Rules for Commercial Cruising Vessels

01 Introductory chapters

1.01 Scope

These rules for Commercial Cruising Vessels (CCV) apply to seagoing cruising vessels under Dutch flag for commercial use with a length (L) exceeding 12 metres, designed and built for recreational use by passengers and for either:

• being exclusively or mainly propelled by mechanical propulsion and for carrying not more than 12 passengers, or:
• being mainly propelled by sails and for carrying not more than 36 passengers.

These rules apply to vessels registered in the Netherlands.

For vessels with a gross tonnage of 500 GT or more, the Dutch Shipping Act and the Dutch Shipping Decree 1965 apply in full. For some aspects these rules provide an explanation as regards the rules for vessels of 500 GT and over.

These rules apply to new vessels, that is vessels certified under these rules for the first time or undergoing major alterations on or after [1 January 2004].
If not expressly stated otherwise, vessels certified before [1 January 2004] may remain certified under the existing Register Holland rules (the "white and blue rules").

1.02 Objectives

The rules lay down requirements for safety and for the prevention of discharge of pollutants, related to the nature of the vessels and their intended and expected use.

These requirements have been compiled on the basis of the Dutch Shipping Act, international requirements and equivalent requirements for situations in which it is not feasible or reasonable to demand compliance with the Dutch Shipping Act or international requirements.

1.03 Relation CCV Rules and Class Rules

The hull, the machinery and electrical systems, the equipment and the rigging shall comply with the relevant rules of a Classification Society, in so far as those rules do not conflict with these "Rules for Commercial Cruising Vessels".

1.04 Explanation and interpretation

The CCV Rules will be regularly evaluated, reviewed and amended in consultation between the industry and the Authority and, if necessary, modified in response to feedback and experience regarding the application of these rules. Revision shall take place at least every five years. Changes considered necessary in the interim can be introduced by the Authority by having an erratum inserted.

Where the English translation differs from the original Dutch version, the Dutch version shall take precedence.

1.05 Inspection by Classification Societies

Appendix II lists the subjects for which the Classification Society shall have standards or rules that have been accepted by the Authority.

1.06 Operating areas

On the basis of vessel structure, layout or equipment, the Authority assigns an operating area, which will be stated on the Certificate of Seaworthiness to be issued for the vessel. Evaluation of the vessel structure is left to the Classification Society, that assigns a certain class notation for the operating area to the vessel on the basis of its structure. Since the Authority assigns the operating area not only on the basis of the vessel structure, but also assesses the layout and equipment of the vessel, the operating area assigned for the Certificate of Seaworthiness may deviate from the operating area assigned to the vessel by the Classification Society.

1.07 Equivalent standards

The Authority may authorise the application of an equivalent standard for every requirement contained in these CCV Rules. Applications to use an alternative or to make an exemption to these CCV Rules may be submitted to the Authority.

1.09 Equipment: "European Marine Equipment Directive"

These Rules refer to the European Directive 96/98/EC on Marine Equipment (MED). This directive lays down the requirements for marine equipment if type approval is to be granted. Approval is indicated by means of an MED wheel mark. Pieces of equipment with no MED wheel mark can still be presented for approval to the Authority.



The MED wheel mark indicating that the product conforms with the A-1 list of European Directive 96/98/EC.

1.10 Commercial Cruising Vessel

Commercial Cruising Vessel
Seagoing recreational vessel for commercial use.

Recreational vessel
Vessel exclusively designed and built for sport or the recreation of the passengers, including professional sailing.

Passenger
All persons on board, with the exception of:

• the captain and crew;
• other people who, in any capacity, are employed or working on board for the benefit of the vessel;
• children who have not yet reached the age of one year on the day of boarding.

Administration
Inspectorate of Verkeer en Waterstaat (Dutch Ministry of Transport, Public Works and Water Management), Netherlands Shipping Inspection (NSI).

Functional equivalent
An equivalent version of a system or object in terms of the assumed desired functionality within the context of the relevant regulations (watertightness, fire resistance, incombustibility, strength, stiffness, etc).

Margin line
An imaginary line parallel to and 76 mm below the upper surface of the bulkhead deck at the side.

Category A machinery spaces
All spaces, including the connected trunks, accommodating: combustion engines or gas turbines used for main propulsion machinery:
combustion engines or gas turbines other than those used as main propulsion machinery if such machines have a combined power of not less than 375 kW; or oil-fired boilers or oil burners.

Spaces for machines
All category A machinery spaces and all other spaces accommodating propulsion machinery, boilers, oil burners, steam engines and combustion engines, gas turbines, generators, and major electrical equipment, oil bunkering stations, refrigerating installations, stabilisation devices, HVAC installations, and similar spaces, as well as the connected trunks.

Rigging
The masts, booms, gaffs, sails, running and standing rigging, including all pulley blocks, chain plates and other fasteners etc. employed to enable a sailing vessel to carry sails safely.

Standard rigging
The sails to be carried under normal conditions according to the vessel's rigging plan, with which, given the wind loads described in these rules, the defined stability requirements can be met. With this standard rigging it shall be possible, at the described wind loads, to develop a speed that is representative for the sailing vessel type.
The size of the standard rigging shall be determined to the satisfaction of the Classification Society.

Sailing vessel
A vessel that, in the opinion of the Authority, is designed and built to be propelled mainly by means of sails.

Main steering stand
The location on board that is usually manned for navigation purposes. If it is not manned when sailing or when moored, the alarms that are relevant to that situation shall be relayed to a second place, which is manned.

The Classification Society
A natural or legal person appointed by the Dutch Minister of Transport, Public Works and Water Management. This natural or legal person may lay down rules for issuing a certificate if the vessel and the vessel's management, on board as well as on shore, complying with the requirements laid down for that purpose by Decree.

02: Certification and inspections

2.1 Choice of Classification Society

Before a vessel is subjected to a first inspection in connection with the first issue of a certificate prescribed by or pursuant to these Rules, the owner or builder shall select a certain Classification Society recognised for that purpose by the Authority.
A vessel shall be designed, built and maintained according to the ship construction, mechanical and electrical engineering rules of the selected Classification Society. A vessel shall be equipped in accordance with the rules of the selected Classification Society, in so far as those rules are not contrary to the provisions of these Rules for CCV.

The Classification Society shall have adequate Rules for the vessel type.
The Authority has the right to have carry out activities carried out by its own inspectors.

Subsequent surveys are subject to the rules of that Classification Society.

2.2 Mandatory certificates

The items below shall be present on board a CCV:

• A certificate of seaworthiness [CoS]
• A national or international load line certificate [LLC]
• A radio safety certificate for vessels >300GT [SC]
• The required class certificates
• An IOPP certificate for vessels > 400GT [IOPP]
• A safety equipment certificate for vessels >500GT [SeC]
• A crew certificate.

For vessels > 500 GT the certificates pursuant to the SOLAS Rules apply, including:

• A security certificate.
• Valid document of compliance as referred to in the ISM code (the international Management Code for safe operations of ships).
• A safety management certificate as referred to in the ISM code.

The CoS and the LLC are issued for a period not exceeding five years and they shall be endorsed annually.1 Endorsement does not take place until after annual class certificate renewal and after the annual inspection of the radio system.

The IOPP certificate is issued for a period not exceeding five years and shall be endorsed annually, while an intermediate inspection shall take place between two and three years.

All vessels shall have a valid International Tonnage Certificate on board.

In addition, they shall have on board:

• list of approved equipment;
• list of medical equipment;
• load line report;
• SOPEP book (>400 GT );
• stability booklet;
• exemption documents, if applicable;
• international signal booklet for vessels >150 GT;
• signal flags for vessels >500 GT.

2.3 Mandatory surveys

For the required certificates a CCV is subject to the following surveys.

• A first survey before the vessel goes into operation.
• A renewal survey during the period of three months before the validity of the certificate lapses, for the purposes of the renewal of the certificate.
• Annual surveys during the period from three months before to three months after the end of the period of validity.
• Interim or periodical surveys during the period from three months before to three months after the end of the second, third or fourth period of validity.
• Surveys for special reasons after repairs and renovations on the vessel.

In addition, a survey will be required of the hull, the mechanical and electrical installations, the equipment and the rigging in accordance with the rules of the selected Classification Society.

2.4 Damage report

It is mandatory for every owner of a classified vessel to report to the Classification Society any structural damage, modifications or alterations affecting areas covered by the requirements of these Rules.

2.5 Transfer on change of owner

When there is a change of owner, all certificates and other documents shall be transferred to the name of the new owner. For that purpose the old class certificate shall be sent to the Authority, together with a copy from the public registers.

03 New construction and alterations

3.1 Issue of first certificate

The first certificate can only be drawn up after compliance with all articles of this chapter. For new construction or alterations, all drawings and other data considered necessary by the Classification Society shall be submitted for inspection at the Classification Society. The drawings required by these Rules for CCV shall be presented for approval at the Authority or the Classification Society that has been authorised by the Authority to enforce these Rules on its behalf.

3.2 Drawings approval

At least the following drawings and/or calculations shall be presented in triplicate for approval by the Classification Society.

• General arrangement plan (layout, side and top view).
• Structural fire protection plan showing the design of the structural fire protection.
• Lines plan
• Interior specifications (list of used materials)
• For sailing vessels, the rigging plan (front and side view of all rigging with the necessary details of all rigging components and a comprehensive rigging list of all components and rigging used, standing and running rigging).
• Safety plan. The safety plan shall be drawn up in colour and based on ISO 17631:2002. All safety and life-saving appliances shall be shown on this drawing, clearly stating the number at each location.
• Calculation engine power
• Tanks arrangement
• Bilge line diagram
• Fire-fighting line diagram
• Diagrams of the electrical systems
• Midship section
• General construction plan
• Propeller shaft and bearing
• Rudder construction and suspension
• Calculation equipment number
• Fuel line diagram
• Layout of navigation lights under COLREG

Unless delegated specifically to the Classification Society, four copies of the following documents shall be presented to the Authority for assessment.

• Stability calculations
• Load line calculation and load line report (drawn up by the Classification Society)
• Layout GMDSS and power supply diagram (unless the Authority has delegated this for a specific vessel to a third party)
• Record of approved safety equipment

All drawings shall use a practicable scale.

The Classification Society may require additional calculations and/or drawings.

Approval of a drawing does not relieve the owner or a shipyard from the duty from theobligation to ensure that construction or alteration work is carried out properly.

3.3 Surveys after new construction and alterations

At least the following surveys are required.

• Survey hull (dry)
• Survey other construction work
• Survey piping systems
• Survey electrical systems
• Survey rigging
• Survey equipment
• Trial

During the surveys, the relevant approved drawings shall be available.

04 Stability

The stability criteria prescribed in this chapter apply to all single-hulled CCVs. Where stated, the requirements only apply to sailing CCVs.
For a multi-hull and other special hull designs the Authority may define additional or modified requirements.

4.1.1 Definitions

The following definitions apply in these regulations.

L    96% of the length in metres of the load line at 85% of the lowest depth, measured from the keel line, or the distance from the front of the stem to the centre line of the rudderstock, if the latter is longer. For vessels trimmed by the stern, the load line along which this distance is measured shall be parallel to the designed waterline.For vessels with an integrated keel, the keel line is assumed to be the intersection of the extended shell line with the vessel's centre line.

B    The vessel's moulded beam in metres.

H   &nbspDepth in metres at ½L, measured vertically from the side in metres.

D    Displacement in tonnes of 1000 kg.

d    Moulded draught in metres.

CB    Block coefficient

φO The vessel's angle of heel under the influence of the stationary wind load with lowered sails.

φA    Roll amplitude due to a resonant roll movement caused by the wave load. φC    The vessel's angle of heel due to a gust.

φF    The angle of heel at which the vessel gets flooded.

φV    The angle of heel at which the vessel, under the influence of the wind moment caused by a gust, no longer has a righting moment.

4.1.2 Wind load

The following definitions are used for calculating the wind load (see also the definitions for naval construction requirements).

O _rd    The athwartships hull area in m2, i.e: B x greatest hull height above the water including the deckhouse (without masts).

O _rl    Lateral area in m2 of the hull above the water, including the deckhouse.

O_rigging    The total wind area in m2 of the rigging. This can be calculated as the average diameter of the lower mast(s) x the length + the average diameter of the topmasts x the length + the average diameter of the yards x the length + diameter x total length of all standing rigging.

O_sail    The total sail area in m2. The true sail area is measured, not including any overlaps. Additional sails are not included.

A_rl    The vertical distance between the centre of gravity of Orl and the centre of flotation in metres.

A_rigging    Half the vertical distance in metres from the top of the highest mast including topmasts etc. to the centre of flotation or the distance to the actual centre of gravity of the complete rigging to the centre of flotation.

A_sail    The vertical distance between the centre of effort of sails to the centre of flotation in metres.

Comprehensive calculations can be made to calculate the wind load rather than using the above concepts.
For all operating areas, the following values shall be observed for a vessel with lowered sails:
Stationary wind load = 51.4 kg/m²
Gust (1.5 x stationary wind load) = 77.1 kg/m²

For a ship under sail (standard rigging) the following values apply:
Stationary wind load = 7.0 kg/m²
Gust (1.5 x stationary wind load) = 10.5 kg/m²

4.2 Heeling test

To determine the weight of the vessel and the location of the centre of gravity, every operational vessel shall be subjected to a heeling test. This test shall be carried out in the presence of a surveyor from the Classification Society.

4.3 Stability booklet

The following information shall be supplied for every vessel:

• A calculation report of the inclining test stating: the calculation of the weight of the empty vessel ready to sail; the calculation of the location of the longitudinal and vertical centre of gravity.
• A table listing all tanks stating: volume; capacity (fuel, drinking water etc.); vertical and longitudinal centre of gravity; greatest transverse moment of inertia of the fluid surface.
• Carene2 diagram
• A cross curve diagram of 40°, 50°, 60°, 70° and 80°. a poop deck or forecastle
• The calculation of the vertical metacentre height (MG) situations:
  1. Bunkers and fresh water on deck, vessel loaded
  2. As in 4.3(e)(1) but with
  3. If a vessel has a "non- situation occurs when load situation 1).

The maximum free surface correction shall be taken into account in all of the cases mentioned above.

Stability will be approved on the basis of programmes approved by the Authority or the Classification Society.

