceeding 0.18 N/mm²shall not be placed in a concealed position such that defects and leakage cannot readily be observed. The machinery spaces in way of such parts of the oil fuel system shall be adequately illuminated.

2.2.2 Ventilation of machinery spaces

The ventilation of machinery spaces shall be sufficient under normal conditions to prevent accumulation of oil vapour.

2.2.3 Oil fuel tanks

2.2.3.1 Fuel oil, lubrication oil and other flammable oils shall not be carried in forepeak tanks.

2.2.3.2 As far as practicable, oil fuel tanks shall be part of the ship's structure and shall be located outside machinery spaces of category A. Where oil fuel tanks, other than double-bottom tanks, are necessarily located adjacent to or within machinery spaces of category A, at least one of their vertical sides shall be contiguous to the machinery space boundaries, and shall preferably have a common boundary with the double-bottom tanks, and the area of the tank boundary common with the machinery spaces shall be kept to a minimum.[‡‡‡‡‡‡‡‡‡] Where such tanks are situated within the boundaries of machinery spaces of category A they shall not contain oil fuel having a flashpoint of less than 60°C. In general, the use of free-standing oil fuel tanks shall be avoided. When such tanks are employed their use shall be prohibited in category A machinery spaces on passenger ships. Where permitted, they shall be placed in an oil-tight spill tray of ample size having a suitable drain pipe leading to a suitably sized spill oil tank.

2.2.3.3 No oil fuel tank shall be situated where spillage or leakage therefrom can constitute a fire or explosion hazard by falling on heated surfaces.

2.2.3.4 Oil fuel pipes, which, if damaged, would allow oil to escape from a storage, settling or daily service tank having a capacity of 500 L and above situated above the double bottom, shall be fitted with a cock or valve directly on the tank capable of being closed from a safe position outside the space concerned in the event of a fire occurring in the space in which such tanks are situated. In the special case of deep tanks situated in any shaft or pipe tunnel or similar space, valves on the tank shall be fitted, but control in the event of fire may be effected by means of an additional valve on the pipe or pipes outside the tunnel or similar space. If such an additional valve is fitted in the machinery space, it shall be operated from a position outside this space. The controls for remote operation of the valve for the emergency generator fuel tank shall be in a separate location from the controls for remote operation of other valves for tanks located in machinery spaces.

2.2.3.5 Safe and efficient means of ascertaining the amount of oil fuel contained in any oil fuel tank shall be provided.

2.2.3.5.1 Where sounding pipes are used, they shall not terminate in any space where the risk of ignition of spillage from the sounding pipe might arise. In particular, they shall not terminate in passenger or crew spaces. As a general rule, they shall not terminate in machinery spaces. However, where the Administration considers that these latter requirements are impracticable, it may permit termination of sounding pipes in machinery spaces on condition that all of the following requirements are met:

an oil-level gauge is provided meeting the requirements of paragraph 2.2.3.5.2;

the sounding pipes terminate in locations remote from ignition hazards unless precautions are taken, such as the fitting of effective screens, to prevent the oil fuel in the case of spillage through the terminations of the sounding pipes from coming into contact with a source of ignition; and

the terminations of sounding pipes are fitted with self-closing blanking devices and with a small-

diameter self-closing control cock located below the blanking device for the purpose of ascertaining before the blanking device is opened that oil fuel is not present. Provisions shall be made so as to ensure that any spillage of oil fuel through the control cock involves no ignition hazard.

2.2.3.5.2 Other oil-level gauges may be used in place of sounding pipes subject to the following conditions:

in passenger ships, such gauges shall not require penetration below the top of the tank and their failure or overfilling of the tanks shall not permit release of fuel; and

in cargo ships, the failure of such gauges or overfilling of the tank shall not permit release of fuel into the space. The use of cylindrical gauge glasses is prohibited. The Administration may permit the use of oil-level gauges with flat glasses and self-closing valves between the gauges and fuel tanks.

2.2.3.5.3 The means prescribed in paragraph 2.2.3.5.2 which are acceptable to the Administration shall be maintained in the proper condition to ensure their continued accurate functioning in service.

2.2.4 Prevention of overpressure

Provisions shall be made to prevent overpressure in any oil tank or in any part of the oil fuel system, including the filling pipes served by pumps on board. Air and overflow pipes and relief valves shall discharge to a position where there is no risk of fire or explosion from the emergence of oils and vapour and shall not lead into crew spaces, passenger spaces nor into special category spaces, closed ro-ro spaces, machinery spaces or similar spaces.

2.2.5 Oil fuel piping

2.2.5.1 Oil fuel pipes and their valves and fittings shall be of steel or other approved material, except that restricted use of flexible pipes shall be permissible in positions where the Administration is satisfied that they are necessary.* Such flexible pipes and end attachments shall be of approved fire-resisting materials of adequate strength and shall be constructed to the satisfaction of the Administration. For valves fitted to oil fuel tanks and under static pressure, steel or spheroidal-graphite cast iron may be accepted. However, ordinary cast iron valves may be used in piping systems where the design pressure is lower than 7 bar and the design temperature is below 60°C.

2.2.5.2 External high-pressure fuel delivery lines between the high-pressure fuel pumps and fuel injectors shall be protected with a jacketed piping system capable of containing fuel from a high-pressure line failure. A jacketed pipe incorporates an outer pipe into which the high-pressure fuel pipe is placed, forming a permanent assembly. The jacketed piping system shall include a means for collection of leakages and arrangements shall be provided with an alarm in case of a fuel line failure.