4.4 Stability criteria for intact vessel

In all possible load conditions, the following criteria shall be met:

a. The area under the righting curve up to an angle of heel of 30° shall not be less than 0.055 metre-radians and at an angle of heel of 40° or at the angle of heel by which the ship gets flooded (φ_F), if this angle of heel is less than 40°, it shall not be less than 0.09 metreradians.

b. The increase of the dynamic path between an angle of heel of 30° and an angle of heel of 40° (or the angle of heel (φ_F), if this is less than 40°, shall not be less than 0.03 metreradians.

c. The static righting lever at an angle of heel of 30° or more shall be at least 0.20 metres.

d. The maximum value of the static righting lever should preferably be reached at an angle of heel of 30° or more, but in no event at an angle of heel of less than 25°.

e. The initial metacentre height (MG) may not be less than 0.50 metres for sailing ships and not to be less than 0.15 meters for non-sailing ships.

f. The wind moment caused by a stationary wind load as described in article 4.5 shall not result in an angle of heel (φ₀) of more than 20° or the angle of heel at which the deck gets flooded if this is less.

g. The wind moment caused by a gust as described in article 4.5 shall not result in an angle of heel (φ_C) of more than 50° or the angle of heel at which the vessel gets flooded (φ_FV) if the latter is less than 50° or (φ_F). If the static lever curve range exceeds 90°, the angle of heel of 50° can be replaced by an angle of heel of 60°.

4.5 Wind influence

The influence of the wind on a vessel shall be determined on the basis of a long athwartships gust. The following shall be calculated for the vessel with lowered sails and for the vessel under sail (standard rigging):

a. The stationary wind loads, based on a wind pressure of 51.4 kg/m² on O_rl and on O_rigging for a vessel with lowered sails and a wind pressure of 7.0 kg/m² on O_rl and O_sail for a vessel under sail (standard rigging).

b. The wind load during a gust, based on a wind pressure of 77.1 kg/m² on O_rl and on O_rigging for a vessel with lowered sails and a wind pressure of 10.5 kg/m² for a vessel under sail (standard rigging).

c. The wind moments produced by a stationary wind load and by a gust.

For a vessel with lowered sails:

Moment 1 = 51.4 x (O_rl x A_rl + O_rigging x A_rigging)

Moment 2 = 77.1 x (O_rl x A_rl + O_rigging, x A_rigging)

For a vessel under sail (standard rigging):

Moment 1 = 7.0 x (O_rl x A_rl + O_rigging x A_rigging)

Moment 2 = 10.5 x (O_rl x A_rl + O_rigging x A_rigging)

d. The wind lever curve, both for the stationary situation and for the gust, being the wind moment divided by the displacement (D), multiplied by the squared cosine of the angles of heel.

e. The stationary angle of heel (φ_O) to the lee side, being the balanced state when there is a stationary wind load.

f. For a vessel with lowered sails, the roll amplitude (φ_A) to windward caused by a resonant roll movement generated by the wave load;

this roll angle of heel shall be determined as follows:

φa = × k ×C1×C2× √(R × s)

where:

C1 factor to be determined as per table 1;
C2 factor to be determined as per table 2;

k = 1 for a vessel without hard chines, without bilge keel and/or solid bar keel;
k = 0.7 for a vessel with a hard chine.

k factor to be determined as per table 3 for a vessel with bilge keel and/or solid bar keel.

R = 0,73 + 0,6 x OG/d

where:
OG: is the distance from the centre of gravity to the waterline in metres (positive if the centre of gravity lies above the waterline and negative if it is below it).

d: draught in metres.

s: a factor to be determined as per table 4 on the basis of the roll

    T = ^{2 x C x B} / _{√ MG}    (in seconds) where:

    C = 0,373 + 0,023B/d - 0,043L/100
MG: the initial metacentre height corrected for the influence of the free surface area.

Table 1		Table 2		Table 3		Table4
Value of factor C1		Value of factor C2		Value of factor k		Value of factor s
B/d	C1	CB	C2	100 x Ak/LB	k	T	S
	1.00		0.75	0	1.00		0.100
2.5	0.98	0.50	0.82	1.0	0.98	7	0.098
2.6	0.96	0.55	0.89	1.5	0.95	8	0.093
2.7	0.95	0.60	0.95	2.0	0.88	12	0.065
2.8	0.93	0.65	0.97	2.5	0.79	14	0.053
2.9	0.91	>0.70	1.00	3.0	0.74	16	0.044
3.0	0.90			3.5	0.72	18	0.038
3.1	0.88			>4.0	0.70	>20	0.035
3.2	0.86
3.3	0.84
3.4	0.82
>3.5	0.8

Intermediate values in the tables can be obtained by interpolation.
In these tables:
A_k: is the total area of the bilge keels, or the projected lateral area of the solid bar keel, or the total of these areas in square metres.

4.6 Stability with lowered sails

For the vessel with lowered sails the calculation of the angle of heel (φC) resulting from the wind moment caused by a gust (as described in article 4.05 under b), shall be based on the angle of heel (φA) to windward measured from the stationary angle of heel (φO) to the lee side (see figure below). Area B in this figure shall be equal to area A.

4.7 Stability under sail

For a vessel under sail (standard rigging), the calculation of the angle of heel (φC) resulting from the wind moment caused by a gust (as described in article 4.5 under b) shall be based an angle of heel of 0° (see figure below). Area B in this figure shall be equal to area A.

4.8 Damage stability (single compartment criterion)

For vessels intended to carry more than 12 passengers, a stability calculation for the damaged situation shall be submitted. The stability in final condition after any compartment, tank or cofferdam gets flooded shall satisfy the requirements of section 8(2)(3), 8(3) and 3(6) of Appendix II to the Dutch Shipping Act 1965, while in the definition of the margin line, the value of 76 mm can be reduced to 0 mm. The calculation of damage stability shall be based on a fully loaded vessel with lowered sails.

05 Structural requirements

5.1 General

The rules of a Classification Society shall be observed for the hull structure when determining the design, the dimensions of structural elements such as the shell, the double bottom, the bulkheads, the decks, the superstructures and deckhouses, and the stems, the way these elements are connected, the materials to be used and the required strength.

5.2 Vessel structure

The design and construction of the hull shall be sufficiently strong and watertight to the satisfaction of the Classification Society.

All vessels shall have a watertight subdivision that is as adequate as can reasonably be required. The following watertight bulkheads shall be installed up to the bulkhead deck.

• A collision bulkhead at a distance not less than 0.05L and not more than 0.1L from the forward perpendicular. Depending on the shape of the vessel, the Authority may allow a greater value for the dimension 0.1L.
• Fore and aft engine room bulkheads.
• An aft peak bulkhead. This bulkhead shall be located at a reasonable distance forward of the rudderstock. In some cases the aft engine room bulkhead may be used as aft peak bulkhead.

Vessels intended for more than 12 passengers shall be subdivided by watertight bulkheads into compartments in such a manner that when any of the compartments gets flooded, the damage stability requirements stated in article 4.8 are satisfied.

The requirements in ICLL ’66 may be deviated from in consultation with the Authority, while the Authority may also impose the above damage stability requirements for vessels intended for 12 passengers or less.

5.2.1 Watertight doors in vessels up to 500 GT

Watertight doors in the watertight bulkheads which are part of the watertight integrity may be hinged doors on vessels for which a first valid CoS was issued before [1 January 2004].

Watertight doors in watertight bulkheads which are part of the watertight integrity shall be of the following type on vessels for which a Certificate of Seaworthiness has been issued on or after [1 January 2004]:

Sliding doors that comply with the SOLAS requirements.
Watertight hinged doors that either:

• have centrally controlled locks on both sides and that remain closed at sea except when used to pass through quickly, with this being clearly indicated on both sides of the door (&quoteto be kept closed at sea&quote), which is indicated at the bridge or steering pedestal or:
• can be operated from both sides of the door and, moreover, can be operated above the freeboard deck against the direction of a representative flow of water (in that case the doors can remain open at sea) or:
• two doors at a short distance one after the other that open in opposite directions and that can both be operated locally from both sides as well as above the freeboard deck (such doors can remain open).

In the case of option 2) or 3) the watertight doors in closed position shall automatically be locked securely so that the doors remain closed in all circumstances, except when operated locally.

5.2.2 Watertight doors in vessels of 500 GT and over

Watertight bulkheads in CCVs of 500 GT and over shall be equipped with sliding doors in accordance with the SOLAS requirements. At locations in watertight bulkheads under the main deck, hinged doors may be used on condition that the doors are only intended for the passage of the vessel's permanent crew. These doors shall be marked with ”to be kept closed at sea”. Hinged doors used in this manner shall be equipped with acoustic signalling and visual signalling at the main steering pedestal that indicates whether the doors are open or closed.

5.2.3 Double bottom in vessels up to 500 GT

Vessels with a length L > 24 metres designed and built for no more than 12 passengers shall be provided with a double bottom from the collision bulkhead up to the aft peak bulkhead. Where, given the vessel's shape, the risk of bottom damage is remote or where, given the vessel's shape, a double bottom is not considered feasible, a part of the double bottom that is as small as possible in the opinion of the Authority can be left out provided that the vessel satisfies the requirements for damage stability as laid down in these Rules.

A double bottom should be introduced in accordance with SOLAS requirements (Chapter II- 1(12)) in vessels designed and built for the transportation of more than 12 passengers.

5.2.4 Double bottom in vessels of 500 GT and over

For vessels of 500 GT and over, the double bottom shall be designed in accordance with the relevant SOLAS requirements.

5.3 Material

All main structural parts such as shell and deck plating, frames, deck beams, ice reinforcement, watertight bulkheads, rudder and rudder gear, shall be made of steel or material with equivalent properties. The material shall be approved by the Classification Society for its intended purpose and be certified and provided with mark and certificate.

5.4 Watertight and oiltight bulkheads

5.4.1 General

The collision bulkhead shall include no doors, manholes or other openings. With the exception of the bilge line for the forepeak, the collision bulkhead may not be penetrated for the passage of pipes, cables, ventilation trunks etc.

5.5 Rudder and rudder gear

5.5.1 General

The rudder and steering gear shall comply with the rules of the Classification Society.

The steering gear shall be in a proper condition. Attention should be paid to possible wear of bearings, gear wheels, chains and steel cables. When docking the vessel, it should also be checked for gudgeon play, bearings etc. The steering wheel shall have a hoop fitted on the outside. The king spoke may have a handle, but it shall be folding and it shall be lockable in a folded position.

A tiller shall be fitted with adequate steering tackle.

If a power operated steering system is installed, it shall be possible to switch over directly to a manually operated mechanical drive or other equivalent drive in the event of a power fault.

For hydraulic power steering systems with two rams, a diagram showing the functions of the valves shall be positioned near the power steering system. The diagram shall show how the steering system can be switched over to one ram.

Pressures in hydraulic systems may not exceed 180 bar.

An emergency steering system shall be available. A tiller does not require a backup tiller.

Approved emergency steering systems include:

• tiller steering, directly on the rudder stock;
• steering directly on the rudder (emergency gear possible);
• second independent (manual) mechanical steering system.

5.6 Anchor gear

The anchor gear with anchors shall be approved by the Classification Society.

06 Rigging

6.1 General

The rigging and rigging plan shall comply with the rules of the Classification Society as demonstrated by an expert calculation for the rigging in question.

The rigging as a whole shall be in a proper condition. The sail area shall match the vessel type and the displacement.
Ratlines, climbing lines, nets and hawsers shall be in good condition and sufficient in number and location for the crew to be able to work safely.
Sufficient provisions shall be made to prevent chafing of spars, shrouds, and sails. Shackles and rigging screws shall be adequately secured.

6.2 Basic assumptions for the rigging

6.2.1 Spars and standing rigging

Specific instructions about the safe use of sail combinations in relation to the prevailing wind force shall be available to the crew. At the relevant wind pressures, spars and standing rigging shall be constructed to withstand the following conditions:

• all sails set in accordance with the design;
• aailing under reefed condition;
• aurvival condition at wind force 12 Beaufort (wind pressure 86 kg/m2), with the associated movements of the vessel, to be defined by the Classification Society.

All spars shall be stiff enough to withstand the largest compressive load based on the largest combined axial stress and bending stress in transverse and in the plane of keel and stems, the permissible stress shall in no case be higher than 0.5 x tensile strength. The same applies to yards, trusses, mountings etc.

Minimum breaking strength of stays

• In accordance with the forces determined by the designer with safety factor 3.5 with "all sails hoisted".
• In accordance with the forces determined by the designer with safety factor 2.0 at "survival condition".

Breaking strength of chain plates (in mast and hull):
1.5 x breaking strength stays, while the combined stresses and bending moments shall never exceed 120 N/mm2 for a mild steel structure. If materials other than steel are used, corresponding permissible stresses at combined loads approved by the Classification Society shall be used.
Breaking strength tensioners, shackles etc. not to be less than 1.05 x breaking strength stay.

6.2.2 Running rigging

The breaking strength of the running rigging shall be 5 x the maximum forces as calculated by the designer. When determining the forces on blocks, bending and shearing shall be taken into account simultaneously.

6.3 Special rigging types

Rigging plans of special rigging types will be assessed separately by the Classification Society on the basis of drawings and strength calculations to be submitted.

6.4 Sails

The sails shall be in a proper condition. There shall be no defects in the attachments of boltropes. The clew and the reef eyes shall be in a proper condition. Depending on the rigging, there shall be enough facilities for reefing the sail simply, rapidly and safely.

6.4.1 Storm sails

Vessels classified for operating area IV shall have storm sails on board. These storm sails shall comply with the following regulations.

• Area and cloth weight matching the vessel.
• The storm rigging shall be sturdy and appropriate for the intended use.
• It shall be possible to hoist and set the storm rigging without having to take in the reefed standard sail.

Vessels classified for operating areas I, II, III and IIIa do not need to have specific storm sails on board, provided that the construction and condition of the standard rigging is such that it can be used as storm rigging. In all cases to the satisfaction of the Classification Society.

07 Engineering regulations

7.01 General

The mechanical engineering systems shall meet the requirements of, and be tested by, the Classification Society.
In addition, the Rules of this chapter shall be complied with.

7.01.1 Propulsion

The following requirements for propulsion are based on installation of systems driven by diesel engines.
If other propulsion systems are used, those systems will be assessed separately.

Every sailing vessel shall be mechanically driven by an auxiliary propulsion system with adequate power.
The minimum required power is calculated with the following formula:

Pauxilary- power = 0.45D + 4.5 O_rigging [in kW]
Where:
D is in metric tonnes
O is in m2
P is in kW.

7.02 Engine room

1. The engine room shall be accessible without having to pass through dayrooms and cabins.If the access opening to the engine room is located within the vessel, it shall be possible to seal it with a gas-tight steel door or hatch. If practicable, a second escape opening with an area of at least 0.36 m² shall be available.
2. The space in the engine room shall be such that all relevant equipment, including all main and auxiliary machines, are readily accessible at all times.
3. The layout of the engine room shall be such that oil leaked from fuel tanks, filters, pipes etc. cannot fall or be sprayed onto hot parts of an engine or an exhaust gas pipe. Where necessary, effective oil trays and screens shall be installed.
4. The engine room shall have arrangements for proper ventilation with at least two ventilation trunks, one of which extends to the lowest possible point. It shall be possible to seal both ventilation trunks on deck using permanently attached steel covers. Each ventilation trunk shall have an internal cross-sectional area of at least 200 cm² for every 100 HP (74 kW) installed power, unless the engine manufacturer prescribes otherwise.
5. The engine room shall have adequate lighting (see also article 12.16).
6. Moving parts shall be adequately protected.
7. Materials and loose parts in the engine room shall be properly stowed or fixed while sailing.
8. Floor plates and grills shall be non-slip, well-fitting and properly secured.

7.03 Main and auxiliary engines

1. The main and auxiliary engines shall perform properly and shall be approved by the Classification Society. In addition, the engines shall satisfy the requirements of Marpol 73/78 Appendix VI, Regulation 17.
2. The main and auxiliary engines shall have a sump drain pump. The main engine drain pump shall also be suitable for draining the gearbox, unless the latter has its own drain pump.
3. Generator sets of motor vessels shall be capable of withstanding the rolling of the vessel with amplitudes of static 15° and dynamic 22.5° as well as a pitch angle of 7.5°.

Generator sets of sailing vessels shall be installed in the vessel in such way that under normal operating conditions and at the expected angles of heel and movements of the vessel proper performance is guaranteed. d. Instruction manuals for the propulsion system and the auxiliary engines shall be on board.

7.04 Starting the main engine

If the engine can be started from a position outside the engine room, an operating switch or similar provision shall be positioned near the engine so that it is possible to prevent the engine from being started during maintenance.

7.05 Waste-gas ducts

1. Silencers and waste-gas ducts shall be lagged and protected against mechanical damage.
2. Waste-gas ducts may not run through accommodation unless special provisions are made.
3. Waste-gas ducts with outlets below the level prescribed in the International Load Line Convention 1966 as amended shall be designed in such way that outboard water cannot reach the engine.
4. When flexible connection lines are used in waste-gas systems, the material, construction and shall be approved by the Classification Society. This system shall at least be equipped with an overheating alarm.
5. Waste-gas ducts shall have adequate expansion provisions.

7.06 Liquid fuel

1. The only permissible liquid fuel for the engines is fuel with a flash point of 60 degrees or above.
2. All fuel trim pumps shall have adequate switch-off arrangements both inside and outside the engine room.

7.07 Fuel lines

Fuel lines shall satisfy the requirements in the matrix in Appendix V. All external highpressure fuel lines of new engines with more than two cylinders installed on or after [1 January 2004] shall be double-walled between the high-pressure fuel pumps and the injectors. The double-walled lines shall be connected to a collecting tank with alarm for the event of fuel line failure. This regulation does not apply for engines installed on an open deck.

The openings of the fuel filling lines for the fuel tanks shall be on deck. Filling openings on deck shall be clearly marked to prevent mistakes when filling.

Day tanks shall be filled from the storage tanks through fixed lines.

Fuel tank vent lines shall be routed directly to the deck.

Tank vent lines shall have a cross-section of at least 25% of the filling line if an open trunk is used for filling. If there is a hose connection for filling, the cross-section shall be at least 125% of the cross-section of the filling line. The vent lines shall be fitted with flame baffle mesh as well as a provision to prevent the entry of water. This provision shall also be effective in the event of severe frost and icing up.

Gauge glasses on fuel tanks shall have a self-closing valve and shall be connected to the tank at the bottom and at the top.

7.08 Bilge cooling

Keel or bilge cooling can be used on condition that valves are placed at the points where the lines pass through the hull. For certain systems of which the strength can be considered equivalent to the hull plating at the location, these valves are not required.

7.09 Box cooling

Box cooling can be used under the following conditions:

• the well shall be located entirely below the vessel's empty load line;
• the inside of the well shall be properly preserved;
• an adequate number of zinc anodes shall be installed in the well;
• the well shall have a permanent venting feature; if a pipe is used for this purpose it shall be thick-walled;
• the fixing cover shall be made of steel, bronze or nodular cast iron. Standard cast iron is not permitted. The connecting bolts shall be located on a watertight pitch;
• where the cooling water lines are connected to the cooling element that is suspended in the well, valves shall be located in accordance with the rules of the Classification Society.

7.10 Layout of bilge and ballast lines

It shall be possible to operate all valves of the bilge system from above the floor plates and they shall be clearly marked. Clear operating instructions for the entire bilge system and the fire-fighting system shall be located near the bilge manifold or near the centrally positioned valves. See Appendix V.

7.11 Operating and monitoring the propulsion system

The following features shall be available at the main steering pedestal:

1. Provisions for operation of:
   1. engine with reverse gear system; fully operated from the steering pedestal by means of control of rpm and control of the gear with one lever.
   2. propeller; full control of the propeller pitch from the steering pedestal and rpm control as far as possible, while it shall be possible to stop the propeller from that position. If the reversing gear or the propeller pitch are operated using a lever, the lever movement shall match the movement of the ship (lever movement forward is "ahead" etc.).
2. Meters indicating:
   1. the engine or propeller shaft rpm;
   2. the main engine lubricating oil pressure;
   3. the main engine cooling water temperature;
   4. the oil pressure of the gear box or the variable pitch system;
   5. the position of the propeller blades if a variable pitch propeller is used;
   6. the air pressure when pneumatic remote control system is used;
   7. tachometer;
   8. rudder angle indicator.
3. Alarms indicating:
   1. low lubricating oil pressure in main engine;
   2. high cooling water temperature in main engine;
   3. high bilge water level engine room;
   4. low air pressure when pneumatic remote control is used;
   5. cooling water temperature auxiliary engines high.
4. The following features shall be available in the engine room:
   1. The auxiliary engines shall be equipped with a lubrication oil safety device with a stop function and, if the power is more than 220 kW, there should also be a cooling water safety device with a stop function.
   2. The exhaust gas thermometer on the main engine.
   3. If the outboard opening of the bilge system is below the lowest load line, the suction and delivery lines of the bilge pump shall have a pressure gauge.Equivalent provisions for the above can be submitted for assessment by the Classification Society and additional requirements may be imposed for special installations. If the vessel is operated with unmanned machinery spaces, the system shall satisfy the relevant Rules of the Classification Society.

7.12 Dirty water systems

The MARPOL provisions apply.

The piping systems shall comply with the matrix in Appendix V.

7.13 Provisions to prevent oil pollution

The MARPOL provisions apply.

7.14 Refrigeration installations.

1. Refrigeration installations shall be designed, constructed, tested and installed taking into account the safety of the installations and also possible emissions of the coolant used, in quantities or concentrations that signify a hazard to human beings or environment, all this to the satisfaction of the Authority.
2. The coolant used in refrigeration installations shall be to the satisfaction of the Authority.

08 Equipment and communication

General In addition to the rules described below, the requirements of Chapter 5 of SOLAS as amended shall also be applied.
The safety plan shall be located in such a way that is easily accessible for all those on board.

8.01 Equipment

8.01.1 Life-saving appliances - general

All life-saving appliances shall have been approved under the Directive 96/98/EC (MED). In that case, the equipment in question is marked with a steering wheel. If the Authority decides to impose a restriction on the vessel's operating area, it may also impose alternative provisions for the life-saving appliances.

8.01.2 Life rafts

Two or more life rafts shall be positioned on board in such a way that they can easily be launched on both sides. If positioned on the fore section, the life rafts shall be located behind the collision bulkhead.
All rafts shall be positioned so that they are freely floatable. If rafts are strapped to a cradle, approved hydrostatic releases shall be installed. The painter line of the life rafts shall be attached to the weak link of the hydrostatic releases. The hydrostatic releases shall be inspected annually.

The life rafts on each side of the vessel shall be adequate to accommodate all passengers and crew. Total raft capacity is therefore 2 x 100 % of the passengers and crew.

If the life rafts can easily be carried from one side of the vessel to the other, the total capacity can be calculated so that in the event of loss or failure of any one raft, capacity for 100% of the passengers and crew remains.

Life rafts and their watertight medicine chests shall be inspected annually by a testing station that has been recognised by the Authority. For vessels with an operating area as indicated in Appendix IV, the life raft equipment requirements are as follows:

• for operating areas III and IV: SOLAS package A
• for operating areas I, II and IIIa: SOLAS package B

8.02 Life buoys

The table below shows the minimum number of life buoys required on board:

Length L [m]

A

B
< 18 >18 and > 40	2 4 6	1 2 3

A: Minimum number of life buoys

B: Minimum number of life buoys that shall be equipped with a self-igniting life buoy light.

The prescribed self-igniting life buoy light shall be positioned near the life buoy to which it belongs and be connected to it. On the vessel's after part there shall be at least one round life buoy with a floating lifeline at least 30 metres long. The buoy shall not be equipped with a self-igniting life buoy light. A life sling bag or another provision resulting in a comparable level of safety can be used instead of this lifeline provided that the minimum number of life buoys on board complies with the requirements stated in the table above.

8.03 Life belts

A life belt shall be on board for every passenger and crewmember. Every life belt shall be equipped with a life belt light.
The life belts shall be stored in easily accessible and clearly marked locations.

8.04 Survival suits

Survival suits or anti-exposure suits shall be on board for at least the crew as indicated on the Safe Manning Document of the Authority.

In addition to the survival suits or anti-exposure suits for the prescribed number of crew, the Authority recommends the use of proper insulating suits with the associated additional buoyancy for the other people on board. This recommendation should receive even greater emphasis at low water and/or air temperatures.

8.05 Rescue boat

Ever vessel shall be equipped with an approved rescue boat and the associated, approved launching facility. The above rule can be deviated from if each of the following conditions are complied with.

• Sufficient measures have been taken to minimise the risk of falling overboard.
• The vessel is properly manoeuvrable (if applicable with the aid of engine power).
• It shall be demonstrated that, in normal use, a man-overboard can be brought on board the vessel in horizontal position within 15 minutes.
• An approved facility for rescuing people is on board to recover people from the water in horizontal position.
• There are two combined MOB-smoke lights or one approved Dan buoy on board that can be launched from both sides.

8.06 Handheld radios

At least two portable VHF radio installations shall be on board for use in the life rafts. These shall fulfil GMDSS equipment requirements.

8.07 Pyrotechnical signals

At least 12 parachute flares shall be on board that emit bright red light from a high altitude, in accordance with the table below. The parachute flares shall not be older than the expiry date indicated by the manufacturer or not older than four years if no date is indicated. The parachute flares shall be in their original packing.

For vessels operating with a restricted operating area (see provision 1.6) the number of flares below applies.

Operating area I/ II / IIIa at least 6 Operating area III / IV at least 12

8.08 Chart of distress signals

The parachute flares shall not be older than the expiry date indicated by the manufacturer or not older than four years if no date is indicated. The parachute flares shall be in their original packing.

For vessels operating with a restricted operating area (see provision 1.6) the number of flares below applies.

8.09 Chart of distress signals

Every vessel shall have on board a suitable pilot ladder with solid steps that extends to at least 1 metre below the water surface.

8.10 Lifelines / safety harness

Over the entire length of the vessel, including the bowsprit, if any, fixing points shall be installed on both sides for rigging lifelines. Where the crew have to work to sail the vessel, there shall be enough permanent fixation eyes for hooking up safety harness lifelines. Safety harness lifelines shall be on board for all crew, with a minimum of five. These lines shall be strong enough and have hooks that are easy to use.

8.11 Nautical charts and various navigation aids

Every vessel shall have on board enough nautical charts of the operating area. Use can also be made of an electronic nautical chart. * For vessels with an operating area as indicated in Appendix IV, the electronic nautical chart shall comply with:

Operating area	Requirements
I	Single ECDIS, plus homing set
II, IIIa, III and IV	Single ECDIS, plus (multifunctional) back up

In all cases, the electronic nautical charts shall satisfy specific requirements of the Authority. At least the following navigation aids shall be on board:

• the applicable pilots and lists of lights;
• the applicable current atlas or charts;
• the applicable tide tables and nautical almanac for the current year;
• a parallel ruler or set of navigation triangles;
• two pairs of chart dividers;
• a reliable clock with silence period indication;
• most recent "Berichten aan Zeevarenden (BaZ)" and Notices to Mariners (NtM); log book. Notes of nautical events can also be recorded electronically. In that event, they shall satisfy IMO Res.A916 (22) (Guidelines for recording of events related to navigation).

Nautical charts and nautical publications can be available in electronic form if the data are based on the information from a government, recognised hydrographic service or relevant government body. Nautical charts and books shall be in a proper condition and updated as at the date of inspection.

8.12 Compasses

Every vessel shall have at least one magnetic compass on board that can be adequately calibrated and is positioned so that it can be used as a steering compass and as a bearing compass.

Every vessel in operating areas IIIa, III and IV shall have on board at least one spare magnetic compass. The spare compass shall also have been calibrated at the place of use.

Where the magnetic compass from which bearings shall be taken is located, the view shall be unobstructed over an angle of at least 230°. This angle shall cover the range from dead ahead to 115° to port and 115° to starboard.

A bearing device or equivalent provision shall be available for the bearing compass. A compass error table shall be available for every magnetic compass on board. It should not be more than one year old, unless it can be demonstrated on the basis of a compass journal that there has been no change in the compass error.
Compasses shall be calibrated by a compass adjuster recognised by the Authority.

8.13 Other nautical instruments

As from the first survey after 01/07/2002, every vessel shall be equipped with a GPS or other device that can continuously determine and record the vessel's position during the voyage. An existing GPS can be accepted if it satisfies IMO Resolution A.819 (19). This GPS shall be connected to the GMDSS power source if the receiver is used as data source for the position input from the GMDSS and other required equipment.

Sextants on board that are used for navigation shall have an error correction table.

At least one reliable ship's barometer shall be on board.

At least one reliable pair of binoculars shall be on board.

All vessels built before 01-07-2002 shall be equipped with an echo sounder.
Vessels built after 01-07-2002 shall be equipped with an approved echo sounder. When an echo sounder is replaced on a vessel built before 01-07-2002, the echo sounder shall satisfy the requirements for a vessel built after 01-07-2002.
The following instruments shall be available:

• rudder angle indicator;
• pitch and thrust direction indicator for a variable-pitch propeller and propellers with side thrust;
• watch alarm system of an approved type if an automatic steering system is installed. This watch alarm shall be active when the automatic steering system is operating;
• a reliable log shall be on board;
• a day signal lamp shall be on board.