2.2.5.3 Oil fuel lines shall not be located immediately above or near units of high temperature, including boilers, steam pipelines, exhaust manifolds, silencers or other equipment required to be insulated by paragraph 2.2.6. As far as practicable, oil fuel lines shall be arranged far apart from hot surfaces, electrical

’ Refer to recommendations published by the International Organization for Standardization, in particular publications ISO 15540:1999, Ships and marine technology - Fire resistance of hose assemblies - Test methods and ISO 15541:1999, Ships and marine technology - Fire resistance of hose assemblies - Requirements for the test bench.

installations or other sources of ignition and shall be screened or otherwise suitably protected to avoid oil spray or oil leakage onto the sources of ignition. The number of joints in such piping systems shall be kept to a minimum.

2.2.5.4 Components of a diesel engine fuel system shall be designed considering the maximum peak pressure which will be experienced in service, including any high-pressure pulses which are generated and transmitted back into the fuel supply and spill lines by the action of fuel injection pumps. Connections within

B the fuel supply and spill lines shall be constructed having regard to their ability to prevent pressurized oil fuel leaks while in service and after maintenance.

2.2.5.5 In multi-engine installations which are supplied from the same fuel source, means of isolating the fuel supply and spill piping to individual engines shall be provided. The means of isolation shall not affect the operation of the other engines and shall be operable from a position not rendered inaccessible by a fire on any of the engines.

2.2.5.6 Where the Administration may permit the conveying of oil and combustible liquids through accommodation and service spaces, the pipes conveying oil or combustible liquids shall be of a material approved by the Administration having regard to the fire risk.

2.2.6 Protection of high-temperature surfaces

2.2.6.1 Surfaces with temperatures above 220°C which may be impinged as a result of a fuel system failure shall be properly insulated.

2.2.6.2 Precautions shall be taken to prevent any oil that may escape under pressure from any pump, filter or heater from coming into contact with heated surfaces.

2.3 Arrangements for lubricating oil

2.3.1 The arrangements for the storage, distribution and utilization of oil used in pressure lubrication systems shall be such as to ensure the safety of the ship and persons on board. The arrangements made in machinery spaces of category A, and whenever practicable in other machinery spaces, shall at least comply with the provisions of paragraphs 2.2.1, 2.2.3.3, 2.2.3.4, 2.2.3.5, 2.2.4, 2.2.5.1, 2.2.5.3 and 2.2.6, except that:

this does not preclude the use of sight-flow glasses in lubricating systems provided that they are shown by testing to have a suitable degree of fire resistance; and

sounding pipes may be authorized in machinery spaces; however, the requirements of paragraphs 2.2.3.5.1.1 and 2.2.3.5.1.3 need not be applied on condition that the sounding pipes are fitted with appropriate means of closure.

2.3.2 The provisions of paragraph 2.2.3.4 shall also apply to lubricating oil tanks except those having a capacity less than 500 L, storage tanks on which valves are closed during the normal operation mode of the ship, or where it is determined that an unintended operation of a quick-closing valve on the oil lubricating tank would endanger the safe operation of the main propulsion and essential auxiliary machinery.

2.4 Arrangements for other flammable oils

The arrangements for the storage, distribution and utilization of other flammable oils employed under pressure in power transmission systems, control and activating systems and heating systems shall be such as to ensure the safety of the ship and persons on board. Suitable oil collecting arrangements for leaks shall be fitted below hydraulic valves and cylinders. In locations where means of ignition are present, such arrangements shall at least comply with the provisions of paragraphs 2.2.3.3, 2.2.3.5, 2.2.5.3 and 2.2.6 and with the provisions of paragraphs 2.2.4 and 2.2.5.1 in respect of strength and construction.

2.5 Arrangements for oil fuel in periodically unattended machinery spaces

In addition to the requirements of paragraphs 2.1 to 2.4, the oil fuel and lubricating oil systems in a periodically unattended machinery space shall comply with the following:

.1 where daily service oil fuel tanks are filled automatically, or by remote control, means shall be provided to prevent overflow spillages. Other equipment which treats flammable liquids automatically

5.1.6 Means shall be provided to keep deck spills away from the accommodation and service areas. This may be accomplished by provision of a permanent continuous coaming of a height of at least 300 mm, extending from side to side. Special consideration shall be given to the arrangements associated with stern loading.

5.2 Restriction on boundary openings

5.2.1 Except as permitted in paragraph 5.2.2, access doors, air inlets and openings to accommodation spaces, service spaces, control stations and machinery spaces shall not face the cargo area. They shall be located on the transverse bulkhead not facing the cargo area or on the outboard side of the superstructure or deckhouse at a distance of at least 4% of the length of the ship, but not less than 3 m from the end of the superstructure or deckhouse facing the cargo area. This distance need not exceed 5 m.

SEE INTERPRETATION 7

5.2.2 The Administration may permit access doors in boundary bulkheads facing the cargo area or within the 5 m limits specified in paragraph 5.2.1, to main cargo control stations and to such service spaces used as provision rooms, store-rooms and lockers, provided they do not give access directly or indirectly to any other space containing or providing for accommodation, control stations or service spaces such as galleys, pantries or workshops, or similar spaces containing sources of vapour ignition. The boundary of such a space shall be insulated to "A-60" class standard, with the exception of the boundary facing the cargo area. Bolted plates for the removal of machinery may be fitted within the limits specified in paragraph 5.2.1. Wheelhouse doors and windows may be located within the limits specified in paragraph 5.2.1 so long as they are designed to ensure that the wheelhouse can be made rapidly and efficiently gastight and vapourtight.

SEE INTERPRETATION 7

5.2.3 Windows and sidescuttles facing the cargo area and on the sides of the superstructures and deckhouses within the limits specified in paragraph 5.2.1 shall be of the fixed (non-opening) type. Such windows and sidescuttles, except wheelhouse windows, shall be constructed to "A-60" class standard except that "A-0" class standard is acceptable for windows and sidescuttles outside the limit specified in regulation 9.2.4.2.5.

5.2.4 Where there is permanent access from a pipe tunnel to the main pump-room, a watertight door shall be fitted complying with the requirements of regulation 11-1/13-1.2 and, in addition, with the following:

in addition to the bridge operation, the watertight door shall be capable of being manually closed from outside the main pump-room entrance; and

the watertight door shall be kept closed during normal operations of the ship except when access to the pipe tunnel is required.

5.2.5 Permanent approved gastight lighting enclosures for illuminating cargo pump-rooms may be permitted in bulkheads and decks separating cargo pump-rooms and other spaces provided they are of adequate strength and the integrity and gastightness of the bulkhead or deck is maintained.

5.2.6 The arrangement of ventilation inlets and outlets and other deckhouse and superstructure boundary space openings shall be such as to complement the provisions of paragraph 5.3 and regulation 11.6. Such vents, especially for machinery spaces, shall be situated as far aft as practicable. Due consideration in this regard shall be given when the ship is equipped to load or discharge at the stern. Sources of ignition such as electrical equipment shall be so arranged as to avoid an explosion hazard.

5.3 Cargo tank venting

5.3.1 General requirements

The venting systems of cargo tanks shall be entirely distinct from the air pipes of the other compartments of the ship. The arrangements and position of openings in the cargo tank deck from which emission of flammable vapours can occur shall be such as to minimize the possibility of flammable vapours being admitted to enclosed spaces containing a source of ignition, or collecting in the vicinity of deck machinery and equipment which may constitute an ignition hazard. In accordance with this general principle, the criteria in paragraphs 5.3.2 to 5.3.5 and regulation 11.6 will apply.

B locking arrangements which shall be under the control of the responsible ship's officer. There shall be a clear visual indication of the operational status of the valves or other acceptable means. Where tanks have been isolated, it shall be ensured that relevant isolating valves are opened before cargo loading or ballasting or discharging of those tanks is commenced. Any isolation must continue to permit the flow caused by thermal variations in a cargo tank in accordance with regulation 11.6.1.1. Fortankers constructed on or after 1 January 2017, any isolation shall also continue to permit the passage of large volumes of vapour, air or inert gas mixtures during cargo loading and ballasting, or during discharging in accordance with regulation 11.6.1.2.

5.3.2.3 If cargo loading and ballasting or discharging of a cargo tank or cargo tank group which is isolated from a common venting system is intended, that cargo tank or cargo tank group shall be fitted with a means for over-pressure or under-pressure protection as required in regulation 11.6.3.2.

5.3.2.4 The venting arrangements shall be connected to the top of each cargo tank and shall be self-draining to the cargo tanks under all normal conditions of trim and list of the ship. Where it may not be possible to provide self-draining lines, permanent arrangements shall be provided to drain the vent lines to a cargo tank.

5.3.3 Safety devices in venting systems

The venting system shall be provided with devices to prevent the passage of flame into the cargo tanks. The design, testing and locating of these devices shall comply with the requirements established by the Administration based on the guidelines developed by the Organization/ Ullage openings shall not be used for pressure equalization. They shall be provided with self-closing and tightly sealing covers. Flame arresters and screens are not permitted in these openings.

5.3.4 Vent outlets for cargo handling and ballasting

5.3.4.1 Vent outlets for cargo loading, discharging and ballasting required by regulation 11.6.1.2 shall:

.1.1 permit the free flow of vapour mixtures; or

.1.2 permit the throttling of the discharge of the vapour mixtures to achieve a velocity of not less than 30 m/s;

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be so arranged that the vapour mixture is discharged vertically upwards;

where the method is by free flow of vapour mixtures, be such that the outlet shall be not less than 6 m above the cargo tank deck or fore and aft gangway if situated within 4 m of the gangway and located not less than 10 m measured horizontally from the nearest air intakes and openings to enclosed spaces containing a source of ignition and from deck machinery, which may include anchor windlass and chain locker openings, and equipment which may constitute an ignition hazard; and

where the method is by high-velocity discharge, be located at a height not less than 2 m above the cargo tank deck and not less than 10 m measured horizontally from the nearest air intakes and openings to enclosed spaces containing a source of ignition and from deck machinery, which may include anchor windlass and chain locker openings, and equipment which may constitute an ignition hazard. These outlets shall be provided with high-velocity devices of an approved type.

* Refer to Revised standards for the design, testing and locating of devices to prevent the passage of flame into cargo tanks in tankers (MSC/Circ.677, as amended) and Revised factors to be taken into consideration when designing cargo tank venting and gas-freeing arrangements (MSC/Circ.731).

Regulation 5

Fire growth potential

1 Purpose

The purpose of this regulation is to limit the fire growth potential in every space of the ship. For this purpose, the following functional requirements shall be met:

2 Control of air supply and flammable liquid to the space

2.1 Closing appliances and stopping devices of ventilation

2.1.1 The main inlets and outlets of all ventilation systems shall be capable of being closed from outside the spaces being ventilated. The means of closing shall be easily accessible as well as prominently and permanently marked and shall indicate whether the shut-off is open or closed.

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2.1.2 Power ventilation of accommodation spaces, service spaces, cargo spaces, control stations and machinery spaces shall be capable of being stopped from an easily accessible position outside the space being served. This position shall not be readily cut off in the event of a fire in the spaces served.

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2.1.3 In passenger ships carrying more than 36 passengers, power ventilation, except machinery space and cargo space ventilation and any alternative system which may be required under regulation 8.2, shall be fitted with controls so grouped that all fans may be stopped from either of two separate positions which shall be situated as far apart as practicable. Fans serving power ventilation systems to cargo spaces shall be capable of being stopped from a safe position outside such spaces.