Vessels > 300 GT and/of sailing in operating area IV shall have on board an approved radar installation capable of operating in the 9 Ghz band. It is strongly recommended for all operating areas that there should be an approved radar on board. An approved radar reflector shall be mounted on all vessels < 150 GT.

8.14 Mandatory books

The following updated books shall be on board:

• International Aeronautical and Maritime Search and Rescue Manual (IAMSAR), Volume 3;
• Nautical publications for the intended voyage;
• International Regulations for Preventing Collisions at Sea 1972 (COLREG) with updates, or a book containing this text;
• GMDSS books;
• International signal booklet for vessels > 150GT; Class rules and statutory rules.

8.15 Navigation lights

The design and location of the navigation lights shall comply with the "International Regulations for Preventing Collisions at Sea 1972 and supplements" (COLREG).
The design and layout of the navigation lights shall be indicated in the navigation lights plan. The navigation lights shall satisfy European Directive 96/98/EC (MED) and shall be marked with a steering wheel.
The use of "red above green" is not mandatory for sailing vessels according to the COLREG, but it is strongly recommended.

8.16 Aids for preventing collisions

The following aids for preventing collisions shall comply with the COLREG rules. Those are:

• a ship's whistle audible at a distance of 1 nautical mile at a fundamental frequency between 250 and 700 Hz;
• an anchor bell;
• two black balls (for vessels with a length of 20 metres or more: diameter not less than 0.60 m. For vessels of less than 20 metres: diameter proportional to the vessel);
• a black cone (for vessels with a length of 20 metres or greater: base diameter as well as height not less than 0.60 m. For vessels shorter than 20 metres: diameter proportional to the vessel).

8.17 Medicines and medical facilities

A package of medicines and medical facilities shall be on board dependent on the vessel category, duration and destination of the voyage, and the number of crew and passengers. The Authority will provide the list of medical equipment on request.

8.18 Medicines and medical facilities

The number and the properties of mooring lines depend on the vessel's weight and function and shall satisfy the class requirements.
A sturdy gangway of sufficient length shall be on board, fitted with at least one handrail. Width gangway at least 400 mm.

8.19 Spare parts and tools

Depending on the vessel type, the operating area and the intended voyage, sufficient tools and spare parts for carrying out maintenance and emergency repairs during the voyage shall be available.

09 Radio communication equipment

9.1 General functional requirements

Every vessel shall be capable of:

• sending distress alerts from the vessel to the shore with at least two separate, independent units, using different radio communication systems;
• receiving emergency alerts from the shore to the vessel;
• transmitting and receiving distress alerts from vessel to vessel;
• transmitting and receiving communications regarding search and rescue coordination;
• transmitting and receiving communications on-site;
• sending signals in connection with searching vessels, aircraft or people in distress;
• transmitting and receiving maritime safety information;
• transmitting and receiving general radio communications to and from shore radio systems or networks; and transmitting and receiving bridge-to-bridge communications.

All GMDSS equipment shall be connected to the required GPS for automatically sending position information in the event of an emergency. The system shall be inspected by the Authority's Telecom department. If the GPS information is also used to control other equipment, the total equipment package shall be inspected.

9.2 General requirements for radio systems

The radio installation shall:

• be positioned so that no harmful influences of a mechanical, electrical or other nature affect their proper operation and that the electromagnetic compatibility and prevention of harmful interaction with other equipment and systems is guaranteed;
• be installed in the safest possible place, guaranteeing operational availability as far as possible;
• be protected from harmful influences from water, extreme temperatures and other unfavourable ambient conditions;
• be equipped with reliable, permanently installed electric lighting, independent of the main and emergency sources of electrical power, for the adequate illumination of the radio controls for operating the radio system;
• and be clearly marked with the international call sign, the ship station identity (MMSI number) and other codes as applicable for the use of the radio system, such as clear instructions summarising the emergency procedure. These instructions shall be posted at a location where they can be read from the location where the emergency and safety traffic shall be processed.

Operation of the VHF channels prescribed for navigational safety shall be possible in the immediate vicinity of the location where the navigation activities take place.

9.3 Sea areas

For the purpose of radio communication, the following sea area categories are used (see also appendix V &quotradio communication&quote of the 1965 Dutch Shipping Decree 1965):

• Sea area A1: An area within the radiotelephone range of at least one VHF coast station in which continuous DSC alerting is available.
• Sea area A2: An area, excluding sea area A1, within the radio-telephone range of at least one MF coast station in which continuous DSC alerting is available.
• Sea area A3: An area, excluding sea areas A1 and A2, within the range of an INMARSAT geostationary satellite in which continuous alerting is available.
• Sea area A4: An area with the exception of sea areas A1, A2 and A3.

9.4 Features for radio equipment for sea area A1

Every area A1 vessel shall be equipped with: a VHF radio system capable of:

• DSC on channel 70, which corresponds to a frequency of 156.525 MHz radiotelephony on channels 6, 13 and 16, corresponding to the frequencies of 156.300 MHz, 156.650 MHz and 156.800 MHz respectively;
• a radio system capable of keeping a continuous DSC listening watch on channel 70, which may be combined with the VHF radio system referred to under subsection 1 of this section;
• a radar transponder (SART) capable of operating in the 9 GHz band, positioned for easy use;
• a receiver capable of receiving International NAVTEX service broadcasts;
• if the vessel is intended for travel in any sea area of INMARSAT range but in which an international NAVTEX service is not provided, a radio facility for reception of maritime safety information by the EGC calling system;
• a free floating satellite distress radio beacon (EPIRB) that can send distress alerts using the POSS operating in the 406 MHz band or using the geostationary INMARSAT satellite system operating in the 1.6 GHz band;
• at least one walkie-talkie.

9.5 Features for radio equipment for sea area A1 plus A2

Every vessel intended for voyages outside sea area A1, but inside sea area A2 shall be equipped with:

1. the radio equipment for sea area A1, as determined in article 9.4;
2. a MF radio system capable of transmitting and receiving, for distress and safety purposes, on the frequencies:
   a. 2187.5 kHz using DSC; and
   b. 2182 kHz using radiotelephony;
3. a radio system capable of maintaining a continuous listening watch on the frequency 2,187.5 kHz using DSC. It may be combined with the radio system described above. The vessel shall also be capable of transmitting and receiving general radio communications using radiotelephony or DPT using a radio system operating on working frequencies in the bands between 1,605 kHz and 4,000 kHz. It may be combined with the MF radio system described above under subsection II of this article.

9.6 Radio equipment for sea areas A1 and A2 and A3

Every vessel intended for voyages outside sea area A1 and A2, but inside sea area A3, shall be equipped with:

1. the radio equipment for sea areas A1 and A2, as determined in article 9.5.
   
   In addition, every vessel intended for voyages outside sea areas A1 and A2 but inside sea area A3 shall be provided with the equipment defined under subsection b of this section, or with the equipment defined under subsections c and d of this section.
2. an INMARSAT ship earth station capable of: transmitting and receiving distress and safety communications using DPT; initiating and receiving distress priority calls;
   maintaining watch for shore-to-ship distress alerts, including those directed to specifically defined geographical areas; and transmitting and receiving general radio communications, using either radiotelephony or DPT.
3. or an MF/HF radio system capable of transmitting and receiving, for distress and safety purposes, on all distress and safety frequencies in the bands between 1,605 kHz and 4,000 kHz and between 4,000 kHz and 27,500 kHz using: DSC;
   radiotelephony;
   DPT.
   
4. equipment suitable for keeping a simultaneous DSC continuous listening watch on the frequencies of 2187.5 kHz and 8,414.5 kHz, as well as on at least one of the DSC emergency and safety frequencies of 4,207.5 kHz, 6,312 kHz, 12,577 kHz or 16,804.4 kHz. It shall always be possible to select one of these distress and safety frequencies. This equipment may be separate from or combined with the equipment defined in subsection c of this article.
5. the vessel shall also be capable of transmitting and receiving general radio communications using radiotelephony or DPT using an MF/HF radio system operating on working frequencies in the bands between 105 kHz and 4,000 kHz and between 4,000 kHz and 27,500 kHz. That can be arranged by combining it with the radio system as described under subsection IV of this article.

9.7 Radio equipment for sea areas A1 and A2 and A3 and A4

Every vessel intended for voyages outside sea areas A1, A2 and A3 shall be equipped with:

the radio equipment for sea areas A1, A2 and A3, as provided for in article 9.6 while at least that referred to in 9.6, under c is mandatory, plus additional items required by the Authority.

9.7.1 Radio watches

1. Every vessel shall maintain a continuous listening watch while at sea: on VHF-DSC channel 70; on the distress and safety DSC frequency 2,187.5 kHz, if the vessel is fitted with an MF radio system; on the distress and safety DSC frequencies 2,187.5 kHz and 8,414.5 kHz, as well as on at least one of the distress and safety DSC frequencies of 4,207.5 kHz, 6,313 kHz, 12,577 kHz or 16,804.5 kHz, dependent on the time and geographic position of the vessel, if the vessel is equipped with an MF/HF radio system. This watch may be kept by means of a scanning receiver. for shore-to-ship distress alerts, if the vessel is fitted with an INMARSAT ship earth station.
2. While at sea, every vessel shall maintain a radio watch for broadcasts of maritime safety information on the appropriate frequency or frequencies on which such information is broadcast for the area in which the vessel is navigating.

9.7.2 Power sources

1. A supply of electrical power shall be available at all times while the vessel is at sea which is sufficient to operate the radio systems and to charge any batteries used as part of a reserve power source or sources for the radio systems.
2. A reserve power supply or supplies shall be present on every vessel to supply radio systems used for the purpose of conducting distress and safety radio communications, in the event of failure of the vessel's main and emergency sources of electrical power. The reserve power source or sources shall be adequate for the simultaneous operation of the following radio systems: the VHF radio system;
   depending on the sea area or sea areas for which the vessel is equipped:
   the MF radio system;
   the MF/HF radio system; or
   the INMARSAT ship earth station; and
   each of the additional features referred to in sections 5 and 6 of this article.
3. The supply referred to in section 2 shall be adequate for a period of at least six hours.Where there is an HF radio system and a separate MF radio system, the emergency power source or sources are not required to be capable of supplying them simultaneously.
4. The reserve power source or sources shall be independent of the vessel's propulsion system and electrical system.
5. Where, in addition to the VHF radio system, two or more of the other radio systems referred to in the second section can be connected to the reserve power source or sources, such sources shall be capable of simultaneously supplying, for the appropriate minimum period specified in section 3, the VHF radio system simultaneously with:

   all other radio systems which can be connected to the reserve power source or sources at the same time; or if only one of the other radio systems can be connected to the reserve power source or sources at the same time as the VHF radio system, whichever of the other radio systems will consume the most power.
6. The reserve power source or sources may be used to supply the electric lighting referred to in 9.2 under d.
7. The reserve power source or sources shall be positioned outside the engine room as high as possible above the waterline and properly protected in a locker or box with adequate ventilation. This power source should not be affected by engine room failures and emergencies.
8. See article 12.6 for determining the capacity as stated in section 3 of this article.
9. For the radio equipment for sea area A1 (the VHF radio system), the capacity of the reserve power source should not be less than 50 Ah at 24 Volt, with due observance of article 12.6.
10. In addition to its regular power supply, the mandatory GPS shall also be connected to the reserve power source. All DSC systems and INMARSAT shall be connected to the mandatory GPS for automatic transmission of the position in the event of an emergency.

10 Layout

10.01 Watertight closing appliances

10.01.1 General

In watertight superstructures and deckhouses, the openings of access doors, hatches, portholes

and ventilation trunks shall be located in such a way that no water can flow in through these

openings at an angle of heel up to 40o for motor vessels and 50o for sailing vessels when the

ship is loaded to the greatest permissible draught.

10.01.2 For all vessels

Doors and hatches shall be made of steel or functionally equivalent material. In all cases,

these doors and hatches shall be included in the survey and will be assessed for strength and

watertightness. The Classification Society may permit other materials provided that these are

equivalent to the steel version as to watertightness, strength and, if applicable, fire resistance

requirements.

 

Skylights shall satisfy the requirements for hatches and doors. Moreover, horizontal or

pitched glass sections shall be suitably protected.

In all the above cases, watertightness shall be such that spraying with a powerful fire hose

causes no leakage, or hardly any leakage, such to the satisfaction of the Classification Society.

All hatches and doors (including hardware) shall be strong enough in the opinion of the

Classification Society.

 

10.1.2.1 Coaming heights for vessels that do not have to comply with the International

Convention on Load Lines (L< 24 metres)

The following coaming heights for doors and hatches apply for vessels that do not have to

comply with the International Convention on Load Lines:

at least 300 mm on deck;

at least 150 mm in non-watertight deckhouses.

In the latter case, the 150 mm is measured from the accommodation floor. If the watertight

deck is lower than this floor, the coaming height can be measured from that deck, provided

that, in the opinion of the Classification Society, the accommodation floor is sufficiently

permeable.

For emergency exits, no minimum coaming height applies. Emergency exits with a coaming

height lower than 300 mm shall be marked with the text "to be kept closed at sea".

 

10.1.2.2 Doors and hatches of vessel that have to comply with the International Convention

on Load Lines (L > 24 metres)

Doors and hatches shall comply with the International Convention on Load Lines 1966.

10.02 Non-watertight deckhouses

If, in the opinion of the Classification Society, the watertight closing arrangements of a

deckhouse or the strength of the windows are insufficient, such a deckhouse is to be

considered non-watertight.

Such a non-watertight deckhouse shall have watertight hatches on all entrances to spaces

below deck.

The coaming height of these hatches shall be at least 150 mm and the doors and hatches shall

be hinged. Loose hatches or similar features are not permitted.

A non-watertight deckhouse shall be connected to the bilge system or it shall be possible to

drain any water through scuppers equipped with non-return valves and designed in conformity

with the International Convention on Load Lines.

10.03 Windows, portholes, fixed port lights, and deadlights

10.03.1 Definitions

Porthole

A solidly welded, bolted or riveted metal frame in which a hinged frame is placed that

contains safety glass.

 

Fixed port light

A solidly welded, bolted or riveted round metal frame in which safety glass is permanently

mounted.

 

Window

A solidly welded, bolted or riveted non-round metal frame in which safety glass is

permanently mounted.

 

Deadlight

A metal plate of sufficient strength that can be placed in front of a porthole, fixed port light or

window.

10.04 Requirements for windows, portholes, fixed port lights and deadlights

10.04.1 General

04.1; General

 

The windows, portholes, fixed port lights and deadlights shall satisfy the requirements of the

Classification Society.

 

In addition, the items below shall satisfy the requirements as stated.