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2.2 Means of control in machinery spaces

2.2.1 Means of control shall be provided for opening and closure of skylights, closure of openings in funnels which normally allow exhaust ventilation and closure of ventilator dampers.

2.2.2 Means of control shall be provided for stopping ventilating fans. Controls provided for the power ventilation serving machinery spaces shall be grouped so as to be operable from two positions, one of which shall be outside such spaces. The means provided for stopping the power ventilation of the machinery spaces shall be entirely separate from the means provided for stopping ventilation of other spaces.

2.2.3 Means of control shall be provided for stopping forced and induced draught fans, oil fuel transfer pumps, oil fuel unit pumps, lubricating oil service pumps, thermal oil circulating pumps and oil separators (purifiers). However, paragraphs 2.2.4 and 2.2.5 need not apply to oily water separators.

2.2.4 The controls required in paragraphs 2.2.1 to 2.2.3 and in regulation 4.2.2.3.4 shall be located outside the space concerned so they will not be cut off in the event of fire in the space they serve.

2.2.5 In passenger ships, the controls required in paragraphs 2.2.1 to 2.2.4 and in regulations 8.3.3 and 9.5.2.3 and the controls for any required fire-extinguishing system shall be situated at one control position or grouped in as few positions as possible to the satisfaction of the Administration. Such positions shall have a safe access from the open deck.

2.3 Additional requirements for means of control in periodically unattended machinery spaces

2.3.1 For periodically unattended machinery spaces, the Administration shall give special consideration to maintaining the fire integrity of the machinery spaces, the location and centralization of the fire-extinguishing system controls, the required shutdown arrangements (e.g. ventilation, fuel pumps, etc.) and that additional fire-extinguishing appliances and other fire-fighting equipment and breathing apparatus may be required.

2.3.2 In passenger ships, these requirements shall be at least equivalent to those of machinery spaces normally attended.

3 Fire protection materials

3.1 Use of non-combustible materials

3.1.1 Insulating materials

Insulating materials shall be non-combustible, except in cargo spaces, mail rooms, baggage rooms and refrigerated compartments of service spaces. Vapour barriers and adhesives used in conjunction with insulation, as well as the insulation of pipe fittings for cold service systems, need not be of non-combustible materials, but they shall be kept to the minimum quantity practicable and their exposed surfaces shall have low flame-spread characteristics.

3.1.2 Ceilings and linings

3.1.2.1 In passenger ships, except in cargo spaces, all linings, grounds, draught stops and ceilings shall be of non-combustible material except in mail rooms, baggage rooms, saunas or refrigerated compartments of service spaces.

3.1.2.2 In cargo ships, all linings, ceilings, draught stops and their associated grounds shall be of non-combustible materials in the following spaces:

in accommodation and service spaces and control stations for ships where method IC is specified as referred to in regulation 9.2.3.1; and

in corridors and stairway enclosures serving accommodation and service spaces and control stations for ships where methods IIC or IIIC are specified as referred to in regulation 9.2.3.1.

3.1.3 Partial bulkheads and decks on passenger ships

3.1.3.1 Partial bulkheads or decks used to subdivide a space for utility or artistic treatment shall be of k non-combustible materials.

3.1.3.2 Linings, ceilings and partial bulkheads or decks used to screen or to separate adjacent cabin balconies shall be of non-combustible materials. Cabin balconies on passenger ships constructed before 1 July 2008 shall comply with the requirements of this paragraph by the first survey after 1 July 2008.

3.2 Use of combustible materials

3.2.1 General

3.2.1.1 In passenger ships, "A", "B" or "C" class divisions in accommodation and service spaces and cabin balconies which are faced with combustible materials, facings, mouldings, decorations and veneers shall comply with the provisions of paragraphs 3.2.2 to 3.2.4 and regulation 6. However, traditional wooden benches and wooden linings on bulkheads and ceilings are permitted in saunas and such materials need not be subject to the calculations prescribed in paragraphs 3.2.2 and 3.2.3. However, the provisions of paragraph 3.2.3 need not be applied to cabin balconies.

3.2.1.2 In cargo ships, non-combustible bulkheads, ceilings and linings fitted in accommodation and service spaces may be faced with combustible materials, facings, mouldings, decorations and veneers provided such spaces are bounded by non-combustible bulkheads, ceilings and linings in accordance with the provisions of paragraphs 3.2.2 to 3.2.4 and regulation 6.

3.2.2 Maximum calorific value of combustible materials

Combustible materials used on the surfaces and linings specified in paragraph 3.2.1 shall have a calorific value* not exceeding 45 MJ/m² of the area for the thickness used. The requirements of this paragraph are not applicable to the surfaces of furniture fixed to linings or bulkheads.

3.2.3 Total volume of combustible materials

Where combustible materials are used in accordance with paragraph 3.2.1, they shall comply with the following requirements:

The total volume of combustible facings, mouldings, decorations and veneers in accommodation and service spaces shall not exceed a volume equivalent to 2.5 mm veneer on the combined area of the walls and ceiling linings. Furniture fixed to linings, bulkheads or decks need not be included in the calculation of the total volume of combustible materials; and

in the case of ships fitted with an automatic sprinkler system complying with the provisions of the Fire Safety Systems Code, the above volume may include some combustible material used for erection of "C" class divisions.

3.2.4 Low flame-spread characteristics of exposed surfaces

The following surfaces shall have low flame-spread characteristics in accordance with the Fire Test Procedures Code:

.2 an automatic sprinkler, fire detection and fire alarm system of an approved type complying with the relevant requirements of the Fire Safety Systems Code and so installed and arranged as to protect such spaces and, in addition, a fixed fire detection and fire alarm system and so installed and arranged as to provide smoke detection in corridors, stairways and escape routes within accommodation spaces.