 

Portholes

The frame and the materials used shall satisfy ISO-1095, 1751 and 3902.

Fixed port lights

The frame and the materials used shall satisfy ISO-1095, 1751 and 3902.

Windows

The frame and the materials used shall satisfy ISO-3254, 3902 and 3903.

 

Windows and portholes are not permitted under a line located at 2¿ % of breadth B or500

mm, which is the greatest,above the waterline.

 

Windows are not permitted in the first tier of deckhouses forward of ¿ L. This rule can be

deviated from if it is demonstrated that the windows forward of ¿ L and their fixation have an

equivalent strength as the deckhouse with respect to breaking waves.

 

Fixed port lights below the main deck shall have fixed hinged deadlights.

 

Fixed port lights on vessels that received their first CoS on or after [1 January 2004] shall be

placed on a socket for protection of the port light. Socket material and thickness shall be at

least equal to the shell at the location.

 

All fixed portholes shall be at least 500 mm above the maximum load line.

Portholes or opening windows in the side shell below the main deck are not permitted.

 

Deadlights

Depending on the location in the vessel and the operating area, deadlights are hinged, or

located on deck where they can be easily reached. A hinged deadlight shall have at least 1

toggle that can be used to screw down the deadlight sufficiently watertight on the frame.

Vessels shall have deadlights on board which fit on the windows and portholes in the first tier

above the main deck.

Windows or portholes are not permitted in the engine room bulkheads and decks.

10.05 Ventilation trunks and air pipes

10.05.1 General

Ventilation trunks shall be provided with watertight closing appliances. A design that prevents

ingress of water may be acceptable, dependent on the location and the protected position of

the ventilation trunks.

 

Labyrinth hoods of accommodation air pipes shall be presented for inspection on the basis of

a construction drawing. Water jet testing in practice is part of the procedure. The labyrinth

hoods shall be provided with closing appliances closable from outside and below deck.

Ventilation trunks on the propulsion engine room shall in all cases be equipped with fire

dampers that can be operated from the open deck.

Approved, watertight closing appliances can be considered to be a fire damper for this

purpose.

 

Ventilation trunks installed on raised decks with a width less than 0.92 B or on deckhouses

need not be higher than 150 mm, but shall not be less than 900 mm, measured from the deck

on which the deckhouse or raised deck is placed.

The ICLL applies.

10.05.2 Vessels falling under the International Convention on Load lines (Lll > 24 m)

These vessels shall comply with the amended International Convention on Load lines.

10.05.3 Vessels not falling under the International Convention on Load Lines (Lll<24 m)

Ventilation ducts (in position 1 and 2) of the kind referred to in article 13 of the ICLL shall be

equipped with solidly constructed trunks of steel or other equivalent material which are

properly fixed to the deck. If the ventilating duct is higher than 900 millimetres, it shall be

provided with additional support.

The trunks of ventilating ducts that are routed through a non-watertight deckhouse shall be of

robust construction at the freeboard deck, being made of steel or equivalent material.

Trunks of ventilating ducts of the kind referred to in article 13 of the ICLL in position 1 shall

extend 900 mm above the deck. In position 2, they will extend 760 mm above the deck.

Tank ventilators that protrude above the upper continuous, exposed deck shall be provided

with watertight closing provisions.

The exposed parts of these air pipes shall be robust enough.

The openings of these ventilators shall be at least:

750 mm above the exposed freeboard deck;

150 mm above an exposed raised deck or deckhouse, but in no event lower than 750 mm

measured relative to the exposed freeboard deck.

 

However, if the ventilators are equipped with automatically operating closing devices(3), no

minimum height is required.

 

(3) Closing device approved by Netherlands Shipping Inspectorate (NSI), see also article 1.06.

10.06 Railing / Bulwark

Where practicable, a proper bulwark or railing shall be installed all around the vessel's decks.

The railing or bulwark shall be least 1000 mm above the deck.

 

In wire railings, the sceptre spacing shall not exceed 2000 mm and the sceptres shall be

properly constructed. For every 10 metres of wire, there shall be wire turnbuckles for safely

tensioning the stanchion wires.

 

At the location with the lowest freeboard, there shall be an opening section at both sides of the

railing or bulwark of not less than 600 mm and not more than 1000 mm for man-overboard

assistance and embarking and disembarking safely.

 

The steel wire used in the railing shall be stainless steel, with a stainless steel core. The

diameter of the stainless steel wire can be determined as follows:

top railing wire:

 

Øtop wire = L/4 [mm]

 

With a minimum of 5 mm and a maximum of 10 mm steel wire and provided with a

protective layer (plastic cover), that increases the diameter.

other railing wires:

 

Øother wires = L/5 [mm]

 

With a minimum of 5 mm and a maximum of 10 mm steel wire and provided with a

protective layer (plastic cover), that increases the diameter.

 

where:

 

L is length L in metres; as per definitions art. 4.01

 

Sceptres shall be welded on a doubling plate or placed in stanchion sockets on the hull.

Removable stanchions shall be properly bolted to the stanchion socket.

 

A wire or rod railing shall have at least 2 wires or rods and a foot rail of at least 45 mm shall

be installed at the deck level. The distance from the deck to the first rod shall be between 120

and 230 mm. The spacing between the wires or rods shall be less than 380 mm.

Designs of railings and/or bulwarks shall be presented for approval by the Classification

Society.

10.07 Deck openings and hatches

Adequate provisions shall be made to prevent people from falling through open hatches.

That applies to all horizontal openings with the exception of main entrances that regularly

remain open.

Deck openings with hinged hatches shall be provided with a device that keeps them in an

open position.

10.08 Winches

Winches shall comply with the following requirements:

a. gear wheels and their operation (for instance shifting) shall not endanger the operator;

b. ratchets and brakes shall be in a good condition;

c. all winches shall be provided with protective covers;

d. the winches shall be suitable for their intended purpose;

e. loose cranks are not recommended;

f. winches that can be operated manually as well as mechanically shall be constructed so that the

manual mechanism does not rotate when the winch is mechanically driven.

10.09 Accommodation and exits

The layout of exits, emergency exits and stairways shall be such that in the event of a fire in

any space, all other spaces can be evacuated safely.

 

Stairways shall have a steel supporting construction or a functionally equivalent construction

that makes it possible to leave the room safely in the event of fire.

 

Emergency exits shall have a minimum opening of 0.36 m². The smallest dimension shall not

be less than 0.50 m.

No accommodation is allowed forward of the collision bulkhead.

10.10 Lighting

All spaces on board shall have electric lighting. If the board mains is directly fed by a

generator, emergency lighting shall be provided.

10.11 Heating

Oil heaters used on vessels shall comply with Dutch Notice to Mariners no. 141/1978, chapter

II, while oil burners are permitted only if the fuel is vaporised.

 

For gas systems, see Appendix I.

10.12 Toilets

Sanitary discharges

 

a. The following rules apply for toilets above the waterline:

• Discharge pipes of toilets above the waterline shall be made of thick-walled pipe.
• Up to an angle of heel of 50°, outboard water shall not be able to enter the vessel through the toilet under any circumstances.
• A valve shall be mounted between the discharge pipe and the toilet bowl.

b. The following rules apply for toilets below the waterline:

• The outboard discharge pipe outlet shall be 20 cm above the waterline.
• The discharge and inlet pipes shall each have a valve.
• The inlet pipe between toilet and valve shall be equipped with a spring-loaded self-closing shut-off valve.
• The inlet pipe between the shut-off valve and valve shall be thick-walled.

11 Structural fire protection

11.01 General

The provisions of this chapter shall be applied in order to limit the risks resulting from fire and smoke as much as possible, for example by using fire resistant material and introducing compartmentalisation.

 

The provisions in this chapter also serve to make it possible to extinguish fires and to provide adequate escape options.

For vessels not constructed in steel, the fire class of the bulkheads and walls will be determined for each case separately by the Classification Society, on the basis of functional equivalence, while excessive toxic fumes may not be released under any circumstances.

 

Structural fire protection may also be realised on the basis of SOLAS Amendments 2000, chapter II-2, part F, regulation 17.

11.02 Fire resistance classes

The fire resistance classes are defined in accordance with the relevant Solas Rules.

 

Those Rules are summarised below.

 

The following designations are used for the various boundary bulkheads and decks:

• Class A;
• Class B;
• Class F;
• Non-classified bulkheads.

a) Class A bulkheads and decks shall comply with the following requirements:

• they shall be made of steel or an equivalent material;
• they shall be sufficiently stiffened;
• they shall prevent the passage of smoke and flames up to the end of the standard one-hour fire test;
• they shall be insulated with approved non-flammable materials so that the average temperature at the unexposed side does not exceed 140°C above the initial temperature and the temperature at any point, including the joints, does not exceed 180°C above the initial temperature within the period of time indicated below during the standard fire test:   

              Class A-60 : 60 minutes

              Class A-30 : 30 minutes

              Class A-15 : 15 minutes

              Class A-0 : 0 minutes

 

b) Class B shall comply with the following requirements:

 

they shall be made entirely of non-combustible material;

they shall prevent the passage of smoke up to the end of the first half hour of the standard

fire test;

their insulating capacity shall be such that the average temperature at the unexposed side

does not exceed 140°C above the initial temperature and such that the temperature at

any point, including the joints, does not exceed 225°C above the initial temperature

within the period indicated below during the standard fire test:

              Class B-15 : 15 minutes

              Class B-0 : 0 minutes

 

All class A and B bulkheads shall comply with article 1.9 of these rules.

 

c) Bulkheads, decks, ceilings or panelling of class F shall comply with the following

requirements:

they shall prevent the passage flames up to the end of the first half hour of the standard

fire test;

their insulating capacity shall be such that, at the end of the first half hour of the standard

fire test, the average temperature at the unexposed side does not exceed 139ºC above

the initial temperature and such that the temperature at any point, including the joints,

does not exceed 225ºC above the initial temperature during the standard fire test.

 

The Authority may require a test of a prototype of a class "F" bulkhead to assure that it

satisfies the above requirements for stiffness, passage of flames and temperature increase.

 

d) If this text does not provide requirements for a bulkhead, that bulkhead is considered an

unclassified bulkhead.

11.03 Non-combustible material

Material can be classified as non-combustible if it satisfies the relevant tests described in the

FTP Code issued by IMO.

11.04 Fire resistant separating bulkheads and decks

The following rules apply to all vessels.

 

The engine room shall be separated from accommodation and storage rooms, galley,

wheelhouse etc. by bulkheads and decks of class A-60 on vessels over 50 metres

length L, and class A-30 for vessels up to and including 50 metres length L.

 

Other spaces for machines (see definitions), shall be separated from accommodation and

storage rooms galley, wheelhouse etc. by bulkheads and decks of class A0.

 

All bulkheads and ceilings of corridors and stairways, as well as all bulkheads of

wheelhouses and/or navigation rooms shall be class B-15 at least. Moreover, exposed

surfaces in these spaces shall have low flame-spread properties.

 

The separating bulkheads of storage rooms for flammable agents, paint lockers, lamp

lockers shall be class A (unless stated otherwise under a.).

All decks that separate accommodation spaces shall be of steel or equivalent material.

 

Except for passenger vessels, class F separation may be used instead of B-15 if the surface on

both sides satisfies the requirements for low flame spread.

 

On vessels with a hull not constructed of non-combustible materials, the separating

bulkheads, shell and decks of spaces that accommodate the emergency power supply and

bulkheads and decks between galleys, paint lockers, lamp lockers or storage rooms containing

substantial quantities of flammable materials and spaces for accommodation, service rooms

and control stations are class B-15. In general, bilges are not insulated to achieve a fire class

B-15.

11.04.1 Separating bulkheads for vessels intended for more than twelve passengers

All separating bulkheads in accommodation spaces shall be at least class B-15 (unless stated

otherwise under 11.4).

All ceilings and panelling, including the base timbers and fasteners, shall be of noncombustible

material.

11.04.2 Use of class B-15 bulkheads (general)

If class B-15 bulkheads are required, they shall extend from deck to deck and they shall

extend to the shell insulation or other separating walls with equivalent fire resistant properties,

unless continuous ceilings and/or panelling of class B-15 are installed on both sides of the

bulkheads. In that case the bulkhead may end at the continuous ceiling or continuous

panelling.

11.05 Galley

The separating bulkheads and ceilings of a galley shall be at least A-0.

This can be deviated from for vessels with a length <50 metres and a maximum of 12

passengers, provided that the fire hazard of the cooking equipment in the galley is low. In that

case, A-0 can be replaced by B-15.

 

In this connection, a low fire hazard is assumed for:

• coffee machines, toasters, dish washers, microwave ovens, water heaters and similar
• appliances, each with a maximum power rating of 5 kW;
• electric cookers and electric hotplates, each with a maximum power rating of 2 kW and a surface temperature not exceeding 150°C.

A high fire hazard is assumed for:

• deep-frying equipment;
• cooking appliances that use open fire.
• Galleys may be combined with a mess room if the separating bulkheads and ceilings of the entire space satisfy the requirements for the galley.

11.06 Requirements relating to low flame spread and limited use of combustible material

11.6.1 Definition

 

“Low flame spread” is the property required for the surface of certain non-combustible

material that ensures that the spread of flame on the surface takes place at a limited rate.

A surface can be considered “low flame spread” when that has been demonstrated in the

relevant test in the FTP code issued by the IMO and it has been certified under the FTP Code.

11.07 Objective of the articles on low flame spread characteristics

The objective of the following requirements regarding low flame spread for surfaces as well

as the requirement for limiting the quantity of combustible material within a space is to limit

the propagation rate as well as the size of a fire in a space.

 

If this objective can be achieved in a different manner, the Authority may permit alternative

arrangements if equivalence is demonstrated adequately.

11.07.1 Requirements low flame spread

On all vessels, all exposed surfaces of walls, ceilings and floors in corridors and stairways for

which structural fire protection is required shall have low flame spread properties.

Moreover, on all vessels:

• the exposed surfaces of all ceilings shall comply with the requirements for low flame spread;
• all exposed surfaces in concealed and inaccessible spaces shall comply with the requirements for low flame spread.

11.07.2 Limited use of combustible materials

Veneer layers applied on surfaces and panelling that shall comply with the requirements for

low flame spread. The thickness of these combustible decorative veneer layers shall not

exceed 1.5 mm.

11.07.3 Limited use of combustible material for decoration

Otherwise, in the various spaces, only limited quantities of combustible material may be used for decoration. The total volume of combustible lining, decorations and veneer in any room for accommodation or general use shall not exceed the volume corresponding to a veneer lining of 2.5 mm on the total area of walls and ceiling.