5.4 Protection of atriums in passenger ships

The entire main vertical zone containing the atrium shall be protected throughout with a smoke detection system.

5.5 Cargo ships

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Accommodation and service spaces and control stations of cargo ships shall be protected by a fixed fire detection and fire alarm system and/or an automatic sprinkler, fire detection and fire alarm system as follows, depending on a protection method adopted in accordance with regulation 9.2.3.1.

5.5.1 Method IC- A fixed fire detection and fire alarm system shall be so installed and arranged as to provide smoke detection in all corridors, stairways and escape routes within accommodation spaces.

5.5.2 Method UC- An automatic sprinkler, fire detection and fire alarm system of an approved type complying with the relevant requirements of the Fire Safety Systems Code shall be so installed and arranged as to protect accommodation spaces, galleys and other service spaces, except spaces which afford no substantial fire risk such as void spaces, sanitary spaces, etc. In addition, a fixed fire detection and fire alarm system shall be so installed and arranged as to provide smoke detection in all corridors, stairways and escape routes within accommodation spaces.

5.5.3 Method IIIC - A fixed fire detection and fire alarm system shall be so installed and arranged as to detect the presence of fire in all accommodation spaces and service spaces, providing smoke detection in corridors, stairways and escape routes within accommodation spaces, except spaces which afford no substantial fire risk such as void spaces, sanitary spaces, etc. In addition, a fixed fire detection and fire alarm system shall be so installed and arranged as to provide smoke detection in all corridors, stairways and escape routes within accommodation spaces.

6 Protection of cargo spaces in passenger ships

A fixed fire detection and fire alarm system or a sample extraction smoke detection system shall be provided in any cargo space which, in the opinion of the Administration, is not accessible, except where it is shown to the satisfaction of the Administration that the ship is engaged on voyages of such short duration that it would be unreasonable to apply this requirement.

7 Manually operated call points

Manually operated call points complying with the Fire Safety Systems Code shall be installed throughout the accommodation spaces, service spaces and control stations. One manually operated call point shall be located at each exit. Manually operated call points shall be readily accessible in the corridors of each deck such that no part of the corridor is more than 20 m from a manually operated call point.

8 Fire patrols in passenger ships

8.1 Fire patrols

For ships carrying more than 36 passengers, an efficient patrol system shall be maintained so that an outbreak of fire may be promptly detected. Each member of the fire patrol shall be trained to be familiar with the arrangements of the ship as well as the location and operation of any equipment he may be called upon to use.

8.2 Inspection hatches

The construction of ceilings and bulkheads shall be such that it will be possible, without impairing the efficiency of the fire protection, for the fire patrols to detect any smoke originating in concealed and inaccessible places, except where in the opinion of the Administration there is no risk of fire originating in such places.

8.3 Two-way portable radiotelephone apparatus

Each member of the fire patrol shall be provided with a two-way portable radiotelephone apparatus.

Fire alarm signalling systems in passenger ships [**********]

Passenger ships shall at all times when at sea, or in port (except when out of service), be so manned or equipped as to ensure that any initial fire alarm is immediately received by a responsible member of the crew.

9.2 The control panel of fixed fire detection and fire alarm systems shall be designed on the fail-safe principle (e.g. an open detector circuit shall cause an alarm condition).

9.3 Passenger ships carrying more than 36 passengers shall have the fire detection alarms for the systems required by paragraph 5.2 centralized in a continuously manned central control station. In addition, controls for remote closing of the fire doors and shutting down the ventilation fans shall be centralized in the same location. The ventilation fans shall be capable of reactivation by the crew at the continuously manned control station. The control panels in the central control station shall be capable of indicating open or closed positions of fire doors and closed or off status of the detectors, alarms and fans. The control panel shall be continuously powered and shall have an automatic change-over to standby power supply in case of loss of normal power supply. The control panel shall be powered from the main source of electrical power and the emergency source of electrical power defined by regulation 11-1/42 unless other arrangements are permitted by the regulations, as applicable.

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9.4 A special alarm, operated from the navigation bridge or fire control station, shall be fitted to summon the crew. This alarm may be part of the ship’s general alarm system and shall be capable of being sounded independently of the alarm to the passenger spaces.

10 Protection of cabin balconies on passenger ships

A fixed fire detection and fire alarm system complying with the provisions of the Fire Safety Systems Code shall be installed on cabin balconies of ships to which regulation 5.3.4 applies, when furniture and furnishings on such balconies are not as defined in regulations 3.40.1, 3.40.2, 3.40.3, 3.40.6 and 3.40.7.

Regulation 8

Control of smoke spread

3.1 Purpose

The purpose of this regulation is to control the spread of smoke in order to minimize the hazards from smoke. For this purpose, means for controlling smoke in atriums, control stations, machinery spaces and concealed spaces shall be provided.

3.2 Protection of control stations outside machinery spaces

Practicable measures shall be taken for control stations outside machinery spaces in order to ensure that ventilation, visibility and freedom from smoke are maintained so that, in the event of fire, the machinery and equipment contained therein may be supervised and continue to function effectively. Alternative and separate

means of air supply shall be provided and air inlets of the two sources of supply shall be so disposed that the risk of both inlets drawing in smoke simultaneously is minimized. At the discretion of the Administration, such requirements need not apply to control stations situated on, and opening onto, an open deck or where local closing arrangements would be equally effective. The ventilation system serving safety centres may be derived from the ventilation system serving the navigation bridge, unless located in an adjacent main vertical zone.

Release of smoke from machinery spaces

The provisions of this paragraph shall apply to machinery spaces of category A and, where the

Administration considers it desirable, to other machinery spaces.

3.3 Suitable arrangements shall be made to permit the release of smoke, in the event of fire, from the space to be protected, subject to the provisions of regulation 9.5.2.1. The normal ventilation systems may be acceptable for this purpose.

3.4 Means of control shall be provided for permitting the release of smoke and such controls shall be located outside the space concerned so that they will not be cut off in the event of fire in the space they serve.

3.5 In passenger ships, the controls required by paragraph 3.3 shall be situated at one control position or grouped in as few positions as possible to the satisfaction of the Administration. Such positions shall have a safe access from the open deck.

4 Draught stops

Air spaces enclosed behind ceilings, panelling or linings shall be divided by close-fitting draught stops spaced not more than 14 m apart. In the vertical direction, such enclosed air spaces, including those behind linings of stairways, trunks, etc., shall be closed at each deck.

5 Smoke extraction systems in atriums of passenger ships

Atriums shall be equipped with a smoke extraction system. The smoke extraction system shall be activated by the required smoke detection system and be capable of manual control. The fans shall he sized such that the entire volume within the space can be exhausted in 10 min or less.

Regulation 9

Containment of fire

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1 Purpose

The purpose of this regulation is to contain a fire in the space of origin. For this purpose, the following functional requirements shall be met:

the ship shall be subdivided by thermal and structural boundaries;

thermal insulation of boundaries shall have due regard to the fire risk of the space and adjacent spaces; and

the fire integrity of the divisions shall be maintained at openings and penetrations.

2 Thermal and structural boundaries

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2.1 Thermal and structural subdivision

Ships of all types shall be subdivided into spaces by thermal and structural divisions having regard to the fire risks of the spaces.

2.2.2.3 Bulkheads required to be "B" class divisions, except corridor bulkheads as prescribed in paragraph 2.2.2.2, shall extend from deck to deck and to the shell or other boundaries. However, where a continuous "B" class ceiling or lining is fitted on both sides of a bulkhead which is at least of the same fire resistance as the adjoining bulkhead, the bulkhead may terminate at the continuous ceiling or lining.

2.2.3 Fire integrity of bulkheads and decks in ships carrying more than 36 passengers

2.2.3.1 In addition to complying with the specific provisions for fire integrity of bulkheads and decks of

^F passenger ships, the minimum fire integrity of all bulkheads and decks shall be as prescribed in tables 9.1 and 9.2. Where, due to any particular structural arrangements in the ship, difficulty is experienced in determining from the tables the minimum fire integrity value of any divisions, such values shall be determined to the satisfaction of the Administration.

The following requirements shall govern application of the tables:

Table 9.1 shall apply to bulkheads not bounding either main vertical zones or horizontal zones. Table 9.2 shall apply to decks not forming steps in main vertical zones nor bounding horizontal zones.

For determining the appropriate fire integrity standards to be applied to boundaries between adjacent spaces, such spaces are classified according to their fire risk as shown in categories (1) to (14) below. Where the contents and use of a space are such that there is a doubt as to its classification for the purpose of this regulation, or where it is possible to assign two or more classifications to a space, it shall be treated as a space within the relevant category having the most stringent boundary requirements. Smaller, enclosed rooms within a space that have less than 30% communicating openings to that space are considered separate spaces. The fire integrity of the boundary bulkheads and decks of such smaller rooms shall be as prescribed in tables 9.1 and 9.2. 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.

Control stations

Spaces containing emergency sources of power and lighting.

Wheelhouse and chartroom.

Spaces containing the ship's radio equipment.

Fire control stations.

Control room for propulsion machinery when located outside the propulsion machinery space.

Spaces containing centralized fire alarm equipment.

Spaces containing centralized emergency public address system stations and equipment.

Stairways

Interior stairways, lifts, totally enclosed emergency escape trunks, 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.

Corridors

Passenger and crew corridors and lobbies.

Evacuation stations and external escape routes

Survival craft stowage area.

Open deck spaces and enclosed promenades forming lifeboat and liferaft 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 liferaft and evacuation slide embarkation areas.

(5) Open deck spaces

Open deck spaces and enclosed promenades clear of lifeboat and liferaft embarkation and lowering stations. To be considered in this category, enclosed promenades shall have no significant fire risk, meaning that furnishings shall be restricted to deck furniture. In addition, such spaces shall be naturally ventilated by permanent openings.

Air spaces (the space outside superstructures and deckhouses).

(6) Accommodation spaces of minor fire risk

Cabins containing furniture and furnishings of restricted fire risk.

Offices and dispensaries containing furniture and furnishings of restricted fire risk.

Public spaces containing furniture and furnishings of restricted fire risk and having a deck area of less than 50 m².

(7) Accommodation spaces of moderate fire risk

Spaces as in category (6) above but containing furniture and furnishings of other than restricted fire risk.

Public spaces containing furniture and furnishings of restricted fire risk and having a deck area of 50 m² or more.

Isolated lockers and small store-rooms in accommodation spaces having areas less than 4 m²(in which flammable liquids are not stowed).

Motion picture projection and film stowage rooms. Diet kitchens (containing no open flame). Cleaning gear lockers (in which flammable liquids are not stowed).

Laboratories (in which flammable liquids are not stowed).

Pharmacies.

Small drying rooms (having a deck area of 4 m² or less).

Specie rooms.

Operating rooms.

(8) Accommodation spaces of greater fire risk

Public spaces containing furniture and furnishings of other than restricted fire risk and having a deck area of 50 m² or more.

Barber shops and beauty parlours.

Saunas.

Sale shops.

(9) Sanitary and similar spaces

Communal sanitary facilities, showers, baths, water closets, etc.