11.07.4 Low flame spread on vessels intended to carry more than 12 passengers

On vessels intended to carry more than twelve passengers, the exposed surfaces of all other

bulkheads and panelling shall have low flame spread characteristics.

11.07.5 Low flame spread on vessels intended to carry no more than 12 passengers

1. In derogation from the above, and only for day and night accommodation spaces for passengers on vessels > 350 GT intended for no more than 12 passengers, an automatically operated sprinkler system can be installed as an alternative for the requirements of article 11.7.1, 11.7.2 and 11.7.3 (low flame spread and limited use of combustible material). All other rooms, including escape routes, crew accommodation, galleys, etc. shall fully satisfy the requirements of low flame spread and limited use of combustible material (art. 11.7.1, 11.7.2 and 11.7.3).
2. The provisions of the first paragraph also apply to vessels <350 GT to the extent that, if no sprinkler is installed, the provisions of article 11.7.2 and 11.7.3 can be understood to mean that the use of combustible material shall be avoided as far as possible while article 11.7.1 remains in force.
3. For ships > 500 GT the first paragraph of this article (11.7.5.1) is also applicable provided the boundary bulkheads and decks of the day and night accommodation spaces for passengers comply with the SOLAS requirements for passenger ships for not more than 36 passengers.

11.08 Doors

Doors shall have a level of fire resistance equivalent to what is required for the bulkhead in

which they are installed and they shall comply with the article 1.9 of these Rules.

Ventilation openings are permitted in the bulkhead doors of class B but only in their bottom

section, with the exception of doors that shut off staircases. The nominal area of these

openings shall not exceed 0.05 m². Gratings shall be of non-combustible material.

11.09 Storage rooms for flammable substances

Storage rooms with a floor area not exceeding 4 m2 for filled lamps, paraffin and open mixed

paint cans and flammable materials shall have suitable ventilation features. They shall not

have any direct connection with any accommodation. For paint lockers with a floor area > 4

m2, additional requirements will be defined for fire extinguishers and fire alarms.

11.10 Openings to propulsion machinery rooms

It shall be possible to close access openings in the trunk walls of propulsion machinery rooms

with steel doors or doors that have been shown to be functionally equivalent. The walls shall

not contain any windows, portholes or fixed port lights.

Skylights of propulsion machinery rooms shall not have any windows, port holes or fixed port

lights and they shall be designed for easy closing from outside the spaces in which they are

installed.

Ventilating trunks on propulsion rooms shall be fitted with fire dampers, which can be closed

properly from the deck.

Access to propulsion machinery rooms shall be from a corridor or from the open deck.

11.11 Pipe systems

Pipes carrying oil or combustible liquids shall be made of approved material and produced

with the risk of fire in mind.

Use of materials that can be rendered ineffective easily by heat is not permitted for scupper

pipes, sanitary discharges and other discharges close to the load line when melting in the

event of fire may result in flooding. Also see Appendix V.

11.12 Penetrations

If bulkheads and decks which have to be class A or class B or class F pursuant to the above

include openings for electric cables, pipes, shafts, ducts etc., measures shall be taken to ensure

that the fire resistance of bulkheads and decks is not reduced.

11.13 Void spaces

Void spaces behind walls and panelling and between ceilings and decks in rooms for accommodation, service rooms and monitoring stations shall be subdivided by draught stops that prevent the free passage of fire, smoke and heat and which are no more than seven metres apart.

11.14 Paints etc.

Paints, varnishes and other finishing materials used on exposed internal surfaces shall be such that in the opinion of the Authority they do not constitute an unnecessary fire hazard and there should be no possibility of them producing excessive quantities of smoke or toxic gases.

11.15 Insulation materials

All insulation material shall comply with the requirements of article 11.3.

11.16 Deck covering

The lowest covering layer of decks in accommodation spaces, wheelhouses, navigation

rooms, staircases and corridors situated above rooms with a fire hazard shall be of an

approved material that is not easily flammable, c.f. the FTP code.

11.17 Fire detection and alarm system

Every vessel shall have an automatic fire detection system. The system shall include detectors

in all rooms where there is a fire hazard such as cabins, accommodation and engine rooms.

For all vessels built after [1 January 2004], this also applies to galleys and paint lockers with a

floor area > 4 m2.

 

All detectors shall be of an approved type. Cabin spaces shall be equipped with smoke

detectors. In day rooms and in the engine room, thermo differential detectors or other fire

detectors that have class or Authority approval for the room in question shall be used. It is not

permitted to install more than eight detectors in each detection loop. The detectors shall be

powered by the central unit.

 

The central unit shall have an audible and optical alarm for every detection loop.

It shall be possible to supply the system from an emergency source of power. In the event of a

failure of the main supply, the system shall switch automatically to the emergency source of

power.

 

As a minimum requirement, the central unit shall be furnished with the following fault

messages:

• Mains power failure. System working on emergency power source;
• Detection loop interruption;
• Alarm line (call line) interruption.

Alarms b and c shall be optical as well as audible.

If necessary, additional alarm bells shall be connected to ensure that the alarm shall be audible

in all spaces. It is preferable to use the evacuation signal in order to prevent panic.

 

Joints in the lines are not permitted. The linking of detectors is only permitted in the detector

base. The detection loop lines and the alarm lines should preferably be installed in a cable

duct. Use of lines with a red protection sleeve is recommended.

 

The detectors should first trigger an alarm at the steering position and one or more crew

rooms and, if it is not acknowledged, the general alarm shall be activated after one minute.

11.18 Fire-fighting equipment

Portable fire extinguishers shall be positioned in at least the following locations:

the galley;

• every entrance and exit;
• engine room entrance;
• wheelhouse entrance;
• the wireless telephony system.

If portable fire extinguishers have to be placed close to each other under the previous

subsection, the Classification Society may drop the requirement for one portable fire

extinguisher.

 

Portable fire extinguishers shall comply with article 1.9 of these Rules.

Periodical inspections of fire-fighting equipment shall be carried out in accordance with the

relevant “Notices to Mariners(BaS)” or ministerial decrees.

 

When alternative fire-fighting equipment is used, in conjunction with structural fire protection

of the vessel or otherwise, evidence will be required that the alternative is adequate on the

basis of Solas Amendments 2000, chapter II-2, part F, reg 17.

11.19 Fixed fire-fighting system

The engine room of every vessel shall a have a fixed fire-fighting system.

This fire-fighting system shall be filled with an approved gas, with a capacity related to the

contents of the engine room.

Permission shall be obtained from the Authority for the medium to be used and the

regulations observed for the fixed fire-fighting system.

The fixed fire-fighting system shall be approved by the Classification Society.

11.20 Fire-fighting pumps

A vessel intended for more than twelve passengers shall have at least two mechanicallydriven

fire-fighting pumps.

 

On vessels with not more than 12 passengers, one fire-fighting pump suffices.

At least one pump shall be suitable for use independently from the propulsion engine and

should preferably be located outside the engine room.

 

Sanitary, ballast, bilge and general service pumps are acceptable as fire-fighting pumps.

Every fire-fighting pump shall have a capacity of at least 10 m3 per hour at 2 bars pressure at

the nozzle.

11.21 Fire-fighting piping system

Vessels shall have a fire-fighting piping system that makes it possible to reach all parts of the

vessel from the deck with a hose not longer than 25 metres.

 

Vessels with a length L of less than 30 m shall have at least one fire hydrant with hose and

nozzle, suitable for jetting and spraying.

 

Vessels with a length L of 30 m and over shall have at least two fire hydrants, each with a

hose and nozzle suitable for jetting and spraying.

 

All fire hydrants, hoses and nozzles shall have universal Stortz couplings.

11.22 Ventilation systems

Ventilation ducts shall be constructed of non-combustible material. Duct sections shorter than

2 m with a cross-section of 0.02 m² or less do not have to be non-combustible, provided that

they comply with the following conditions:

• the ducts shall be made of a material that only presents a limited fire hazard, to the satisfaction of the Classification Society;
• their use is only permitted at the end of the ventilation system;
• measured along the duct, they shall be at least 600 mm removed from a penetration in a class A or class B bulkhead or ceiling; or be part of the internal air-conditioning system of a cabin.

11.23 Use of acetylene and oxygen, and arc welding

For the use of acetylene and oxygen, and arc welding on board vessels, reference is made to

the relevant Dutch Notices to Shipping from the Head of the Netherlands Shipping

Inspectorate (NSI) and/or ministerial decrees.

12 Electrical installations

12.01 General

The electrical installations shall comply with the Rules of the Classification Society.

In addition, the Rules of this chapter shall be complied with.

 

Generators, motors, switchgear and distributing equipment, lighting fixtures and accessories, heating and cooking appliances, cables and ducts and installation material in accommodation and service rooms shall comply with the recommendations in the Dutch standards published under NEN 10092 or IEC NEN 60092, or equivalent national or international standards. The entire electrical system shall be designed, built and installed to perform at a permanent

vessel list of up to 22.5°.

 

Systems on sailing vessels shall perform at a brief list of up to 50°. The values stated in the Rules of the Classification Society apply to motor vessels.

 

The entire electrical system shall be designed, built and installed to perform at an ambient temperature of up to 45°C. For electrical parts to be installed at locations where higher temperatures may occur (for instance near hot machine parts) it may be necessary to choose a material that resists an ambient temperature of 60°C.

 

Generators and motors shall be easily accessible for inspections, measurements and repairs and, in addition, be constructed in such a manner that water or oil cannot reach the windings.

12.02 System diagram

Assessment of the electrical installation requires a system diagram which should include at least the following information:

• the voltage type (direct or alternating current);
• for alternating current, the number of phases and the frequency;
• the power of motors, generators, batteries and other electrical appliances;
• the cable cross-sections;
• the maximum permissible loads for switchgear and fuses;
• the measuring range of measuring instruments and the location of the red mark in their scales.

12.03 Permissible voltages

Generally as prescribed in the Rules of the Classification Society. The table below applies to

wall outlets and the connected switching material.

 

System type		Highest permissible voltage
		Direct current	Alternating current	Threephase current
Power and heating system, including wall sockets		Class	Class	Class
Lighting system, including wall outlets for general use		Class	Class	-- --
Wall outlets for power supply to handheld appliances that are used on deck or in confined or humid metal spaces, with the exception of boilers and tanks:
	1. general	50 V	50 V	-- --
	2. with an isolating transformer supplying only one appliance. Both conductors of such networks shall be insulated from the vessel's hull;	-- --	250 V	-- --
	3. when using double insulated appliances	250 V	250 V	-- --
Wall outlets for power supply to handheld appliances used in boilers or tanks		50 V	50 V	-- --

 

12.04 Generators

The vessel shall be equipped with at least two generators for the vessel's mains power supply,

each with sufficient output to provide power simultaneously for the services essential to the

vessel's safety.

 

Essential services include:

• necessary lighting;
• bilge pumps;
• fire-fighting pumps;
• starting air compressor;
• cooling water pumps;
• fuel pump;
• steering engine;
• engine room fans;
• navigation lights;
• navigation equipment;
• emergency battery charger;
• automatic sprinkler system;
• fire alarm system.

One of the generators can be driven by the propulsion machinery, provided that the voltage

(and in the case of alternating current also the frequency) remains within acceptable limits.

 

The second generator shall be driven by an auxiliary engine. This auxiliary engine shall be

started manually or provided with a separate starting battery.

12.05 Accumulators

The accumulators and the accumulator system shall comply with the Rules of the Classification Society.

12.06 Emergency system

Every vessel shall be equipped with an emergency battery that shall be located outside the

engine room. The proper functioning of the entire emergency system shall not be affected by

fire or water in the engine room. The emergency battery shall be suitable for supplying power

to the systems listed in this article for a period of 6 hours.

 

The emergency battery shall be capable of supplying power to the following systems:

• the marine telephony and radiotelephony systems;
• the lighting at the life rafts. These may be deck lights fitted in the rigging, provided that theyilluminate the life raft area adequately. In that case it shall be possible to power these deck lights from the emergency battery.
• the back-up power supply for the fire alarm system, unless this system has its own battery;
• the emergency lighting in the event of a mains power failure including:
• in the engine room;
• in the day room and other rooms for general use;
• in corridors, staircases and exits;
• in the fire-fighting equipment storage room;
• in the wheelhouse and the chart room;
• in the vicinity of the fire-fighting and emergency bilge pump;
• in the vicinity of the fire doors;
• the compass lighting;
• the red all-round lanterns for a vessel not under command;
• the sound signal systems, if electrically operated;
• the general alarm/public address system, if one is installed.

If the main electrical system is equipped with a buffer battery, switched in parallel to the

electrical main system, this buffer battery may also serve as an emergency battery. In that case

the buffer battery shall satisfy the requirements for an emergency battery with regard to

capacity and location.

If the main electrical system is not supplied through a buffer battery, the emergency system

shall be switched on automatically.

If the main electrical system is supplied through a buffer battery, automatic switching is not

permitted.

The capacity of the batteries for the emergency system and/or backup power source for the

radio installation (see article 9.7.2) follows from the formula below:

 

battery capacity = 14 x Idischarge (Ah)

 

The discharge current of the battery can be derived from:

 

Idischarge = ¿Itransmitter + Ilisten + Iother connected consumers (A)

 

When the battery is used as backup power source for the radio installation, every transmitter

shall be included in the calculation.

When the battery is used as an emergency battery, a discharge current value of 1/10 suffices

with respect to the sound signal systems, if electrically operated.

The charging device for the battery of the backup power source shall at least satisfy the

following conditions:

operation in accordance with a U0 I characteristic;

suitable for supplying a charging current of 10/7 x Idischarge.

12.07 Shore connection

If an electrical system is supplied by a shore mains network, the supply cables shall have fixed onboard connections or they shall be equipped with fixed terminals outlets. Provisions shall be made to prevent tensile loads on the cable connections.

Only flexible, insulated, oil-resistant cables can be used as supply cables. If the mains voltage is higher than 50V, the hull shall be properly earthed. The earth connection shall be clearly marked. There shall be an indicator on the main switchboard showing whether the shore connection is live.

12.08 Distribution systems

Distribution systems as prescribed in the rules of the Classification Society can be accepted.

12.09 Wiring

Wiring and cables as well as their installation shall comply with the Rules of the Classification Society.

12.10 Earthing

Metal parts of electrical appliances that are not live under normal conditions but that may become live due to a defect shall be earthed.

 

If the nature of the mounting of those metal parts on the hull does not guarantee adequate earthing, these parts shall be earthed using a separate conductor that may be part of the power supply cable. The diameter of the earthing conductor shall be equal to that of the supply cable, while at a cross-section greater than 4 mm2 half the cross-section, with a minimum of 4 mm2, is considered sufficient.

12.11 Switchboards

Switchboards shall contain all switchgear, fuses and instruments required for the operation

and protection of the generators and main distribution circuits.

 

The switchboard shall be accessible for operation, maintenance and inspection. It shall be

possible to replace fuses without disassembling appliances, cover plates, etc.

Permanently fixed nameplates shall be positioned on or near all switchgear, devices and fuses.

Cable inlets shall generally be watertight and always be watertight if cables are let in from the

top.

12.12 Switchgear and safeties

Switchgear and their protective devices shall comply with the Rules of the Classification Society.

12.13 Measuring instruments

The measuring instruments shall comply with the Rules of the Classification Society.

12.14 Generators and electric motors

Generators and electric motors and their installation shall comply with the Rules of the Classification Society.

12.15 Electric starting devices for propulsion engines

Electric starting devices for propulsion engines shall comply with the Rules of the Classification Society.

12.16 Lighting

The protection of final lighting distribution circuits shall not exceed 16 A. The lighting for the engine room and other important spaces shall be divided over at least two circuits. At a voltage higher than 50 V, the lighting for the engine room, spaces with high humidity and on deck shall be equipped with two-pole switches.

12.17 Navigation lanterns

These lanterns shall comply with the relevant COLREG rules.

The navigation lanterns shall be connected to a separate distribution panel.

Every navigation lantern shall be protected and switched separately. Circuit breakers or a

combination of switch and fuse can be used for that purpose.

 

As a rule, two supply circuits which are live under normal circumstances shall be available for

the power supply to the navigation lights. In those cases where the main distribution panel of

the vessel's mains network is in the wheelhouse, every navigation lantern can be directly

connected to it. A second power supply is not necessary in that case.

 

In so far as direct monitoring of the navigation lights from the steering pedestal is not

possible, every lantern shall be equipped with an optical or acoustic monitoring device that

issues a warning in the event the light goes out. If a current-indicator lamp is used, the light

shall not go out due to failure of this lamp.

12.18 General alarm - public address system

If required by the size and layout of the vessel in the opinion of the Classification Society, a

general alarm or public address system shall be available that can be used to warn all

passengers and crew from a central location.

12.19 Emergency stop switches

It shall be possible to switch off mechanically-driven fuel pumps and engine room fans from

outside the engine room. The same applies to the burner fan of the central heating boiler and

the solenoid valve for its oil supply. The latter shall also close if the burner fan stops for any

other reason than activation of the emergency stop.

12.20 Electric heating

Electric heating installations shall comply with the Rules of the Classification Society.

12.21 Standardisation

Introduction of European Directives and Electromagnetic Compatibility (EMC).

 

Under SOLAS as well as under the EU directives, products shall comply with various

specified standards. For instance, 1.9 refers to the Marine Equipment Directive 96/98/EC

(MED). In addition, other Directives apply directly or indirectly to products marketed within

the EU.

The Low Voltage Directive (73/23/EEC) will apply in full to vessels' electrical systems.

The Machinery Directive applies indirectly when it comes to purchasing equipment covered

by this Directive, but it is not applicable to seagoing vessels.

The EMC directive (89/336/EEC) applies indirectly through the Marine Equipment Directive

as well as directly for other electrical equipment and electrical systems of the entire vessel.

IEC 60533 provides guidelines on how, as early as the design stage of the electrical system

and in consultation with the many equipment suppliers, a comprehensive concept can be

developed to arrive at a system that complies with the requirements of the Directive.

Electrical equipment that does not come under the MED and still needs the Authority's

approval shall comply with the requirements of IEC 60945.

The use of mandatory radio equipment and peripherals approved under the R&TTE Directive

(1999/5/EC) is not permitted.

Appendix I Gas systems

01 General provisions

The main components of the liquefied gas system are a gas cylinder box with one or more gas

cylinders, one or more pressure regulators, a distribution network and appliances.

 

Spare cylinders and empty cylinders that are not located in the cylinder box are not considered

to be components of a liquefied gas system. Article 5 of this chapter applies.

 

Only propane for commercial use is permitted for use in the systems.

02 System

All parts of liquefied gas systems shall be suitable for the use of propane and they shall be properly constructed and installed.

 

Liquefied gas systems can only be used for household purposes in the accommodation and in the wheelhouse, as well as for similar purposes on passenger vessels.

 

Various separate systems may be on board. It is not permitted to use one and the same system for accommodation spaces that are separated by a hold or fixed tank.

 

No part of the liquefied gas system is permitted in the engine room.

03 Cylinders

Only cylinders with a maximum permissible filling weight of between 5 and 35 kg are permitted. The Authority may permit cylinders with a higher permissible filling weight in passenger vessels.

 

The cylinders shall comply with the rules of the Dutch Stoomwezen or another recognised organisation. They shall bear the official stamp as proof of inspection on the basis of the prescribed tests.

04 Location and layout of the cylinder box

The cylinders connected to the liquefied gas system shall be positioned on deck in a cylinder box that should be located outside the accommodation so that movement on board is not hampered. However, it is not permitted to place it fore or aft against the bulwark.

 

The cylinder box may only be built into the superstructure if it is gastight relative to it and if it can only be opened from the outside. Its layout shall be such that the distribution connections to the locations where the gas is used are as short as possible.

 

No more cylinders for simultaneous use may be connected to the system than for maximum consumption. If there are more cylinders than one, a switchover or shut-off device shall be used. No more than four cylinders may be connected per cylinder box. Including the spare cylinders, each cylinder box shall contain a maximum of six cylinders only. The pressure regulator or, in the case of two-stage pressure regulation, the first pressure-regulating device

shall be in the same storage space as the cylinders and shall be permanently installed.

 

On passenger vessels with galleys or passenger mess rooms, no more than 6 cylinders may be connected. Including the spare cylinders, each cylinder box may contain a maximum of nine cylinders only.

The pressure regulator or, in the case of two-stage pressure regulation, the first pressure regulator, shall be in the same storage space as the cylinders and shall be permanently installed.

 

The system layout shall be such that gas escaping from the cylinder box in the event of leakage is discharged without any risk of gas entering the vessel's interior or coming into contact with a source of ignition.

 

The cylinder box shall be made of low-flammable material and it shall be sufficiently

ventilated through openings at the top and the bottom.

The cylinders shall stand upright and be prevented from toppling over. The cylinder box shall be constructed and positioned in such a manner that the gas cylinder temperature cannot exceed 50°C. The outside of the cylinder box shall bear the text "Liquefied gas system" and a no smoking

sign with a diameter of at least 10 cm.

If cylinder box lighting is required, it shall be electrical and of an explosion-safe type.

05 Spare cylinders and empty cylinders

Spare cylinders and empty cylinders of a liquefied gas system that are not stored in the

cylinder box shall be stored outside the accommodation and the wheelhouse in a storage room

that complies with article 4 of this chapter.

06 Pressure

In the case of two-stage pressure regulation, the average of the intermediate pressure shall not be more than 2.5 kg/cm2 above the ambient atmospheric pressure. The end pressure of the gas leaving the end regulator of a liquefied gas system shall not be more than 0.05 bar above the ambient atmospheric pressure, with a permissible deviation of 10%.

06 Pressure regulators

The appliances connected to the liquefied gas system may only be connected to the cylinders through a distribution network equipped with one or more pressure regulators that reduce the gas pressure to the operational pressure. This pressure reduction may be realised in one or two stages. All pressure regulators shall be set at a certain pressure in compliance with the provisions of this chapter.

The end pressure regulator shall be equipped with, or followed by, a device automatically protecting the distribution network from excessive pressure if the pressure regulator fails to perform satisfactorily. Safeguards shall be in place to ensure that, when this protective device is activated, the released gases are discharged to the open air and prevented from entering the vessel's interior and from coming into contact with a source of ignition. If necessary, a separate pipe shall be installed for that purpose.

Safety valves and blow-off lines shall be protected against penetration by water.

07 Pipelines and flexible lines

The lines shall be composed of permanently installed steel or copper lines. However, the lines connected to the cylinders shall consist of high-pressure hoses suitable for propane or spiral lines. Appliances that are not permanently built in may be connected using suitable hoses with a length not exceeding 1 m.

 

The lines shall be resistant to all influences that may occur on board under regular operational conditions, in particular as regards corrosion and strength, and ensure adequate gas supply to the appliances as regards quantity and pressure.

The number of couplings in the lines shall be as low as possible. The lines and couplings shall be gas-tight and remain gas-tight when subjected to any possible influences of vibration and expansion.

 

The lines shall be easily accessible, adequately mounted and protected at all locations where a risk of impact or chafing exists, in particular at penetrations through steel bulkheads or metal walls. Steel lines shall be corrosion-protected over their entire external surface.

The hoses and couplings shall be resistant to all influences occurring under regular

operational circumstances. In addition, they shall be installed in such a manner that they are

not subjected to stress, are not heated to an unacceptable degree and can be inspected over

their entire length.

08 Distribution network

It shall be possible to shut off the entire distribution network with a main valve that is at all times quickly and easily accessible.

Every appliance shall be connected to a branch that can be shut off with a separate valve.

The valves shall be protected from the weather and collisions. A test connection shall be present downstream of every pressure regulator. A valve shall be in place to ensure that, during testing, the pressure regulator is not subjected to the test pressure.

09 Appliances and their installation

It is only permitted to install appliances that are equipped with devices that fully prevent any gas from escaping when the burners or the pilot flame are extinguished. Every appliance shall be positioned and connected in such a manner that it cannot fall or shift and the connection line cannot be disconnected inadvertently.

 

Heating appliances, water heaters and refrigerators shall have a connection through which discharge gases are discharged to the open air. Appliances are only allowed in the wheelhouse if it has been constructed in such a manner that any escaping gases cannot flow from the wheelhouse to lower sections of the vessel, and in particular cannot flow through the remote-control-system penetrations to the engine room.

 

Appliances are only permitted in sleeping quarters if combustion takes place independently of the air in such rooms.

Appliances which depend for burning on the air in the room in which they are located shall be positioned in a room of sufficient dimensions.

10 Ventilation and discharge of flue gases

The supply of fresh air and the discharge of flue gases in a room where there are appliances which depend on the air available in the room for burning shall be provided by ventilation openings, which are proportional to the capacity of the appliances. However, the minimum free diameter is 150 cm2.

 

Ventilation openings shall have no features for shutting them off and shall not open into sleeping quarters.

The discharge openings shall be such that the flue gases are discharged adequately. They shall be reliable and non-flammable. Fans for accommodation ventilation shall not have a negative influence on discharge.

11 Operating and safety instructions

A notice board with instructions for use of the liquefied gas system shall be positioned at a

suitable location on board. It shall contain at least the following texts:

• Valves of cylinders not connected to the distribution network shall be closed, even if the cylinders are thought to be empty.
• The hoses shall be replaced as soon as their condition makes it necessary.
• All appliances shall be connected, unless their supply lines are shut off.

12 Inspection

Before a liquefied gas system goes into operation, after every modification or repair and on the renewal of the attestation referred to elsewhere in this chapter, the entire system shall be inspected by an expert recognised as such by the Authority. During the inspection, this expert shall establish whether the system complies with the regulations stated in this chapter.

13 Inspection procedure

Inspection procedure

 

The lines of a liquefied gas system shall be tested as follows.

 

Lines for the mediate pressure between the outlet opening of the first stage pressure regulator referred to earlier in article 9(4) of this chapter and the valves for the lowest stage pressure regulators:

 

a resistance test, carried out using air, an inert gas or a liquid, under a pressure of 20 bar above the ambient atmospheric pressure;

a gas-tightness test carried out using air or an inert gas, under a pressure of 3.5 bar above the

ambient pressure.

 

Lines under operating pressure between the only pressure regulator or the last stage pressure regulator referred to in this chapter and the valves for the appliances: a gas-tightness test carried out using air or an inert gas, under a pressure of 1 bar above the ambient pressure.

 

Lines between the only pressure regulator or the last stage pressure regulator referred to in this chapter and the operating fixtures for the appliances: a gas-tightness test under a pressure of 0.15 bar above the ambient atmospheric pressure.

 

For the purpose of tests referred to, lines are considered tight if, after a waiting period to allow the equipment to attain the ambient temperature and a subsequent test period of ten minutes, the pressure does not drop.

 

The connections to the cylinders, coupling pieces and fixtures under cylinder pressure, as well as the connection of the regulator to the consumer line: gas-tightness under operating pressure using a foaming agent.

 

All appliances shall be put into operation at the nominal load and be checked for proper combustion at various settings on the control knob. The proper operation of the ignition safety devices shall be checked.

After the tests every appliance that is connected to a flue discharge line shall be put into operation for a period of five minutes at nominal load with windows and doors closed and fans running, and a check should be conducted to determine whether any flue gases enter the room where the appliance is located.

If the release of flue gases is not of a transient nature, the cause shall be traced and remedied without delay. The appliance shall not be released for use before all faults have been remedied.

14 Attestation

 

Appendix II List of statutory and class rules

Appendix II List of statutory and class rules	Statutory	Class
NEW CONSTRUCTION
Ship construction
Assignment operating area based on vessel structure (strength and watertightness) and rigging
Stability calculations	X
Heeling test		X
Load line aspects	X
Vessel structure, shell, structural members, welds, for strength and watertightness		X
Rudder and rudder gear		X
Anchor gear		X
Watertight closing arrangements (hatches, doors, etc)	X	X
Windows, fixed port lights and portholes	X	X
Railing and bulwark	X	X
Accommodation and exits/emergency exits	X
Lighting	X
Toilets	X	X
Structural fire protection	X
Watertight doors and their remote controls	X	X
Electrical systems
Plan approval		X
Generators/electric motors		X
Accumulators		X
Emergency installations	X	X
Shore connection		X
Distribution systems		X
Cables and wiring		X
Protection electrical systems		X
Earthing		X
Switchboards		X
Switchgear and protective devices		X
Measuring instruments		X
Starting devices for propulsion engines		X
Lighting	X
Navigation lights system	X
Emergency stop switches	X
Public address system	X
Load test		X
Test emergency installations and alarms	X
Rigging
Rigging (strength mast, spars, blocks, running and standing rigging, sails, puttings, additional fixations etc.)	X	X

01 Appendix II List of statutory and class rules

Appendix II List of statutory and class rules

The table lists the items for which the Classification Society shall have adequate rules.