Small laundry rooms.

Indoor swimming pool area.

Isolated pantries containing no cooking appliances in accommodation spaces.

Private sanitary facilities shall be considered a portion of the space in which they are located.

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(10) Tanks, voids and auxiliary machinery spaces having little or no fire risk

Water tanks forming part of the ship's structure.

Voids and cofferdams.

Auxiliary machinery spaces which do not contain machinery having a pressure lubrication system and where storage of combustibles is prohibited, such as:

ventilation and air-conditioning rooms; windlass room; steering gear room; stabilizer equipment room; electrical propulsion motor room; rooms containing section switchboards and purely electrical equipment other than oil-filled electrical transformers (above 10 kVA); shaft alleys and pipe tunnels; and 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.

Table 9.1 - Bulkheads not bounding either main vertical zones or horizontal zones

Spaces

Control stations

co o I— > co

n O z co o

Stairways

Corridors

Evacuation stations and external escape routes

Open deck spaces

Accommodation spaces of minor fire risk

Accommodation spaces of moderate fire risk

Accommodation spaces of greater fire risk

Sanitary and similar spaces

Tanks, voids and auxiliary machinery spaces having little or no fire risk

Auxiliary machinery spaces, cargo spaces, cargo and other oil tanks and other similar spaces of moderate fire risk

Machinery spaces and main galleys Store-rooms, workshops, pantries, etc. Other spaces in which flammable liquids are stowed

See notes following table 9.2.

m □

to o lo

(2)

(3)

(4)

(5)

(6)

(7)

(8)

(9)

(10)

(11)

(12)

(13)

(14)

(1)

B-0^a

(2)

A-0

(3)

A-0

(4)

A-0

(5)

A-0

(6)

A-60

(7)

A-60

(8)

A-60

(9)

A-0

(10)

A-0

(11)

A-60

(12)

A-60

(13)

A-60

(14)

A-60

A-O^a

A-0

A-15

A-O^c

A-0

A-15

A-30

A-15

A-30

B-15

A-60

A-0

B-15

A-60^b'^d

B-15

A-60^b-^d

B-15

A-60^b'^d

B-15

A-0^d

A-0

A-15

A-60^b

A-30

A-60^b

A-0

A-60^b

A-30

A-60^b

A-0

A-0

A-0

A-0

B-0

A-0

A-Oa

A-0

A-15

A-30

A-0

A-0^a

A-30

A-60

A-0

A-O^a

A-0

A-15

A-0

A-0^a

A-30

A-60

A-0

A-15

A-60

A-0

A-30

73 O co ij- cra Cu

£. "O

o — £

r-t- 2 o ~i- o' o

o o n er §

S S' o o r-'b 6' o

Co □ ex

o o

£+■ o o' o

cz> o r— > CT

n O z co o

Spaces below J.

Control stations

Table 9.2 - Decks not forming steps in main vertical zones nor bounding horizontal zones

Spaces above —►

m □

ra o

Stairways

Corridors

Evacuation stations and external escape routes

Open deck spaces

Accommodation spaces of minor fire risk

Accommodation spaces of moderate fire risk

Accommodation spaces of greater fire risk

Sanitary and similar spaces

Tanks, voids and auxiliary machinery spaces having little or no fire risk

Auxiliary machinery spaces, cargo spaces, cargo and other oil tanks and other similar spaces of moderate fire risk

Machinery spaces and main galleys Store-rooms, workshops, pantries, etc. Other spaces in which flammable liquids are stowed

(2)

(3)

(4)

(5)

(6)

(7)

(8)

(9)

(10)

(11)

(12)

(13)

(14)

(1)

A-30

A-0

A-15

A-0

A-60

A-0

A-60

(2)

A-30

A-0

(3)

A-15

A-0

(4)

A-0

(5)

A-0

(6)

A-0

(7)

A-15

A-0

(8)

A-30

A-0

(9)

A-0

A-15

A-0

A-60

A-30

A-60

A-0^a

A-60

A-0

A-15

A-0

A-15

A-0

A-60

A-15

A-60

A-0

A-60

A-0

A-15

A-0

A-15

A-30

A-0

(10)

A-0

(11)

A-0

(12)

A-60

A-30

A-0

(13)

A-0

(14)

A-60

A-30

A-0

A-15

A-30

A-60

A-0

A-15

A-30

A-0

A-30

A-60

A-0

A-0^a

A-0

A-0^a

A-30

A-0

A-30

A-30^a

A-0

A-60

A-0

(5) Service spaces (low risk)

Lockers and store-rooms not having provisions for the storage of flammable liquids and having areas less than 4 m² and drying rooms and laundries.

(6) Machinery spaces of category A

Spaces as defined in regulation 3.31.

(7) Other machinery spaces

Electrical equipment rooms (auto-telephone exchange, air-conditioning duct spaces).

Spaces as defined in regulation 3.30 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 lockers, lockers and store-rooms having areas of 4 m² or more, spaces for the storage of flammable liquids, saunas and workshops other than those forming part of the machinery spaces.

(10) Open decks

Open deck spaces and enclosed promenades having little or no fire risk. To be considered in this category, enclosed promenades shall have no significant fire risk, meaning that furnishing shall be restricted to deck furniture. In addition, such spaces shall be naturally ventilated by permanent openings.

Air spaces (the space outside superstructures and deckhouses).

(11) Special category and ro-ro spaces

Spaces as defined in regulations 3.41 and 3.46.

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 the Fire Safety Systems Code or between such zones neither of which is so protected, the higher of the two values given in the tables shall apply.

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 the Fire Safety Systems Code or between such zones both of which are so protected, the lesser of the two values given in the tables shall apply. Where a zone with sprinklers and a zone without sprinklers meet within accommodation and service spaces, the higher of the two values given in the tables shall apply to the division between the zones.

SEE INTERPRETATION 18

2.2.4.3 Continuous "B" class ceilings or linings, in association with the relevant decks or bulkheads, may be accepted as contributing, wholly or in part, to the required insulation and integrity of a division.

2.2.4.4 External boundaries which are required in regulation 11.2 to be of steel or other equivalent material may be pierced for the fitting of windows and sidescuttles provided that there is no requirement for such boundaries of passenger ships to have "A" class integrity. Similarly, in such boundaries which are not required to have "A" class integrity, doors may be constructed of materials which are to the satisfaction of the Administration.

2.2.4.5 Saunas shall comply with paragraph 2.2.3.4.

2.2.5 Protection of stairways and lifts in accommodation area

2.2.5.1 Stairways 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 self-closing doors in one 'tween-deck space. When a stairway

2.2.6 Arrangement of cabin balconies

On passenger ships constructed on or after 1 July 2008, non-load-bearing partial bulkheads which separate adjacent cabin balconies shall be capable of being opened by the crew from each side for the purpose of fighting fires.

2.2.7 Protection of atriums

2.2.7.1 Atriums shall be within enclosures formed of "A" class divisions having a fire rating determined in accordance with tables 9.2 and 9.4, as applicable.

2.2.7.2 Decks separating spaces within atriums shall have a fire rating determined in accordance with tables 9.2 and 9.4, as applicable.

2.3 Cargo ships except tankers

2.3.1 Methods of protection in accommodation area

2.3.1.1 One of the following methods of protection shall be adopted in accommodation and service spaces and control stations:

Method IC - The construction of internal divisional bulkheads of non-combustible "B" or "C" class divisions generally without the installation of an automatic sprinkler, fire detection and fire alarm system in the accommodation and service spaces, except as required by regulation 7.5.5.1; or Method IIC - The fitting of an automatic sprinkler, fire detection and fire alarm system as required by regulation 7.5.5.2 for the detection and extinction of fire in all spaces in which fire might be expected to originate, generally with no restriction on the type of internal divisional bulkheads; or Method IIIC-The fitting of a fixed fire detection and fire alarm system as required by regulation 7.5.5.3 in spaces in which a fire might be expected to originate, generally with no restriction on the type of internal divisional bulkheads, except that in no case shall the area of any accommodation space or spaces bounded by an "A" or "B" class division exceed 50 m². However, consideration may be

given by the Administration to increasing this area for public spaces.

2.3.1.2 The requirements for the use of non-combustible materials in the construction and insulation of boundary bulkheads of machinery spaces, control stations, service spaces, etc., and the protection of the above stairway enclosures and corridors will be common to all three methods outlined in paragraph 2.3.1.1.

2.3.2 Bulkheads within accommodation area

2.3.2.1 Bulkheads required to be "B" class divisions shall extend from deck to deck and to the shell or other boundaries. However, where a continuous "B" class ceiling or lining is fitted on both sides of the bulkhead, the bulkhead may terminate at the continuous ceiling or lining.

2.3.2.2 Method IC - Bulkheads not required by this or other regulations for cargo ships to be "A" or "B" class divisions shall be of at least "C" class construction.

2.3.2.3 Method IIC - There shall be no restriction on the construction of bulkheads not required by this or other regulations for cargo ships to be "A" or "B" class divisions except in individual cases where "C" class bulkheads are required in accordance with table 9.5.

2.3.2.4 Method HiC - There shall be no restriction on the construction of bulkheads not required for cargo ships to be "A" or "B" class divisions except that the area of any accommodation space or spaces bounded by a continuous "A" or "B" class division shall in no case exceed 50 m², except in individual cases where "C" class bulkheads are required in accordance with table 9.5. However, consideration may be given by the Administration to increasing this area for public spaces.

2.3.3 Fire integrity of bulkheads and decks

2.3.3.1 In addition to complying with the specific provisions for fire integrity of bulkheads and decks of cargo ships, the minimum fire integrity of bulkheads and decks shall be as prescribed in tables 9.5 and 9.6.

2.3.3.2 The following requirements shall govern application of the tables:

Tables 9.5 and 9.6 shall apply respectively to the bulkheads and decks separating adjacent spaces. 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. 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, or where it is possible to assign two or more classifications to a space, it shall be treated as a space within the relevant category having the most stringent boundary requirements. Smaller, enclosed rooms within a space that have less than 30% communicating openings to that space are considered separate spaces. The fire integrity of the boundary bulkheads and decks of such smaller rooms shall be as prescribed in tables 9.5 and 9.6. 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.

Control stations

Spaces containing emergency sources of power and lighting.

Wheelhouse and chartroom.

Spaces containing the ship's radio equipment.

Fire control stations.

Control room for propulsion machinery when located outside the machinery space.

Spaces containing centralized fire alarm equipment.

Corridors

Corridors and lobbies.

(3) Accommodation spaces

Spaces as defined in regulation 3.1, excluding corridors.

(4) Stairways

Interior stairway, lifts, totally enclosed emergency escape trunks, and escalators (other than those wholly contained within the machinery spaces) and enclosures thereto.

In this connection, a stairway which is enclosed only at one level shall be regarded as part of the space from which it is not separated by a fire door.

(5) Service spaces (low risk)

Lockers and store-rooms not having provisions for the storage of flammable liquids and having areas less than 4 m² and drying rooms and laundries.

(6) Machinery spaces of category A

Spaces as defined in regulation 3.31.

(7) Other machinery spaces

Electrical equipment rooms (auto-telephone exchange, air-conditioning duct spaces).

Spaces as defined in regulation 3.30, 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.