Appendix II List of statutory and class rules	Statutory	Class
NEW CONSTRUCTION
Ship construction
Assignment operating area based on vessel structure (strength and watertightness) and rigging
Stability calculations	X
Heeling test		X
Load line aspects	X
Vessel structure, shell, structural members, welds, for strength and watertightness		X
Rudder and rudder gear		X
Anchor gear		X
Watertight closing arrangements (hatches, doors, etc)	X	X
Windows, fixed port lights and portholes	X	X
Railing and bulwark	X	X
Accommodation and exits/emergency exits	X
Lighting	X
Toilets	X	X
Structural fire protection	X
Watertight doors and their remote controls	X	X
Electrical systems
Plan approval		X
Generators/electric motors		X
Accumulators		X
Emergency installations	X	X
Shore connection		X
Distribution systems		X
Cables and wiring		X
Protection electrical systems		X
Earthing		X
Switchboards		X
Switchgear and protective devices		X
Measuring instruments		X
Starting devices for propulsion engines		X
Lighting	X
Navigation lights system	X
Emergency stop switches	X

Appendix III requirements for vessels with a length (L) of 12-17.50 m

Additional and deviating rules for seagoing passenger vessels with a length (L) of 12-17.50 m, based on the CCV rules Note The following additional and deviating rules only apply in conjunction with the CCV rules.

01 General subjects

01.1 Application rules

Additional or deviating rules apply for vessels with a length L between 12 and 17.50 metres. For these vessels, the maximum number of passengers and crew shall not exceed the number for which the accommodation is suitable or for which the vessel has been designed. If this is not clear, the Authority decides on the basis of deck, cockpit and general layout. In addition, the number of passengers and crew is determined by the capacity of the lifesaving appliances available on board. Refer to for the definition of length L to article 4.1.1.

01.2 Stability criteria for intact vessel

In derogation from the rules laid down in articles 4.4, the following applies for vessels with a stability range of at least 110°:

The angle of heel j resulting from the wind moment caused by a stationary wind load as described in article 4.5 shall not exceed 30° or the angle of heel at which the deck gets flooded if this angle is smaller.

The angle of heel jc resulting from the wind moment caused by a gust as described in article 4.5 shall not exceed 70° or the angle of heel at which the vessel gets flooded jf if this angle is smaller.

02 Structural requirements

In addition to the regulations below, the vessel shall have a strong and solid construction according the Classification Society.

02.01 Watertight division

The following applies in derogation from the provisions in article 5.2:
all vessels shall have a watertight division layout that is as adequate as can reasonably be required. The following watertight bulkheads shall be installed.

1. A collision bulkhead
   This shall not be further than 0.1 L from the fore perpendicular. In certain cases, dependent on the hull shape, the Classification Society may require a greater distance than 0.1 L from the fore perpendicular, in case it can be shown that the ship complies with damage stability requirements of article 4.8 with a leaking fore peak compartment.
2. A fore and aft engine room bulkhead

   Engine room bulkheads are not mandatory if that is not reasonably practicable in the opinion of the Classification Society.

3. An aft peak bulkhead or watertight floor

   These shall extend at least 0.2 m above the WL for vessels with a rudder stock

   opening that is lower than 0.1 m above the WL.

02.02 Material

The following can be added to article 5.3: If the material for newly built vessels does not come with a class certificate, a factory certificate shall be available.

02.03 Watertight and oiltight bulkheads

Article 5.4.1 lapses to the extent that all openings in the collision bulkhead can be shut watertight. If there is a door in the collision bulkhead, it shall remain closed at sea as indicated by the text `to be kept closed at sea’.

02.04 Main and auxiliary engines

The following applies in derogation from the provisions in article 7.3: The main engine shall have a Classification Society type approval. In all cases the engine shall have been installed to the satisfaction of the Classification Society.

02.05 Engine room

The following can be added to article 7.2:
An engine room is not required if this is not reasonably practicable in the opinion of the Classification Society. Nevertheless, the engine, transmission and engine fittings shall be enclosed by a fire resistant casing.
The requirement that the engine room shall be accessible without passing through the day rooms can be deviated from if it is not reasonably practicable in the opinion of the Classification Society.

02.06 Exhaust gas lines

Material, construction and design of exhaust gas lines shall be approved by the Classification Society (see basic text).

 

Note

For water-injected exhausts the rods may be of heat-resistant rubber. Water seals and goose necks may be of heat-resistant synthetic materials. In that case a temperature alarm shall be installed in the exhaust, as well as a valve on the shell.

02.07 Life rafts

The following applies in derogation from the provisions in article 8.1.2:

• rafts of an approved type shall be placed on deck;
• the total capacity of these rafts shall be such that when one raft is lost, the capacity of the
• other raft(s) still suffices to accommodate all passengers and crew;
• the rafts shall have a valid certificate;
• up to and including operating area III (or IIIa), a limited emergency package, Solas B Package, is permissible;
• the rafts may be stowed in flat containers.

02.08 Pilot ladder/boarding ladder

In derogation from the provisions of article 11.20, a pilot ladder is not required. A sturdy boarding ladder is nevertheless required.

02.09 Fire-fighting pumps

In derogation from the provisions regarding the required fire-fighting pumps, a machinedriven fire-fighting pump may be replaced by a suitable manual fire-fighting pump provided that the jet opening of the connected nozzle is at least 9 ¿ mm and its length of throw is at least 6 m is.

02.10 Magnetic compasses

In derogation from Article 8.1.2 a manual bearing device may be used instead of a bearing device on the magnetic compass.

02.11 Gangway

In derogation from the provisions of article 8.18 a gangway is not mandatory.

02.12 Watertight closing arrangements

The following can be added to Article 10.1.2.1. Where the entrance and the access hatch are separated by a bridge deck, a coaming height of at least 30 mm will suffice. All hatches and doors shall be permanently fixed to the vessel.

02.13 Railing / Bulwark

The following applies in derogation from Article 10.7. The railing height shall not be less than 600 mm. The following formula applies for the strength of the stanchion sockets: W = 300A x (H/R) [cm3]

02.14 Accommodation and exits

The following applies in derogation from article 10.10 regarding staircases, dimensions of emergency exits and accommodation location. A steel supporting construction is not required for stairways. The minimum dimensions of emergency hatches may be reduced, but the smallest dimension shall never be less than 50 cm. Accommodation fore of the fore peak bulkhead is permitted.

03 Structural fire protection

03 Fire resistant separating bulkheads and decks

The following rules may be applied, in derogation from article 11.4, for all vessels.

For all vessels

 

a. The engine room shall be separated from the accommodation and cupboard rooms and the

wheelhouse etc. by bulkheads and decks of class A-30.On vessels made of aluminium or reinforced synthetic material that are equipped with an engine room compartment, the shells, bulkheads and decks that envelop such an engine

room shall be insulated on the side of the engine room with 50 mm rock wool with a density of 110 kg/m3. Shell insulation shall extend from the deck to at least 100 mm under the waterline level. If there is no engine room, the engine shall be placed in a casing that is insulated on the inside with at least 30 mm rock wool with a density of 110 kg/m3 that is as gas-tight as possible.

 

b. All bulkheads and ceilings of corridors and stair casings and all bulkheads of separate

wheelhouses and/or navigation rooms shall at least be of class B-15 or class F.

 

c. The walls and ceiling in the vicinity of the cooking facilities shall be made of material of class B-15 or class F to the satisfaction of the Classification Society.

 

d. Upholstery materials of cushions and mattresses shall have flame resistant properties. Addition for all vessels

 

On vessels without fire protected escape routes, every room shall have exits, which open

directly to the deck.

 

 

04 Electrical systems

Accumulators

In derogation from the provision of article 12, permission may be granted to place fully encapsulated gas-tight accumulators in accommodation spaces or the wheelhouse. It is not permitted to place these encapsulated accumulators in a gas-tight compartment to prevent the build-up of gas that might still escape.

 

Cables and wiring

In derogation from the provisions of article 12.9 regarding the cable types to be used, a different cable than a specific marine cable can be accepted if these are installed in plastic

pipes.

 

Switchboards

The following can be added to article 12.11. A switchboard positioned in the navigation area can be accepted provided that this board satisfies the requirements for accessibility and prevention of the risk of accidental contact.

 

Switchgear and protection

The following can be added to article 12.12. Appliances with a power consumption exceeding 10 Ampere shall be connected to a separate power circuit.

 

Lighting

In derogation from the provisions of article 12.16, the lighting of the engine room and the other rooms does not have to be divided over separate groups.

Appendix IV Operating areas classification

01 Application of the operating areas

The operating areas classification can be used by IVW DS if a restriction is imposed upon a vessel as regards its operating area as referred to in chapter 1.6 Operating areas. The operating areas described here are examples. Other operating areas may apply in other parts of the world.

02 Description of the operating areas

Operating area I

From the Ems estuary over the German Wadden bounded by the low-water line on the North

Sea beach of the German Wadden islands as far as the eastern point of Spiekeroog. Then from

the line from the eastern point of Spiekeroog - Harleboei - lightship Elbe 1 and the Elbe

estuary to Brunsbuttel, bordered by the red buoy line. The North Sea-Baltic Sea Canal, the

Kielerfjord, the Western Baltic Sea, Belts and Sont, bordered by the line Grenaa-Kullen in the

north and in the east by the line Falsterbo-Arkona, including the Bodden and Haffen area

south of Rügen.

The area from the Harle to Elbe 1 can only be navigated up to wind force 6 Beaufort. The

Baltic Sea can only be navigated up to wind force 7 Beaufort onshore or up to wind force 8

Beaufort offshore.

 

Operating area II

A strip of coastal water up to 25 miles off the coast starting off Nieuwpoort up to the Elbe

estuary (Elbe 1) and the Eider (Toenning). The North Sea-Baltic Sea Canal and the western

Baltic Sea, Belts and Sont and Kattegat in the north bounded by the line Skagen - Gothenburg

and in the east Simrishamn - east coast Bornholm Stettin, while Bornholm can be passed in

the east at no more than 25 miles.

 

Operating area III

The entire Baltic Sea, the North Sea, bounded in the north by the line 63°(-30' N (up to 25

miles off the Norwegian coast); 61°-00' N; 1°-00' W - Strathie Head connected with the line

Barony Point - Mull - east coast of Colonsay - Islay (Ardmore point) - Inishowen Head

(Northern Ireland) and subsequently in the south west from Old Head of Kinsale (Southern

Ireland near Cork Harbour) to 48°-00' N 6(-00' W (°approx. 25 mile west of Pointe-du-Raz)

as far as the southern bank of the Gironde (45°(-30' N 2°(-35' W).

In addition, operating area III covers the entire Mediterranean from the Gibraltar Straits.

 

Operating area IIIa

The southern North Sea bounded in the north by the 53º N parallel and in the south by the line

Dover-Calais, as well as the waters within 30 miles off the coast within operating area III with

the exception of the southern coasts of the Mediterranean.

 

Operating area IV

Unlimited without ice class or with ice class.

 

 

 

 

 

 

 

Appendix V matrix piping

These guidelines are applicable to non-SOLAS ships made of aluminium or plastic.

01 Guidelines on the application of plastic pipes, valves or fittings

		Machinery spaces	Dry cargo holds	Ballast water tanks	Accommodatio n Service and control spaces	Open decks
Flammable liquids	fuel oil	-	-	-	-	-
	other oil	+ 1.2	-	-	-	+
Seawater	fire	+ 1.3	-	-	+ 3	+ 2
	ballast	+	+	+	N.A.	N.A.
	cooling water	+ 2	-	-	N.A.	N.A.
	non-essential	+	+	+	+	+
Bilge *		+ 1.2	+2	+	+2	N.A.
Fresh water	cooling water	+ 2	N.A.	+	N.A.	N.A.
	non-essential	+	+	+	+	+
Sanitary discharge *		+	-	+	+	N.A.
Air/sounding	fuel oil	-	-	-	-	-
	other oil	+ 1.2	+ 2	+	-	+
	non-flammable	+	+	+	+	+

 

* In view of the discharge of fire-fighting gas, arrangements should be provided to prevent

open connections between compartments in case of pipe damage. Non-return valves at

suitable locations are acceptable for this purpose.

 

+ = Acceptable, whether or not under conditions as mentioned.

 

- = Not Acceptable

 

N.A. Not Applicable

 

1 Fixed gas fire-fighting system in the machinery space to be provided.

 

2 Piping to be L3 certified as per IMO Res.A.753(18).

In addition, all pipes, except those fitted on open decks and within tanks, cofferdams, void

spaces, pipe tunnels and ducts, should have low flame spread characteristics as determined

by the test procedures given in Res.A.653(16).

 

3 Piping to be L2 certified as per IMO Res.A.753(18). As an alternative the piping may be

insulated to A30 standard.

 

In addition, all pipes, except those fitted on open decks and within tanks, cofferdams, void

spaces, pipe tunnels and ducts, should have low flame spread characteristics as determined by

the test procedures given in Res.A. 653(16).

02 Guidelines on the application of aluminium pipes, valves or fittings

		Machinery spaces	Dry cargo holds	Ballast water tanks	Accommodatio n, Service and control spaces	Open decks
Flammable liquids	fuel oil	-	-	-	-	-
	other oil	+ 1.2	-	-	-	+
Seawater	fire	+ 1.2	-	-	+ 2	+
	ballast	+	+	+	N.A.	N.A.
	cooling water	+	-	-	N.A.	N.A.
	non-essential	+	+	+	+	+
Bilge *		+ 1	+	+	+	N.A.
Fresh water	cooling water	+	N.A.	+	N.A.	N.A.
	non-essential	+	+	+	+	+
Sanitary discharge *		+	-	+	+	N.A.
Air/sounding	fuel oil	-	-	-	-	-
	other oil	+ 2	+ 2	+	-	+

* In view of the discharge of fire-fighting gas, arrangements should be provided to prevent
open connections between compartments in case of pipe damage. Non-return valves at
suitable locations are acceptable for this purpose.

+ = Acceptable, whether or not under conditions as mentioned.

- = Not Acceptable

N.A. = Not Applicable

1 Fixed gas fire-fighting system in the machinery space to be provided.

2 To be insulated to A30 standard.

• Informatietype: Informatie voor uitvoering
• Documentsoort: Beleidsregel niet in wetten.nl
• Toegangsrechten: Intern
• Identificatie: PUC_2054_14
• Versie: 1
• Datum beschikbaarheid: 16-06-2009
• Geldigheid van: 06-04-2004
• Wijzigingsdatum: 02-02-2018
• Titel: Rules for Commercial Cruising Vessels
• Organisatie: Inspectie Leefomgeving en Transport
• Taal: Engels
• Onderwerp: Veiligheid / Safety
• Hoofdtaak: Koopvaardij / Merchant Shipping
• Thema: Zeevaart / Seagoing ships / Policy Rules / National Instruments (Policy Rules) / Beleidsregels voor de zeevaart / Policy Rules for Shipping